News   GLOBAL  |  Apr 02, 2020
A Message to Our Readers
 10K     0 
News   GLOBAL  |  Apr 01, 2020
EarthCam Time-Lapse Documents Rafael Viñoly-Designed New Stanford Hospital Construction
 42K     0 
News   GLOBAL  |  Apr 01, 2020
Resort Town
 6.1K     0 

Sunnyside said:
Im starting to see it as comparable to NYCC. Last I checked, it’s about the same distance to Yonge/ Eglinton by subway/LRT from either, and both areas will end up with similar built forms.

This areas’ certainly different from that part of North York, but it’s also a new community from scratch in a well-located part of Scarborough. Not a lot of precedent for that combo.

So I’d say it depends on how much the market values the newfound accessibility, which is comparable to other built-out nodes, versus its pre-existing context. Did people buy into NYCC primarily for the location? Or the community profile? That might help us answer this.
Click to expand...

unrealestate said:
not really worth comparing the two. the condo market has completely collapsed. NYCC was built at the height of the boom
Click to expand...

The difference is that NYCC is also an important employment centre in itself and is also located within one of the most desirable and central areas of the city.

Golden Mile has far less employment, is not as central, will be a significantly longer transit ride to downtown, and is in a far less desirable area of the city.

No doubt the Golden Mile will slowly buildout, and I'm sure many of the landowners will start construction on their first phases soonish.. but the densities contemplated are remarkable.

As a comparator.. NYCC currently has around 28,000 residential units between the 401 and the Finch Hydro Corridor, according to census data. Golden Mile is, through active applications, at about 53,000. So literally double the density. It's reasonable to be skeptical.
 
innsertnamehere said:
The difference is that NYCC is also an important employment centre in itself and is also located within one of the most desirable and central areas of the city.

Golden Mile has far less employment, is not as central, will be a significantly longer transit ride to downtown, and is in a far less desirable area of the city.

No doubt the Golden Mile will slowly buildout, and I'm sure many of the landowners will start construction on their first phases soonish.. but the densities contemplated are remarkable.

As a comparator.. NYCC currently has around 28,000 residential units between the 401 and the Finch Hydro Corridor, according to census data. Golden Mile is, through active applications, at about 53,000. So literally double the density. It's reasonable to be skeptical.
Click to expand...
Yeah, I don’t want to misconstrue what I think about the plan itself; this is a lot of density. But we have never been good at doing things in moderation, as that conceptual massing from the city vs. the iso model of active apps showed.

I wonder if the developers ‘want’ to build this much here, or simply have to, for various other reasons. If the latter, it’ll be a slow buildout for sure.
 
I'm sure that many people have noticed that there have been far fewer trains operating over the past two weeks.

Early into this current set of training classes, the signal system failed pretty badly. And since then, it has not been able to operate with any semblance of reliability.

The second set of classes is wrapping up now, but with far less throttle time than they need. They will need to come back to complete those portions of their training once the third set of classes wraps up in late December.

This has been such a concern inside the TTC that they don't think that they can start the service demonstration - the two board periods of operation without paying passengers - in January.

Dan
 
smallspy said:
I'm sure that many people have noticed that there have been far fewer trains operating over the past two weeks.

Early into this current set of training classes, the signal system failed pretty badly. And since then, it has not been able to operate with any semblance of reliability.

The second set of classes is wrapping up now, but with far less throttle time than they need. They will need to come back to complete those portions of their training once the third set of classes wraps up in late December.

This has been such a concern inside the TTC that they don't think that they can start the service demonstration - the two board periods of operation without paying passengers - in January.

Dan
Click to expand...
geeezus.... another failure in software...didnt they work out the bugs in patch 8 or whatever the latest one was??? this is probably going to cost another quarter of the calendar to fix.
 
Bojaxs said:
Considering construction had already begun on an Eglington subway and was cancelled, it's not as "wishful" as you may think.
Click to expand...
really not sure what point you're trying to make here... that was a plan that was started and then stopped.
The current Crosstown is technically a "subway" for 10 of the 20kms. And the Western extension is also mostly underground.
Are you suggesting they will tunnel the eastern section? Or update the tunnels to allow heavy rail vehicles...
Honestly I don't think you have any idea of how ridiculous that proposal would be at this point.
 
Bojaxs said:
The Eglington LRT will at some point be replaced with a subway just like the Scarborough RT was.
Click to expand...
It absolutely will not. The SRT wouldn't have been, either, had the system not been built as a stump line along a fairly dubious alignment using proprietary technology.
 
nfitz said:
That piece is subway now. I wouldn't be surprised if there's a grade separation at Leslie in the future.
Click to expand...
How do you see it happening??
 
drum118 said:
How do you see it happening??
Click to expand...
By adding a lane to the north side of the tracks.

Cars that would turn northbound on Leslie from eastbound on Eglinton would cross over to the north side, between Brentcliffe and the portal. Cars turning from southbound Leslie to eastbound Eglinton would stay in that single lane on the northbound, and then merge into the rest of the traffic at the portal west of Don Mills Road.

The biggest challenge would be widening the underpass under the CPKC mainline.

Alternatively, one could take advantage the topography there, and build a road tunnel through the fill that Eglinton is built on, and connect the lanes to Leslie on the south side. The existing fill looks to be about 14-metres thick at the intersection,
 
nfitz said:
By adding a lane to the north side of the tracks.

Cars that would turn northbound on Leslie from eastbound on Eglinton would cross over to the north side, between Brentcliffe and the portal. Cars turning from southbound Leslie to eastbound Eglinton would stay in that single lane on the northbound, and then merge into the rest of the traffic at the portal west of Don Mills Road.

The biggest challenge would be widening the underpass under the CPKC mainline.

Alternatively, one could take advantage the topography there, and build a road tunnel through the fill that Eglinton is built on, and connect the lanes to Leslie on the south side. The existing fill looks to be about 14-metres thick at the intersection,
Click to expand...
That would make good sense. Was it considered in LRT planning stages, does anybody know? It should have been obvious then that the current design would create a major traffic bottleneck.
 
ThenWhat said:
That would make good sense. Was it considered in LRT planning stages, does anybody know? It should have been obvious then that the current design would create a major traffic bottleneck.
Click to expand...
The design team forgot to check their designs with the UT crew. A south alignment until Don Mills would have been better
 
You must log in or register to post here.

Back
Top