As with the stations, until the Civil, Stations, Tunnel contracts are signed and sealed - any rendering/image of the Don Crossing you see is a placeholder. Design teams for the south contract include major companies such as Arup, AECOM and IBI.Curious if there are any designs yet? Wonder if they'll be concrete or steel?
This is honestly the best bridge for the job. Simple, and generally aesthetically pleasing or at the very least neutral. We considering the scope and how far behind we are in terms of infrastructure, we can't afford to waste time and money with glitz and glamorThis is from the Ontario Line Metrolinx page for conceptual rendering.
...and one of the standard 50 shades of Toronto grey.This is honestly the best bridge for the job. Simple, and generally aesthetically pleasing or at the very least neutral. We considering the scope and how far behind we are in terms of infrastructure, we can't afford to waste time and money with glitz and glamor
No renderings yet as we dont even know what vehicles will be used. But just have the picture grey in your head, and you're already half of the way there.
The trains would be closer in design to TTC's line 3. not as long as the rockets but much more frequent.
I'd much rather see this line travel to northern Etobicoke than the airport.Yes, back when Kipling station was built and the platform for it was installed.
Not yet. It does get busy, there is a lot of growth at Islington, Kipling, and the East & West Malls, and if an extension does occur it could start to run up against the existing capacity constraints. A line from Humber Loop to the Airport via Kipling hits the big growth areas (Etobicoke Waterfront, New Etobicoke Center @ Kipling, the East/West Malls, the Airport Corporate Centre, and the GTAA Hub.
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Interchange from where to where? Line 2 to Liberty Village / CNE take Line C (Kitchener), Line 2 to Airport or Downtown take UP, going to north downtown stay on Line 2 to St George or Yonge, going into the neighbourhood transfer onto the bus or streetcar. What is the gap that an Ontario Line to Dundas West is expected to fill?
The frequent service from Dundas West to downtown will be new... how can it be overstressed on day one? Where is the network stress that is being relieved?
The 191 doesn't stop at all the developments along the way or the Renforth airport corporate centre. Have you been on the TTC 111 and 112, plus the Mississauga 35, 107, and 109 which all currently take people from Kipling to Eglinton and 427 area? How does an Ontario Line to Dundas West improve the bus capacity challenge on Dufferin better than non-stop Dundas West to Liberty Village service?
This loop is the provincial plan. I'm more interested in the "U" of the Ontario Line than the "O" which includes the connection across the top which will not need Ontario Line capacity for a while. I agree that at the airport or at 407 a transfer to a Oakville-Oshawa 403-407 connection of some sort likely makes more sense in the shorter term. However, if the density proposed at 7 & Weston, VMC, Richmond Hill Centre (south of Bridge and High Tech), Beaver Creek, and Markham Centre all materialize that is going to be a dense corridor that is ill served by asking people to walk from Highway 7 to the freeway (almost a 1km walk from most buildings) and I can see at some point VIVA will not serve that capacity well... but again... not a high priority in the short term because VIVA reaching capacity is a ways off now.
If you are in Humber Bay Shores and want to go somewhere other than a location other than downtown or Lakeshore West, what option is there? If you are arguing the point that the Ontario Line should end at Exhibition, then I can understand that perspective... it is the perspective that north-south capacity is adequately served. If you are arguing the point that somehow having the Ontario Line go Dundas West makes sense, then I don't understand that at all because that line already exists (Line C for express, and 504 for a more local option), and to get to Dundas West from Exhibition you would likely pass under SFH to serve places already served.
Why would someone look at this map and say "that blue line should really follow almost exactly the red ones".
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The area is already served by a GO line, so the OL also going through the area seems like overkill to me.it would probably make more sense to build ontario line along the gardiner with subway length stops (so it sort of works as queensway rapid transit), have it loop into sherway to connect to future line 2 extension (underground) and then have it run north along the 427 until it hits pearson with less aggressive stop spacing
it'd probably suck in terms of accessibility as we'd have elevated stations and have really poor ridership along the N-S portion north of sherway, but it'd be a lot better pill to swallow.
I'm bored, so I made a map (it's 2 AM... I really should go to sleep)The area is already served by a GO line, so the OL also going through the area seems like overkill to me.
I'd much rather see southern Etobicoke served by an LRT line between Exhibition OL Station and Long Branch (roughly speaking) via the TTC Queensway ROW. It'll be very cost effective, and would provide area residents with a quick one-transfer ride to the downtown core.
If we design this thing right, the LRT would only have two traffic lights between Exhibition Station and the dense residential developments at Park Lawn (circled on @EnviroTO's map).
West of Park Lawn, the LRT would interact with more traffic lights, however I'm not as concerned about that given the relatively modest ridership we'd see in that area (I suppose we could elevate it if necessary, but that seems like overkill).
LRT capacity would be an issue though. We'd have to figure out how to run the LRV's in perhaps two or three car trains through the area, without impeding the operations of the TTC legacy streetcar network. Storage locations for these LRV's might also need to be found along the route, since running long trains in mixed traffic to access a TTC yard doesn't seem operationally viable.
As for the Ontario Line, it absolutely needs to travel up Dufferin. It's one of our busiest, most unreliable and slowest bus routes in the city. The Ontario Line is pretty much the one and only opportunity we have to fix Dufferin Street transit.
Park Lawn GO is going to be pretty revolutionary for that area, particularly with GO expansion.