[Updates with links to media coverage are at the end of this article.]
Elizabeth Church reports in the Globe about a proposed compromise that would redistribute the funding for the proposed all-underground Eglinton LRT line.
Tess Kalinowski and David Rider in the Star cover the same story and include a map.
- Eglinton would stay on the surface east of Leaside with a dip underground at Don Mills to surface east of the DVP. This is similar but not identical to the original Transit City scheme.
- Part of the money released from the Eglinton project would be used to extend the Sheppard Subway east to Victoria Park and include a stop at Consumers Road.
- A bus transit corridor would be provided on Finch West and East.
The article implies that there may be good support from various parts of Council for this scheme, and a clear endorsement by a motion would send Metrolinx the signal it claims to be waiting for of just what Toronto wants to build.
Updated January 25, 2012 at 10:45am:
Natalie Alcoba reports in the National Post that although there may be support growing on Council for this plan, the Mayor’s office appears unmoved.
But an official from the Mayor’s office suggested he is not interested in relinquishing ground on his LRT stance. “We’re happy with the Metrolinx plan that they’re working on now,” said Mark Towhey, the Mayor’s policy director. “Residents don’t want trains running down the middle of the street.”
…
On the radio on Tuesday, Mr. Ford seemed to distance himself from the Eglinton line, saying he doesn’t want to stick his nose in a provincial project.
“I’m concentrating on the Sheppard line, and building a subway up there. If Metrolinx or the province wants to do this… I’m not a fan of streetcars, I’m not a fan of LRTs. If they’re underground I am, that’s been my position all along.”
[End of update]
There are longer range issues here, but retention of a subway-surface alignment on Eglinton will permit future extensions to the west and northeast that would likely be unaffordable if an all-underground structure had been repurposed as a full subway line. The difficult problems of an alignment from Black Creek to Jane have yet to be addressed.
Finch will see BRT at least initially, and it will be important that no design elements preclude future conversion to LRT when demand justifies this. This would also avoid the cost of a carhouse on Finch West in the short term that was part of the Transit City scheme.
The unknown would be Sheppard and the terminal at Victoria Park. Will this be a “temporary” end of the line, or will the design allow further extension by either subway or by LRT with a convenient transfer connection? An argument now about the technology east of Victoria Park will only muddle the debate, but the option of either form of extension should be left open for a future decision. Will a BRT on Finch stand in for the Sheppard East LRT?
Portions of the Ford subway scheme appear to have fallen off of the table. We still need those debates about the role of subways, LRT and BRT (not to mention such lowly creatures as simple buses running in mixed traffic) in a suburban network. Part of this will fall to Metrolinx’ “Big Move 2.0” about which we know very little today and to the degree that solid transit funding actually shows up through new revenue sources such as tolls, sales taxes or maybe even a casino.
Meanwhile, we debate the disposition of billions in capital spending while proposing a few millions in savings by widespread service cuts. Such is the madness of Toronto’s transit politics.
I can quibble about some aspects of this proposed compromise, but it is a good start. Here is a sign that finally Council takes seriously the need to plan and make responsible decisions about our transit future. For a year, by its inaction, Council gave de facto endorsement to a half-baked campaign promise that Metrolinx adopted as its working plan. Now we can have a real debate.
Updated January 26, 2012 at 12:40am:
Robyn Doolittle in the Star reports that momentum is building for the compromise plan.
Elizabeth Church and Patrick White report in the Globe with more details about response from Queen’s Park and Metrolinx.
Natalie Alcoba in the Post suggests that Mayor Ford is still wedded to a subway plan, but that support for surface LRT is building.
One troubling point in all of this is a comment by Metrolinx chair Rob Prichard who wants to see Council, the Mayor and the TTC all onside. Whether Rob Ford will actually endorse a new plan, or wind up as one of a few voting against it remains to be seen, but at some point Queen’s Park has to listen to the majority of the citizens’ representatives.
Updated January 26, 2012 at 12:50:
Royson James in the Star gives Metrolinx a well-deserved thrashing. By its own admission, this agency proceeded with the all-underground Eglinton plan even without Council approval, a clear requirement of the Memorandum of Understanding between Queen’s Park and Mayor Ford.
Christopher Hume weighs in with a video commentary including a call for an all-surface Eglinton LRT.
