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Haha, speaking of low information folks... I called my friends just over a week ago only to find out they were packing their bags, leaving for a Cuban vacation that night. I sarcastically joked that they are going to attempt to catch the last flight out before Cuba runs out of jet fuel and bombs start falling. I was met with a confused "what do you mean?". After explaining to them the whole oil embargo thing and food shortages that Cuba is experiencing, all I heard back was "phh, stop making sh!t up" in response.
because the future costs and the current costs add up to the total costs of a project.....It's isn't rocket science. You're acting like just because we've paid 9 Billion to date means the other costs aren't relevant....it's a cost that we will have to pay for therefore it's part of the project, because otherwise with your logic the Scarborough Subway only costs $2.6 Billion.
I haven't been able to tell, I know that the TTC will often have people in red smocks standing near stations and stops where guidance is needed. Did they deploy those people for Eglinton and if so where?
The 34 still runs, primarily to serve stops between the stations, but it does serve every stop along Eglinton where the 32 or old 34 would once stop.
Ultimately I think the disussion of displacing the left turns at the DVP ramps is a red herring, because it's already extremely easy to guarantee a green light for the LRT with the existing intersection configuration. At the west intersection there's a 3-stage pedestrian crossing, so LRVs can theoretically truncate the red light for the DVP if they need to. At the east intersection there's a single-stage pedestrian crossing which would be an obstacle when it's called, but based on the distance from any destinations I suspect it's extremely rare for someone to walk across the street there.There's a discussion a few pages back ( Ha!, over 1,200 posts ago, and it was only early January) noting that the interchange at DVP actually had additional clover leaves in the remaining corners that could, in theory, be revived. Those make for lousy pedestrian and cycling conditions for people crossing fast moving traffic.
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That discussion starts about here.
Eglinton Line 5 | ?m | ?s | Metrolinx | Arcadis
**disclaimer -- I am an amateur with a crayon that doesn't really know what he's talking about* No harm in throwing ideas out. An easier (but unrealistic since it inconveniences drivers) solution to the first section could be to simply ban left turns to/from Leslie, forcing some drivers to...urbantoronto.ca
Trains will be running in both directions every 3.5 minutes during peak come May. That could mean trains crossing the DVP every 1-2 minutes (combined from both directions). I'm not sure it would be so easy to add extra time to the following cycle, when you could have trains at basically every cycle. I think in retrospect they really should have had the tunnel portal east of the DVP around Wynford to avoid this, since the DVP is probably the hardest cycle to modify (and requires MTO approval).
Yea with the DVP becoming provincial now, there is no way MTO will let Metrolinx / the TTC play with signal timings there. The timings and capacity around freeway interchanges are sacrosanct for MTO as preventing backlogs on the on-ramps back onto the mainline freeway is critical to safety. If queues back up onto the mainline freeway it can be incredibly dangerous. MTO in general is famous for being very restrictive in the design of their interchanges and nearby local access roads - I've sat in a few meetings personally on this matter and they would never sign off on anything that they think would impact freeway operations.
Adding time is only relevant if the LRV actually shortened the phase for the DVP. Which would only occur if an LRV happens to arrive specifically during the later half of the DVP phase. If it's expected to arrive earlier in the DVP phase, it would just hold the light green for Eglinton, so the DVP would still get its full phase duration. In that case, the ideal compensation is to shorten the following phase for Eglinton, which is extremely easy to do given that it's the only phase other than the DVP phase.
The TTC/City are ALREADY using TSP to play with the timings not only at the DVP but also on Finch at the 400. Clearly this is a non-issue.
Isn't there a speed limit through intersections though? I thought someone mentioned that. I suppose the stops on either side would prevent higher speeds in any case. But if they ever wanted to eliminate the Aga Khan Museum stop, as some here have suggested, or expand automatic train control, wouldn't the intersections be a limiting factor?
