[duty free]

Didn't know about the sidewalk minimum thanks! It is a tight squeeze when accounting for stops and shelters though midblock there is totally room for wider sidewalks and even other street furnishings.View attachment 475832
I should note the broadview idea was just for north of gerrard by the park. South of gerrard there are enough businesses that likely need deliveries that I think road access should be maintained on both sides, though they would be low priority. View attachment 475833

that 2nd pic is exactly how every street that is 20 meters wide with a streetcar route should be organized.

the key point here are that those narrower older streets downtown can accommodate a ROW for bi-directional streetcar traffic, as long as street parking is non existent.

great job.

 

[DSC]

At one times tracks ran to Bathurst St From Church St and both roads were duel direction, not the current one way.

Adelaide track has been rebuilt from Spadina to University and Victoria to Church for eastbound with the westbound removed. The missing section can't be built until the waterline is rebuilt.

It would be great to have Richmond connect to Bathurst as a bypass for Queen/King, but will get a push back from the local as it will mean removing on street parking. Oh!!...you can't remove my parking spot considering there is very little there in the first place.

There is the issue from Peter to Bathurst where the road gets narrow and twist which isn't a big issue in the first place.

Getting the line to Spadina is more important than Bathurst.

At the end of the day, is it worth it???

As far as I know, Richmond never had tracks west of York. Adelaide did have tracks from Church to Bathurst and I think both were full 2-way streets - including streetcars - until the DVP was opened.

 

[W. K. Lis]

As far as I know, Richmond never had tracks west of York. Adelaide did have tracks from Church to Bathurst and I think both were full 2-way streets - including streetcars - until the DVP was opened.

Richmond could do with just a single-direction streetcar tracks, if Adelaide also get a single-direction streetcar tracks (in the opposite direction).

 

[drum118]

Richmond could do with just a single-direction streetcar tracks, if Adelaide also get a single-direction streetcar tracks (in the opposite direction).

Richmond has already been rebuilt with westbound only track

 

[DSC]

Richmond could do with just a single-direction streetcar tracks, if Adelaide also get a single-direction streetcar tracks (in the opposite direction).

Richmond has fairly new tracks, westbound between Church and York. By next summer, Adelaide will have new track, eastbound, from Spadina to Church.

 

[W. K. Lis]

From link. 1945 plan of TTC streetcar network and track layout (PDF).

Richmond & Adelaide were converted to one-way streets, from their original two-way setup, for automobile access to the Don Valley Parkway.

 

[W. K. Lis]

From link, in 1926.

From link

Now the proposed Eglinton East LRT (from link)...
.

Why don't we extend the Kingston Road streetcar tracks to Eglinton & Kingston Road to meet up with the Eglinton East LRT (shown as "Scarborough PO", stop 26)?

 

[JSF-1]

From link, in 1926.
View attachment 477803
View attachment 477804
View attachment 477805

From link

Now the proposed Eglinton East LRT (from link)...
.

Why don't we extend the Kingston Road streetcar tracks to Eglinton & Kingston Road to meet up with the Eglinton East LRT (shown as "Scarborough PO", stop 26)?

To me it comes down to 2 issues. First is the City and TTC's obvious aprenesion to expanding the streetcar network in general. Yes it has grown over the past 30 years but very slowly. The other is the right-of-way since the TTC it seems is done with building mixed traffic lines. Kingston Road between Vic Park and Danforth is only 4 lanes and lets be realistic here; there is no way the City will reduce Kingston to 1 lane in each direction for the TTC to build a Streetcar ROW. Beyond Danforth, Kingston Road does widen to six lanes so a ROW could easily be built, the problem is getting there.

Lastly I think the length of the route would also be a deal breaker since an extended 503 Kingston Road from its proposed western terminus at Dufferin Loop to Eglinton Avenue would be around 22km long, which is only like 3km shorter than to 501 Queen. Of that 13km would be in mixed traffic so service on the remaining 9km within a ROW would be subject to the traffic congestion on the mixed traffic segment. The solution would likely be turning back some number of cars at Bingham to ensure consistent service on both ends of the route; like what is done on the 501 at Humber Loop. The TTC would probably like to avoid building these super long streetcar routes, especially if they have a mixed traffic segment since the merger of the 501 and 507 showed this in the long term would just create more operational headaches.

 

[W. K. Lis]

To me it comes down to 2 issues. First is the City and TTC's obvious aprenesion to expanding the streetcar network in general. Yes it has grown over the past 30 years but very slowly. The other is the right-of-way since the TTC it seems is done with building mixed traffic lines. Kingston Road between Vic Park and Danforth is only 4 lanes and lets be realistic here; there is no way the City will reduce Kingston to 1 lane in each direction for the TTC to build a Streetcar ROW. Beyond Danforth, Kingston Road does widen to six lanes so a ROW could easily be built, the problem is getting there.

Lastly I think the length of the route would also be a deal breaker since an extended 503 Kingston Road from its proposed western terminus at Dufferin Loop to Eglinton Avenue would be around 22km long, which is only like 3km shorter than to 501 Queen. Of that 13km would be in mixed traffic so service on the remaining 9km within a ROW would be subject to the traffic congestion on the mixed traffic segment. The solution would likely be turning back some number of cars at Bingham to ensure consistent service on both ends of the route; like what is done on the 501 at Humber Loop. The TTC would probably like to avoid building these super long streetcar routes, especially if they have a mixed traffic segment since the merger of the 501 and 507 showed this in the long term would just create more operational headaches.

