The only people who use the Allen are people who don't live anywhere near it and don't know it well, frankly speaking. Everyone in the central portion of Toronto knows to avoid the Allen at all times. They know that Eglinton is a bottleneck you do not want to deal with and that taking any number of other parallel roads to the 401 is much quicker.I've lived at the Allen and 401 for 6 years. Never has it crossed my mind, nor been suggested, that the Allen was the best route to get downtown.
It seems completely counter intuitive.
Years ago, I didn't find Davenport/Bathurst/Eglinton/Allen too bad northbound. I used to use something to cut out the Bathurst/Eglinton intersection in mid-afternoon and rush hour. Probably Strathearn/Glen Cedar. Though ultimately I realised that Davenport/Old Weston/Rogers/Black Creek to 401 worked better (or just Eglinton to Renforth and 401. But I'd think that if I was right at Allen-401. Avenue was certainly useful when I used to live in Willowdale near North York Centre. Seemed like an expressway compared to Yonge.Likely Avenue for either of those destinations, crossing over at Davenport to get to Yonge and Bloor.
Depends on where you're going. When I was making sojourns down to the City Archives, mainly before the aerial photo plates started being put online, it really was the best way to do it. That's not saying much. But taking it easy along side streets really has it beat over crawling up Spadina and all the tricks people pull out of their hats on that street.I've lived at the Allen and 401 for 6 years. Never has it crossed my mind, nor been suggested, that the Allen was the best route to get downtown.
It seems completely counter intuitive.
Imagine the two lanes of traffic you're talking about suddenly being shunted onto Lawrence, and then backing the remaining lanes and all the westbound traffic up on Lawrence for miles as they attempt to turn down the single lane southbound on Marlee. You don't need to imagine it, in fact. It's exactly what we had until the mid-1970s, and what finally prompted the completion of the Allen south to Eglinton in the first place. All you'd be doing is moving the problem back one major street and giving us exactly the same problems we had there before, only with 2015 traffic instead of 1970 traffic. It really is true that those who forget their history are condemned to make the same mistakes.This is what I would probably do with Allen:
1) Eglinton to Lawrence section: remove the southbound lanes (always clogged anyway).
Again, is the existing subway not a method for individuals to get in and out of the downtown?I kind of wish they could finish the thing by tunneling and not disrupting anything on the surface... homes, the park, Casa Loma, and so on. But I know that's kind of a pipe dream. The cost would be huge. But the truth is, the city really would be better served by a way to get in and out of the centre of town to the more open distribution network further north. Especially with all the questions around the future of the Gardiner these days.
I also find that ridiculous. I hope the EA will find a way to make a grade separated link no matter what alternative is chosen. This would provide just under 10 km of trail between Caledonia and the Brickworks, only interrupted by the Mt Pleasant Cemetery.Just another point, I'm right by the Kay Gardner Beltline trail on the west side of the Allen and couldn't believe I had to make a jog to get to the continuation east of the Allen the first time I used it (I only briefly looked at it on Google Maps at a distance). It'd be nice if at the end of this a cycling/ pedestrian bridge was built to connect the two sides.
The subway is a way to get in and out of downtown, but not for everyone.Again, is the existing subway not a method for individuals to get in and out of the downtown?
Well, that's true, but it's also true that if you're heading north up the middle of town, and there's an awful lot of business up the spine of Yonge Street, the lack of a relatively quick way in and out of downtown in the middle of things puts needless traffic on the Gardiner to get to and from the DVP and 427. It also puts that traffic on those highways (and potentially the 401 as well) when it properly belongs on a direct north-south route. We'd still have traffic on those roads even with the Spadina the way it was planned, but that much less. I can see not having the Richview and Crosstown expressways, but I think we really should have finished the Spadina and the Scarborough expressways before we dusted our hands and invoked closure. I think if we had, we would have had a complete set of controlled access roads to circumvent being on surface streets until you were actually in the vicinity of where you needed to actually get. I realize I'm crying for the moon at this point, but I don't think the right decisions were made in the 1960s and 1970s on either the expressways that were and weren't a good idea, and the buck that was passed and passed and passed on subways for generations, till now financing them is just short of a moon shot program.As for trucks, they already have the 401, 427, DVP and the Gardiner.
That's pretty much what we're down to, at this point. But I'd like to stress that it isn't, and never was, a one-size-fits-all prospect. I know I risk being pilloried for saying so, but the reality is that for millions of people, driving remains their best, cheapest, and quickest option, even with all the traffic. When I lived near the subway, I took it, and was glad not to have to drive. But the subway didn't follow me when I moved. Roads go everywhere. Subways don't. LRTs don't. Even buses don't. If you live near one, as I did, they're great, I agree. But the city needed to take the interests of other people into account, and it didn't, and now we have one of the worst transportation situations in North America because we couldn't find a sensible middle line between Jane Jacobs and Robert Moses. We nearly did. Nearly. Too late now.If we need to invest in anything, its more effective transit; the DRL, and LRTs on the Waterfront and Jane. This would go a long way to inproving transit times, pulling people out of their cars and providing more room on our existing streets for trucks.