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Difficult to say when it will actually finish, but Metrolinx says it will roll out between 2025 and 2032. The Ontario line follows the same route as the DVP, so it brings significant value to out of towners by pulling cars off that road. That said, the timing could be a disaster for period of...

True enough, but it also not a full freeway removal. It's a 1-2km stretch of the very end, and it's expected that the capacity can be made up for. More of an in between case i suppose.

I'm posting the following here as it's tangentially on topic, and I can't find a more appropriate place to post. I'm currently working on a fictional short film with themes that relate directly to zoning reform and other elements of the housing crisis in Toronto. It's a bit of a collision...

In this case, it essentially is a stub removal (though a larger stub than most) being replaced by a large boulevard and other capacity enhancements in the form of GO electrification and the Ontario Line. Given the cities finances, this is a no brainer.... Unless the the province picks up the tab...

I still don't understand why the head house can't be in the 14 meter area between the property line and the university line with the escalators descending east on an angle into the keyhole shaft. It would improve the public realm as well as the, quite poor, connectivity between Line 1 and the...

Calling people on this forum NIMBY's is such a strange line of thinking to me. The whole purpose of this forum is to discuss the merits of various projects across the city and critique them with like minded people. Just because I think this station is lacking doesn't mean I want to throw the...

This station seems to have it's flaws, but I don't even like joking about that!

This is the most alarming part of the blog post. Unless I'm interpreting things wrong, there is no direct connection between platforms. The only connection between in the lines is the Osgoode keyhole shaft. (Someone can confirm or correct if I'm wrong.) It appears there are engineering...

Write up from Steve Munro https://stevemunro.ca/2023/02/07/osgoode-station-entrance-review/ Interesting points all around. Some of the engineering difficulties of a better station design, and the broader user experience problems with the current design. Namely the lack of a direct connection...

There is plenty of precedent already for public input on large scale public works projects. That said, I look at this point from the opposite perspective. All we're talking about is one change to one part of one station in a 14km project. ML putting out a document on Friday is an abysmal example...

Seems from that image like there would be no barrier to putting the entrance building on university as suggested in the park proposal. Maybe an elevator shaft would have to be in Osgoode, but the main entrance could be in the better location. It would still require that the trees are removed...

No, you definitely don't seem to understand my position. 1) These trees are only different in that there is a lack of park space downtown. So removing park space here has a more significant impact than in other places. 2) These trees aren't special, but different from other locations because...

And you with the Strawman. It's about public space, and public assets. In this case trees, parkland, and a transit line. Maximizing the best use of all of these to create the optimum urban context on a major project. Why subtract precious parkland if you don't have to? No one at Metrolinx has...

I'm sorry, but this is in bad faith. Metrolinx has made the facts of this whole situation completely unclear. I'm reading everything I can and I have no idea what is possible and what the cost benefit analysis is. This should obviously have been public information months ago. The trees at...

This would be true if there wasn't a better option on the table, but there is... so why not get the best of both worlds?

I didn't go back in the thread far enough to understand the context of this discussion, but I lived on St Clair in various apartments for 10 years, and I can confirm that the fire station on Hendrick always uses the streetcar ROW. There is even a ramp up to the tracks at that intersection. I've...

It's potentially catastrophic. Bad service leads to worse ridership, which in turn leads to more service cuts. I believe it's known as a transit death spiral. The TTC is already badly mismanaging the current service levels so cutting more service is an ominous sign. Worth noting, the TTC expects...

I've already written the mayors office. I flat out asked them to raise my property taxes 50 to 100% to bring them in line with regional averages (with exemptions for elderly and low income.) The idea that a city as rich as Toronto should be facing deep service cuts is cynical and disgraceful.

I don't disagree with much of your post. Infrastructure is still extremely car centric in the wider GTA and people need to make reasonable trips to meet their short term needs while rapid transit is expanded. That said, Transit, even with the recent uptick in crime, is orders of magnitude safer...

Forgive me for being naive but is a business case necessary for a project like this? For the capital investment I mean. I understand wanting fares to cover the cost of operations and maintenance, but I don't see how a High speed corridor isn't considered invaluable. As far as I'm concerned it...