Toronto Eglinton Line 5 | ?m | ?s | Metrolinx | Arcadis

[EastYorkTTCFan]

Is there a lot of utilities that they need to relocate shirly most of it would be closer to the curb lanes then in the middle of the road. I guess I could see them laing Hydro lines down the middle of the street to feed up through the ploes so they don't have to string lines across the street to supply power to them.

 

[KevinT]

Is there a lot of utilities that they need to relocate shirly most of it would be closer to the curb lanes then in the middle of the road. I guess I could see them laing Hydro lines down the middle of the street to feed up through the ploes so they don't have to string lines across the street to supply power to them.

In KW they buried every hydro line that crosses the tracks, so high voltage AC couldn't fall onto DC transit power and blow the works if a car ever hit a pole. They also moved every gas, water, sewer, and telecom line out of the right of way so it wouldn't be under the track except to cross it. It was a massive job -- around 15 different companies had fibre optics that were affected... 5 years? Oh yeah, they needed it!

 

[Markster]

In KW they buried every hydro line that crosses the tracks, so high voltage AC couldn't fall onto DC transit power and blow the works if a car ever hit a pole.

There are places where hydro lines on regular wooden poles come down a street, dive into the ground at the sidewalk, and then pop up back out of the sidewalk on the other side of the LRT, where the wooden poles continue like nothing happened. It's amusing.

 

[Rainforest]

It's not like the VIVA have removed a single car of the road! The same awful headway still exist. It's only rapid transit in the fantasy world.

That two mainVIVA routes, Blue and Purple, are very well used.

The population of the region grew a lot in the past five years. The traffic would be worse if VIVA did not exist.

 

[Steve X]

That two mainVIVA routes, Blue and Purple, are very well used.

The population of the region grew a lot in the past five years. The traffic would be worse if VIVA did not exist.

I'm actually referring to VIVAnext (the bus lanes). Hence the 5 year construction that I was quoting. I agree with a limited stop service does help carry people.
How many times have I seen nobody on those stations along Highway 7. Well used? A bus every 15 minutes is not considered well used. With the VIVA Pink, it's around 7-8 minutes combined. It's still not consider well used. VIVA Blue is better through. One to three people using each station is not considered well used in the BRT world. Only in terms of YRT. I know it's not the TTC.

Have the headways increased in the last 5 years? I doesn't seem like the bus lanes have removed more people from their cars.

 

[Leo_Chan]

Have the headways increased in the last 5 years? I doesn't seem like the bus lanes have removed more people from their cars.

It might just be a net equivalence. The population increases, then the bus usage increases, but so does car usage. Therefore, there's no visible change in the use of cars, but the bus usage definitely increased. The Crosstown will attract more riders, but it may not be enough to counteract population increase.

 

[Rainforest]

I'm actually referring to VIVAnext (the bus lanes). Hence the 5 year construction that I was quoting. I agree with a limited stop service does help carry people.
How many times have I seen nobody on those stations along Highway 7. Well used? A bus every 15 minutes is not considered well used. With the VIVA Pink, it's around 7-8 minutes combined. It's still not consider well used. VIVA Blue is better through. One to three people using each station is not considered well used in the BRT world. Only in terms of YRT. I know it's not the TTC.

Have the headways increased in the last 5 years? I doesn't seem like the bus lanes have removed more people from their cars.

OK, got your point.

The vehicles are well used, they often have standing room only. But the dedicated lanes and the fancy stations may be a bit of an overkill for the relatively infrequent service they are running at present.

On the other hand, not that much time passed since the first section of bus lanes (east of Yonge) opened, and the section between Yonge and Jane opened just a few months ago. With time, the ridership might grow.

 

[ssiguy2]

The at-grade Eglinton East section of the Crosstown is something Toronto will regret for a very long time. The only reason LRT was suggested was due to Miller and his "great city building" propaganda like somehow the Golden Mile was a Yorkville in the making. It should be grade separated {elevated} across the entire route.