Yet other non-North American countries use tram right-of-ways or tramways, and have only ONE traffic lane for the automobiles. We could do the same, IF we gave a higher priority to public transit instead of the single-occupant automobile.

From link.

 

[CapitalSeven]

But that's a six lane road with a parking/loading lane on each side, not a four lane road.

 

[W. K. Lis]

Quebec City is going with a tramway with single auto traffic lanes.

From link.

 

[W. K. Lis]

Alstom to supply 34 Citadis trams and maintenance for Quebec City, Canada​

From link.

• A contract to provide 34 Citadis trams and maintenance for 30 years with a total value of around €900 million (CA$1.34 billion).​

• A tram that will be adapted to the specific requirements of Quebec City, especially winter conditions.​

• A mobility solution developed in Saint-Bruno-de-Montarville and assembled in La Pocatière, Quebec.​

25 April 2023 – Alstom, global leader in smart and sustainable mobility, has been awarded a contract by Quebec City for the supply of 34 Citadis trams for the city’s tramway project. The contract, with a total value of around €900 million (CA$1.34 billion), includes the design and supply of the rolling stock and maintenance for a period of 30 years. The contract also includes an option for a maximum of five trains, including maintenance.

Quebec City will benefit from a proven and reliable mobility solution developed and assembled in Quebec. The trams will be developed by Alstom engineers based in Saint-Bruno-de-Montarville –Alstom’s headquarters in the Americas located on the south shore of Montreal– and will be assembled at its La Pocatière plant in the Bas-Saint-Laurent region. The trams will be adapted to the climatic and topographical conditions of Quebec City. Comfortable, modern and spacious, the trains will be 100% electric and will run on a 19-kilometre long line that will form the backbone of an improved public transit network for Quebec City. The tramway will offer an attractive transportation alternative to alleviate road congestion, reduce the impact of mobility on the environment and air quality, improve the quality of life for residents and further enhance the attractiveness of Quebec City.

“We are very proud to have been chosen by the City of Quebec to supply and maintain the trams for this signature mobility project for the Capitale-Nationale region,” said Michael Keroullé, President of Alstom in the Americas. We are honoured by the trust placed in us by the administration and elected representatives of Quebec City, and are committed to working in partnership with the City to offer a high quality and reliable product, a solution designed and assembled by our teams in Quebec, serving Quebec.”

Alstom’s Citadis product range is the reference for modern low-floor tram solutions. It is at the heart of many urban renewal projects around the world, offering an improved passenger experience, driver ergonomics and low energy consumption and optimized life cycle costs. To date, more than 3,000 Citadis trams have been sold to 70 cities in 20 countries around the world, including Canada.

As the leader in rail services, Alstom delivers added value to customers every day, ensuring fleets run safely, reliably, and efficiently. With over 16,000 Services employees and 258 sites around the world, the Group has strong expertise and the largest global footprint, spanning over 40 countries. Alstom’s extensive services portfolio covers the whole asset lifecycle, addressing the various needs of customers, with maintenance teams servicing over 35,500 vehicles worldwide. With smart and green mobility leadership, Alstom offers innovative digital solutions for maintenance optimisation and high-performing fleets, as well as green re-tractioning solutions to support customers with emission reduction objectives.

With 1,800 employees spread across three main sites, Alstom is the only player in the rail mobility sector with expertise contributing across the value chain, from design to engineering, assembly to validation, and from operations to maintenance, in Quebec. The company is fully committed to expanding its local operations and offering its customers the most innovative and sustainable mobility solutions. The Quebec City tramway is fully in line with this approach. The Alstom team is proud to establish a long-term partnership with the City of Quebec.

Alstom and Citadis are protected trademarks of the Alstom Group

The start of the project will therefore be postponed to 2024. Until recently, the project office still hoped to start work this summer.

The commissioning of the tramway is therefore postponed by one year, to 2029.

 

[Bureaucromancer]

On the Kingston Rd note, I’ve become partial to an extension largely on private ROW to Kennedy station including diversion to Scarborough Station,

 

[W. K. Lis]

As seen earlier at this link, cities are going away with the "requirement" that there MUST be 4 lanes for automobiles traffic. They are going DOWN to 2 lanes for the automobile (maybe, some cities got rid of automobile traffic lanes entirely), with cycling lanes, and streetcar/tram right-of-ways.

 

[ARG1]

The other is the right-of-way since the TTC it seems is done with building mixed traffic lines. Kingston Road between Vic Park and Danforth is only 4 lanes and lets be realistic here; there is no way the City will reduce Kingston to 1 lane in each direction for the TTC to build a Streetcar ROW. Beyond Danforth, Kingston Road does widen to six lanes so a ROW could easily be built, the problem is getting there.

Part of the plan for Eglinton East is to do just that, specifically on morningside. So at least as far as Eglinton East is concerned, reducing lanes is not out of the question.