Steve Munro 
A good start to the debate, but with the change from LRT to BRT on Finch, I worry that so many other things can go wrong, such as the reconsideration of Hydro-Corridor service, the omission of stations to avoid bus bunching, or the move to BRT-Lite to cut costs. All three of these scenarios can preclude the original LRT plan with frequent station spacing.
Question, when Queen’s Park made the first round of cuts to Transit City, why was Sheppard chosen instead of Finch to finish first?
Steve: You should ask Dalton. It does make sense, sort of, if you think of Sheppard as the heavier route and as part of an east end network. However, I doubt such sophisticated thought went into the decision. They just wanted to scale back their commitment and push much of it off beyond yet another provincial election.
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I’m waiting for someone somewhere to make the suggestion that the Finch BRT could be put in the hydro right of way (despite not being near anything worthwhile). I’m sure the Mayor’s Office would actually consider it with their policy of taking surface transit out of traffic.
Considering the TTC was crying poor about needing to purchase buses to try and meet near future demand for existing routes, would Metrolinx end up paying for new buses for the BRT and leaving the operations to the TTC? Or could it become something more complicated than that?
Steve: Don’t assume that there has been a lot of work on the details. As for the hydro corridor, it has many problems as we have discussed here before. The fact that the proposal is for buses on Finch shows that somebody has been paying attention to this debate rather than taking what is superficially the easy way out. In theory, with the new lines opening, the fleet requirements should go down, but there is a question of timing. All the same, the money involved is small change beside the capital cost of the infrastructure.
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It would be interesting to see the fund allocation per project in the new scheme.
Transit City (2009) had:
Eglinton LRT
Finch West LRT
SRT extension
Sheppard East LRT
The new scheme has:
Eglinton LRT
Finch West BRT
Finch East BRT
Sheppard subway to Vic Park
I imagine that Finch West BRT is cheaper than LRT; Finch East BRT is cheaper than SRT extension; and Sheppard subway to Vic Park is cheaper than the whole SELRT.
So, does Eglinton get more funding in the new scheme than in the 2009 plan?
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It should be noted that adding dedicated bus lanes is a nontrivial task for some parts of Finch.
Almost all of Finch West is wide enough to have 6 lanes (4 general traffic and 2 BRT), but approximately 300 m just west of Yonge pose a problem. LRT would likely go into a tunnel there, for an underground interchange station. But buses might have to travel those 300 m in mixed traffic.
Finch East from Yonge to Don Mills is a bigger challenge. The distances between buildings are sufficient for 6 lanes, but the public right-of-way is not. Either front yards will have to be expropriated, or the line would have to run in the hydro corridor for those 6 km.
Steve: Similar concerns were raised for the Transit City scheme on Finch, and for McGuinty’s arbitrary extension of the LRT line east to Don Mills. It will be interesting to see whether the BRT advocates can spin their need for road space differently. Finch is very congested between Bayview and Yonge in the peak period as you will see in a detailed analysis of the Finch West and East bus routes I am working on now.
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Steve,
Putting the Eglinton line back to a surface – subway – surface (and if I recall correctly, subway at Kennedy) would save money, which could then be transferred to the Sheppard and Finch corridors.
It’s almost as if we are recreating the situation on the Eglinton corridor, (with the cross-town LRT vs. the short distance subway) but instead of having a shorter Finch West LRT we get the Finch Cross-town BRT instead.
The question I want to ask is whether the conversion of the Finch West LRT to a Finch-Crosstown BRT is going to meet the needs of Finch West *and* whether or not a BRT is necessary on Finch east. I recall that you mentioned that Finch West and East are quite different in terms of passenger demand and road layout.
I’m wondering if the BRT option will lead to transit on Finch West that is less than needed, and transit on Finch East that is more than needed.
I’m also worrying that, once people start talking about at Finch BRT, the next step will be to suggest moving it to the hydro corridor (that whole “why-take-lanes-away-from-cars-and-disrupt-the-streets-with-construction?” argument) which will lead to even more delays.
It’s an interesting compromise that makes sense on the surface – but it doesn’t seem like the best choice for public transit users.
Cheers, Moaz
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Also, the proposed length of the Finch BRT is awfully long. It would probably just end at Yonge Street as planned, also to avoid more EA’s for Finch East. I’m surprised that they would dare consider a proposal that would compete with the Sheppard Subway for riders.
Steve: There has not been an EA for a BRT route anywhere, and it’s a real jump to assume that the LRT design can be used directly for BRT especially if they go for curb lane implementation.
