Towered
Senior Member
Steeles BRT not west of Jane? Insane.
The Jane LRT always struck me as a bit problematic. It just dumps riders at Bloor when most of them will be going much farther. Riders will have two transfers to get downtown. And there's no interface with the Kitchener RER line, which could otherwise become the primary way downtown for people in that area.
Maybe extend the Jane line southeast and have it run under College/Carlton. Maybe that's a long shot but I never liked the way the line just ends where it does.
This is simple. Terminate it at Mt Dennis via Weston Road.Jane LRT is the symmetric equivalent of the Don Mills LRT - which was to dump off passengers at Pape Station.
With even the smallest bit of analysis, they will realize that Jane is a bad idea.
Not only does this have to be continuous to the downtown, but looking at the population density map, it appears that it should take Parkside, Keele, Weston, Black Creek Jane. Either that, or abandon it altogether and run the DRL West up Dufferin.
Without these plans how will we be able to think "what could have been"?What is the point of even doing any of these master plans? Most of those plans will never be realized.
Fair comment, ha.Without these plans how will we be able to think "what could have been"?
Master plans play an important role in city planning, and has been the foundation of many elements of cities, whether be roads, plumbing networks, phone networks, sewer networks, buildings, transit, and everything else.What is the point of even doing any of these master plans? Most of those plans will never be realized.
^but then the planners, and politicians behind them, would have been out of work
guess who are the ONLY losers here...Sounds like a win-win to me.
Masterplans helps all politicians, especially as they speed up the shovel-readiness of many routes.
A master plan with 10 fully EA'd/studied routes, means a politician can make promises that happens sooner than others.
The problem is that almost every route in a Canadian master plan (unlike China) takes a decade from planning to build. Which means it has to go through the mercy of multiple administrations.
But here's the dismal choice. Doe a politician want to promise something that doesn't even have a study started (takes 15 years) or something that is already studied/EA and only awaiting funding? (takes 5-10 years). We could do it China-style, skip the EA, shove money at it, and just build plan-to-running in the same political term! China does it to spectacular success. But that is not the Canadian Way.
Even the Eglinton Crosstown is simply a resurrection of a masterplanned Eglinton Subway that actually started construction and then filled back in. Horribly inefficient handling by multiple governments.
But now, with an arm's length agency Metrolinx, it is more resistant to this malarkey. Now monies are simply more wasted in time or other planning-waste shenanigans (whether rearranging "infill station" deck chairs or nitpicking service frequency) and the success ratio of plan-to-actual is starting to go up again. It's not good enough but the momentum is still towards a rapidly-improving batting average. This administration may be a setback to the momentum but the momentum is still forward unlike the 1990s.
The Chinese way not only removes the EA, but also removes all public consultation as well.But here's the dismal choice. Doe a politician want to promise something that doesn't even have a study started (takes 15 years) or something that is already studied/EA and only awaiting funding? (takes 5-10 years). We could do it China-style, skip the EA, shove money at it, and just build plan-to-running in the same political term! China does it to spectacular success. But that is not the Canadian Way.
Likely the same process we followed when the subway was first built. Agree to build subway - then built it. Don't discuss every minutia and continually delay decisions.The Chinese way not only removes the EA, but also removes all public consultation as well.