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Also, have they considered the cost of buying articulated buses, and whether these buses can be housed in existing facilities or require new bus barns?
Steve: The TTC already plans to buy artics in its next order. They should fit in at least some of the existing garage space.
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Hi Steve,
I read the article in the Toronto Star and was shocked by the price tag to extend the Sheppard subway by 1 stop to Victoria Park for $1B dollars! I understand that building a terminal station is more expensive than stations in the middle of the line, but my goodness, a 2km extension should not cost more than the original Sheppard line. That is just ridiculous.
With this new proposal, what are the chances that nothing gets built and instead we start another lost decade where politicians waste years arguing about lines and projects and nothing gets done. Also, I’m curious on how likely it is that McGuinty government will delay or cancel some of the $8.2B funding due to the budget deficit.
Steve: That $1b figure is not surprising given that they have to tunnel under the DVP, and it will be a deep tunnel. There are two stations, one at Consumers and one at Vic Park. If McGuinty backs out at this point, it will be obvious he has no commitment to transit (where oh where is that “investment strategy” and the new revenue tools Metrolinx keeps talking about).
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Steve,
Am I wrong in reading this as taking the SRT (combo w/Eglinton) off the table?
If so, what would become of the SRT? I can’t imagine life-extension is a practical option beyond 2015?
Steve: No, it would still be part of the Eglinton-Crosstown line. The Star’s map shows it in a different colour because it is an existing route. Indeed, an important part of the Crosstown’s design is the through-routing of cars and the elimination of the transfer at Kennedy.
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Why is it so scary to people to use the Finch hydro corridor? The corridor is like a 2 minute walk north of Finch.
In fact in so many LRT cities that everyone loves to talk about here, the LRT lines are often located in rights of way behind main streets, just like the Finch hydro corridor.
Pittsburgh comes to mind with this kind of arrangement in a number of areas.
I just don’t see it being a big deal. In fact I bet it would attract a ton of new riders, as it would provide a Ottawa Transitway style of service.
In fact I would say it should be a four lane BRT, which would allow for non-stop expresses from northeast Scarborough to the Finch subway, York University, and other areas.
Steve: There are times I wonder if some of my readers ever look at a map. The distance between Finch and the Hydro corridor varies considerably. At Yonge, it is just at the north end of Finch Station, two blocks from Finch itself, but it swings north just west of Bayview. By the time it gets to Leslie, it’s 450m north of Finch and this does not allow for the limited opportunities for people to walk north to reach the corridor. West of Victoria Park, Finch swings to the south, and the corridor is even further away — 1.2km. That is not a few minutes’ walk.
To the west, the line swings a bit to the north west of Yonge, but it runs headlong into a major valley east of Dufferin. West of Highway 400, it swings sharply to the south and stops running parallel to Finch. For a substantial portion of the proposed Finch West and East routes, the corridor simply isn’t an option. Whether it would be worthwhile as an alternative close to Yonge where Finch itself is narrow and congestion is already a problem requires more detailed study. Possible, but not a solution to the entire route across the city.
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I’m curious as to what percentage of overall traffic on Finch East the buses represent, as the combined frequency has now approached something less than every 2 minutes… Would anyone ever consider two traffic lanes and two bus lanes?
Steve: The street is already wider than this except in the narrow and badly congested sections near Yonge Street. I think that existing conditions on this part of Finch more or less answer your question in the negative.
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What happens to the SRT then?
Unless it goes back to the original TC plan, this has to be bad news for Scarborough… again.
Steve: The SRT conversion is still part of the plan as part of the overall Crosstown project. Only the vertical alignment on Eglinton has changed, and this has been confimed by Chair Stintz’ office..
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Steve,
As part of the original proposal to have the Eglinton LRT run at-grade east of Laird, I understand that the Province was going to fund the expropriation of land to widen Eglinton to 3 lanes in each direction plus the LRT in the centre of the road. Do you have any idea whether this is still in the cards with the modified proposal?
Steve: The Province has not commented on the new proposal and is waiting for the City to formally make up its mind what it wants to do.
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I’m pleased by this movement – I hated the Don Mills LRT interface scheme – but there are many bumps in the road ahead and it will be interesting to see what further compromises are made. I think the Globe’s map should have reflected the Spadina Extension though, since presumably there’s a chance the Spadina TBMs will be used on the Sheppard line.
Steve: That makes a good point about the project timing. Those TBMs won’t be available for a while, and that sets an earliest possible date for construction of that portion of the line.
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From what I remember of that strip as well, it seems a lot of properties were being bought and turned into new townhouse or other developments, so maybe now is the time for the city/province to step in and buy the land for themselves to widen the road.
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How much wider will the addition to the road be for 2-lanes of BRT compared to 2-lanes of LRT?
Steve: That depends on whether they want to include considerable room for passing at stops. Just look at the York U busway which is wider than the rights-of-way on St. Clair or Spadina.
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Steve, I need to ask, have you actually consulted with Stintz and Ford over this?
Sources tell me that Stintz and Ford have recently been in talks with local transit activists long before this announcement. I bet you this plan has been in the works for a considerable amount of time. If so, it goes a long way to prove one of my points as a Ford Supporter: Ford is reasonable and he will talk to you if you go to talk to them.
Steve: No, I have not been talking to them although I know that some folks on the right of Council do read this blog. I am not the only transit advocate in town. Statements from the Mayor’s office (see National Post article) show that they are not interested in surface LRT. Moreover, the political situation where Council has a good chance of overriding Ford’s objections went up a lot after the budget vote. You are seeing Ford through rose coloured glasses.
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I keep hearing from commentators that a LRT will take lanes away from drivers. Again non-transit users giving false information. Eglinton and Finch West LRT’s would NOT take traffic lanes where the roadway is wide enough, but will go underground where there is no room. As a transit user, I would prefer to see Finch West as a LRT, not a BRT. Especially when the LRT would use a narrower right-of-way than a BRT.
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The $1B for 2km on the Sheppard Subway is in the same ballpark (roughly) as the proposed Yonge extension.
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Hang on … if we’re going to spend $1-billion for a 2-km subway extension to Victoria Park, why not spend the original $1.1-billion to build the the Sheppard East LRT 12-km to Morningside?
If this whole change is about being more fiscally responsible and not building Eglinton East underground, then putting the entire cost of the Sheppard East LRT into a 2-km subway extension doesn’t make sense.
Steve: An important question would be how much the Sheppard LRT tunnel from Consumers to Don Mills will cost by comparison. Only the difference to take the subway to Victoria Park including an underground station at Consumers can be considered an incremental cost. Also, we are buying a fig leaf for the Mayor’s subway plan.
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Michael asks:
No, it’s not. I have walked the length of the York U busway, which runs exactly through that corridor. It’s a ways north of Finch, and there is exactly one access between Dufferin and Keele. Anyone who wants to go to a destination on Finch will be out of luck.
Michael then supposes,
First of all, Ottawa’s system is built around the Transitway. It’s their equivalent of Toronto’s subway lines, and goes downtown. Many routes funnel into the busway, sort of like bus routes in Toronto funnel into the subway. That’s a complete difference in scope and function.
Second of all, Ottawa’s busway does very little for local demand. I lived for two years overlooking the western busway, but it was mostly useless because there wasn’t a stop anywhere nearby. I wound up using the local 2 bus most of the time.
Ottawa’s busway is as easy to access on foot, and serves local demand as well, as the Spadina subway where it runs in the Allan median. Suggesting that it’s the model for Finch is misguided at best.
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I have a bad feeling the councillors will talk about using the Hydro Corridor for the Finch BRT. Another “compromise” to appease Ford.
Steve: I don’t think this plan has much of a feel of “compromise” to it, and indeed would not receive broad support if it really screwed things up just to placate the Mayor.
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A BRT on Finch? If that kind of space is going to be used up and not available for cars, it should be done properly from the outset as an LRT line given the odds of being converted at some point in the future will be very low.
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Thanks Steve, and readers, for all the perspectives on this relatively positive change, though it’s good to have that phrase “madness of transit planning” out there.
Because it’s still a bit crazy (or car-azy). When Curitiba needed to improve their transit, they did so with quickly done busways, but by kicking off the cars from routes. They got subway capacity with buses, for 1% of the cost. That seems like respect to taxpayers, and gee, it was done quickly, but I guess with fewer jobs for men, though I do know construction grunt work can be pretty harsh, thanks guys.
And so to spend a billion to go under a watercourse seems really really stupid, and isn’t the Sheppard line already LOSING! $7 million-odd a year that could be used to help fund, say, Wheeltrans shortfalls?
Of course the purpose of transit here tends to be to help development vs. mobility; otherwise we likely would have seen something done for the core area south of Queen, where voters did approve a subway c. 1946, and where it’s likely that a higher-order transit line could actually offer some adequate return on investments…..
And so why offer a fig leaf for Mayor F*? Only when the private sector coughs up the cash for the Sheppard subway extension should any (more) public money be put in to it.
Steve: People often cite Curitiba, but neglect to look at photos showing just how much real estate some of their BRT installations take up.
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I don’t care if Queens Park is in austerity mode right now. At the very least, council should make a request for more funding to complete the Sheppard and Finch LRT as planned (taking into account the Sheppard extension).
It is much better than not trying at all, and openly conceding that we are fine with bandaid stop-gap solutions for Finch, and nothing for Sheppard.
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Using the Finch hydro corridor between Yonge and Don Mills for the Finch BRT would make sense. From my experience riding the Finch East bus about ten years ago, this section had the most traffic congestion and had very low ridership with almost entirely single family homes. Even the non-express runs rarely stopped much in this section. Also, as pointed out above this selection would be the most difficult to widen.
I don’t know if things have changed much since then.
Steve: Pretty much unchanged. There is no room for BRT lanes, let alone stations.
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“You are seeing Ford through rose coloured glasses.”
Far from it. My Etobicoke buddy had Rob Ford as a councillor and was able to have an audience with him on many occasions. Since being mayor, he has only been able to speak to Rob once, and only because Rob was visiting Doug’s office. He is the one who told me that Rob Ford is well aware of how badly the transit file was handled, and both are aware of the revised transit plan. The Ford brothers simply do not want to call it Transit City for obvious political reasons.
Because you haven’t taken the effort to talk to him directly, I’m not sure if you have the right to judge Ford so negatively. Maybe you have and I missed it on your blog, but as it stands, I do believe that you are not giving him a fair shake as mayor.
Steve: Considering that Rob Ford characterizes people like me as “two steps left of Joseph Stalin”, and allows members of Council to openly insult people presenting deputations who, like me, might be considered to be “the usual suspects”, I don’t think I’m going to be his buddy. When Ford gets some real “respect for citizens”, I might have a change of heart.
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Would the opening date for the Eglinton crosstown be any sooner, now that the eastern section wouldn’t have to be tunneled?
Steve: I think this gets us back to 2020, although if Metrolinx and Queen’s Park really wanted to, they could do better. I think it’s mainly a question of cash flow.
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It will be interesting to see what the Vic Park terminus looks like. As a clean sheet design it should be possible to design one which has a cheaper interface between LRT and subway than the Don Mills scheme, which was a retrofit of a transfer not previously contemplated. It will surely have to accommodate at least some of the current routes which cross the 404 to Don Mills although perhaps the Consumers Road station will take a few also? (24A, 167A).
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If they are going to build LRT on Eglinton, a) Fully grade separate as far east as Don Mills Road, in order to handle high demand going to and from the Don Mills/Eglinton area b) Design the line east of Don Mills similar to Calgary LRT, with crossing arms, full stations not small surface stops like St. Clair, and no minor stops at minor roads (stop at Don Mills, Wynford, Bermondsey, Victoria Park, maybe Pharmacy, Warden, Birchmount, Kennedy only). The last thing we need is another badly designed LRT line like St Clair/Spadina. I still think that SkyTrain-like elevated technology is better here, and LRT will force the TTC to keep the SRT separate from Eglinton, thus keeping it as an orphan line not connected to either Eglinton or Bloor-Danforth.
At least this plan includes (a) part of the Sheppard subway extension and (b) a continuous busway along Finch. Putting both LRT and subway on the Sheppard corridor was ridiculous. Also the lack of any improvements to Finch East under Transit City was ridiculous. I would seriously like to see the rest of Sheppard subway funded though, because this would really help commuters from Scarborough/Durham Region who work in NYCC, most of whom currently drive on 401 right now causing traffic jams on 401 and Yonge Street.
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This is exactly what I have hoped for, except the Finch BRT. Not only it’s too long but also this will not be cheaper to maintain/operate than LRT. The question is, does Finch East really needs BRT? TTC runs 39, 139 and 199 on Finch East, the service level is very close to BRT already.
Steve: That’s a tricky question because of overlapping routes and services. As others have noted, once you get to the narrow, single family residential section of Finch, there is no room for any reserved lane and the service should shift north to the hydro corridor as an express route to Yonge. The real issue with any “BRT” is whether these are really reserved lanes including space for buses to pass each other, or if we’re just painting stripes beside the curb lane and hoping for the best.
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Hey folks,
I’ve been closely following all of the ebbs and flows of the transit debates for the last few years. I’m a seven year resident of Toronto and have been dependent upon public transit for the entirety of this period. I must say that I am someone who dissents from the general climate of dissatisfaction when it comes to the TTC. I have had minimal disruptions during these years and feel the system, while not perfect, does a tremendous job.
I also believe that Stintz’s new proposal is a step in the right direction. Eglinton ought to revert to what is was. A minor extension to Victoria Park can improve the image and appeal of the Sheppard subway. It seems to me that the Sheppard LRT proposal was itself a political decision, done to appease North Scarborough and not something that could be justified on the basis of strict ridership numbers. I’ve never understood the rationale for an LRT out to the very eastern edge of the city.
Lastly, regarding the Finch BRT: I think people should brace themselves for some level of disappointment. I can’t image that the BRT will be anything other than brt-lite, consisting of queue-jump lanes and signal priority. A system comprised of exclusive lanes down the middle of Finch, east and west, would seem to be beyond what is needed on this corridor. A simple branding operation with wider stop spacing and articulated buses would get us 80-85% of a full-fledged BRT, at a fraction of the cost, wouldn’t it?
And Steve, I enjoy your blog, I frequent it multiple times a day.
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About the Finch hydro corridor. Even in areas where the walk to Finch is farther. The corridor would still be a benefit, as you can have stations that intersect with the busway at minor cross streets. So people would not even have to walk to Finch. And of course Finch could still have a local bus operating. Sort of like the Ottawa Transitway.
As for Finch already being a BRT with the limited stop buses. I think we have to remember there are all grades of BRT. A lot of the stuff being called BRT today like VIVA and ZUM is not really BRT. It is a fancy limited stop bus sevice. And that is what the current Finch service fits into.
The only really true BRT service in Ontario is Ottawa’s Transitway. The other stuff really can be called upgraded or limited stop bus service.
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I find people mention Curitiba without thinking in the North American context.
No matter how much Curitiba is considered a middle class city, it is still poor by North American standards. Many of Curitiba’s residents have no other option but to use transit.
A Curitiba style system here just would not attract the masses as it does in the developing world, where people really have no other choice.
Steve: Both by reference to Ottawa and to Curitiba, people also talk of “BRT” as if it won’t take up much room ignoring the need for passing lanes at stations and for high-volume operations generally. Even the York U busway is wider than the LRT right-of-way on St. Clair or Spadina to allow clearance for free-wheeling vehicles.
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@Andrew
I agree that an exclusive right-of-way for an Eglinton LRT is possible (and possibly necessary) between Brentcliffe and Don Mills Road. However, I disagree that the alignment would have to be strictly grade-separated, at a different elevation from the road surface.
A side-of-the-road Right-of-way between Brentcliffe and Don Mills using the same Eglinton bridge, separated from the road and sidewalk by a fence should be enough to achieve the same capacity and speed as those Calgary LRT systems you mention.
Reroute the pedestrian access to under/over the right-of-way instead of across it means a truly exclusive right-of-way service (although we’d be sacrificing accessibility and increasing costs).
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niftz asked,
Steve mentioned the need for passing lanes, but even without passing lanes, LRT generally can require LESS space than BRT. LRVs run on tracks, while buses need to have a little “wiggle room”, so to speak. Ever notice that traffic lanes are typically 50% wider than the average vehicle that uses them?
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When Michael asked, “Why is it so scary to people to use the Finch hydro corridor?” Steve replied with a fantastic reason why the entire route should not be there.
Without a doubt, the corridor moves too far away from Finch just east of Dufferin (not to mention the valley there) and does the same in the east by Victoria Park. With the exception of a few who have focused on the area around Yonge Street, there really is not a great reason to NOT use this corridor here and the very limited road allowance provides a very good reason NOT to use the road.
Granted, the transition from Finch to the corridor near Bathurst will be a bit tricky, but to do so between Don Mills and the 404 is likely facilitated by the Seneca campus and would provide a great trip-generating stop right in the middle of that campus which would benefit those at Seneca who now have to catch a bus at the edge of campus either on Finch or on Don Mills.
I suspect there may be a need for a local bus service on Finch from Bathurst to Don Mills, but if there is a really good reason to not do this in this central corridor, I would like to hear it, and not about how far away the corridor is from Finch west of Dufferin or east of the 404.
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Here is another idea.
Eglinton LRT underground from Jane/Black Creek east to Don Mills (?). Period.
Retain bus on 32 Eg West between Skymark BRT (Mi-Way) Hub and Jane (then run express to Eg. West Stn. stopping only at Keele and Dufferin. Then, retain bus on the Eg. East from Yonge running express to Don Mills then on street as now to end of route.
In years to come when more funding is available extend LRT east and west to wherever.
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Stephen Cheung said:
Personally, I think that Steve has been more than fair.
I am not interested in how often he see people, nor do I think it is necessary to talk with him to judge his worth as mayor.
He pledged in his campaign to ‘end the gravy train’ and use this money to fund city services so that there would be no increase in taxes and no reduction in services. Because he had served so long at city hall, many voted for him because they assumed he actually knew where the gravy was. However, he did not find the tens of millions necessary; he found tens of thousands. Did the ‘savings’ found by the consultants’ report even cover the cost of that report?
He cancelled the vehicle registration tax, which only affects those with enough income to own and operate a car, with no plan to replace the income. And during the latest budget hearings his budget chief said people who wanted the services (which Ford would never cut) being cut retained should indicate where the money should come from. My thoughts: “Why not try something totally new — like a VRT of, say, $60 a year!” And the reason given for cancelling it? Because the people didn’t like the tax. Well, duh!
(Note: I own a car, and, yes, I detested that tax and complained about it every time I renewed my licence. It was still a foolish move to kill it without knowing how the income would be replaced. — And all the councillors who voted for this must bear some of the blame, but Ford instigated it, so he must bear the most.)
Ford plans to remove or reduce the Land Transfer Tax, which again strikes only those with enough money to afford to buy a home (or business property), with no explanation of how he will replace the income.
His original budget reduced service on the TTC, which will hit those too poor to afford a car most.
Cuts to libraries will hurt the poor, who cannot afford to buy books, magazines and newspapers more than the wealthy.
Cuts to parks, swimming pools, skating rinks and summer programs will be felt more by the poor than by those who can afford private clubs and summer camps.
This seems to me to be respect for the wealthy rather than ‘respect for taxpayers’.
Ford took an (admittedly imperfect) transit plan, and wiped it out with no study or consultation. He increased the cost of the one line the Province maintained by an estimated 1.5 to 2 billion dollars, and killed improved transit to several areas of the city because, in his own words: “I’m not a fan of streetcars, I’m not a fan of LRTs.” Is this truly respect for taxpayers? A mayor needs to look at what is best for the city, not make billion-dollar decisions on his own prejudices.
As for the current change, note that it was Ford on his own, who pushed the Provincial Gov’t to bury the eastern portion of the Eglinton Crosstown. Yet today, when the council is starting to question the value of that decision, he does not even try to reply. “On the radio on Tuesday, Mr. Ford seemed to distance himself from the Eglinton line, saying he doesn’t want to stick his nose in a provincial project.” [from the National Post] I wish he had taken that stance right after his election.
Finally, calling other members of council “two steps left of Joe Stalin” is hardly a mayoral position. How would he react if someone said that he was “two steps to the right of Adolf Hitler”? How would you react, Steven? Personally, I would find it offensive, just as I do his comment.
“They don’t care about the taxpayers but I know one person who does and that’s me.” This is also not a mayoral statement; it is more a campaign speech. I consider it very bad form to impugn the motives of your political opponents when they do not agree with your specific policy. He apparently said this in respect of his desire to remove/reduce the land transfer tax. Ford may well believe that this will benefit the taxpayers, but is it not possible that his opponents feel that losing this income will be more harmful to more taxpayers than paying it is to those who it directly affects?
No, I think Steve has been quite fair to our current mayor.
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When I was first read about the new proposed plan, I was unhappy that money was still being wasted on extending the Sheppard Subway. However, I remembered that when I used to work in the Consumers Road area, I saw how badly buses from various routes get stuck right before the 404/Sheppard/401 interchange when heading westbound towards Don Mills Station during PM rush-hour on a daily basis (as witnessed in this infamous photo), then perhaps this is not a bad idea. Whether or not it’s worth $1 billion is another question, though.
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