This line will only be able to have frequencies of every 4 minutes each way max as opposed to a grade separated line that could run every 90 seconds and be cheaper to run due to automation. When considering the huge cost of this project, LRT was the slowest, most unreliable, lowest capacity, lowest frequency, and most expensive system to run they could have thought of.

Anything is that TC {and very much Eglinton} was based on Miller's population estimate of Toronto reaching 4 million by 2030 but it set to cross that marker with 1 to 2 years and will probably be closer to 3.5 million by 2030. That's an extra 500,000 people not being taken into consideration in this project. The Canada Line with it's McStations will still have higher capacity than the Crosstown but be much faster, more reliable, safer, and less intrusive than this mega project.

 

[jaybe]

The at-grade Eglinton East section of the Crosstown is something Toronto will regret for a very long time. The only reason LRT was suggested was due to Miller and his "great city building" propaganda like somehow the Golden Mile was a Yorkville in the making. It should be grade separated {elevated} across the entire route.

This line will only be able to have frequencies of every 4 minutes each way max as opposed to a grade separated line that could run every 90 seconds and be cheaper to run due to automation. When considering the huge cost of this project, LRT was the slowest, most unreliable, lowest capacity, lowest frequency, and most expensive system to run they could have thought of.

Anything is that TC {and very much Eglinton} was based on Miller's population estimate of Toronto reaching 4 million by 2030 but it set to cross that marker with 1 to 2 years and will probably be closer to 3.5 million by 2030. That's an extra 500,000 people not being taken into consideration in this project. The Canada Line with it's McStations will still have higher capacity than the Crosstown but be much faster, more reliable, safer, and less intrusive than this mega project.

The section of Eglinton from Don Mills to Birchmount is one of the few areas of our City where a raised LRT line would not dramatically affect the city scape. That said, there are also very few cross streets along this section. With a dedicated right of way and signal priority, the LRT should be able to travel this section at a reasonable speed.

 

[marcus_a_j]

I noticed that tree protection fencing has been installed along sections of Eglinton east of Leslie up to about Vic Park.

 

[TheTigerMaster]

Anything is that TC {and very much Eglinton} was based on Miller's population estimate of Toronto reaching 4 million by 2030 but it set to cross that marker with 1 to 2 years and will probably be closer to 3.5 million by 2030.

Who is expecting Toronto to have a population of 4 Million by 2030? That prediction seems outlandish.

This line will only be able to have frequencies of every 4 minutes each way max as opposed to a grade separated line that could run every 90 seconds and be cheaper to run due to automation.

Source for this?

 

[ssiguy2]

You are quite correct {and I have changed my post} as I meant to say TC was based on Toronto reaching 3 million by 2030 but now will probably hit 3.5 million. I appreciate you pointing that out.

As far as 4 minute max frequency per direction, this is because you have to take in to account the frequent scenario of both east/west trains arriving 2 minutes apart from the station. Anything less than that would simply not allow enough time for the cross traffic, advanced lights, and to say nothing of the pedestrians having to cross the street.

 

[Monarch Butterfly]

Must not forget that the initial train configuration was to be 2 Bombardier Freedom vehicles in a train. Which could be expanded to 3 Bombardier Freedom vehicles in a train, without having to alter the stations or stops.

From thecrosstown.ca website.

From this link:

Sample travel times:

Kennedy Station to Yonge-Eglinton (Eglinton Station): 40 minutes by bus, 26 minutes by light rail
Kennedy Station to Eglinton-Keele (Keelesdale Station): 73 minutes by bus, 38 minutes by light rail
Eglinton-Keele (Keelesdale Station) to Eglinton West (Cedarvale Station): 16 minutes by bus, 6 minutes by light rail​

 

[TOareaFan]

You are quite correct {and I have changed my post} as I meant to say TC was based on Toronto reaching 3 million by 2030 but now will probably hit 3.5 million. I appreciate you pointing that out.

Some perspective......between the 2011 and 2016 census reports, the population of the city of Toronto grew from 2,615,060 to 2,731,571...that is 4.5% growth over 5 years or an average of 0.88% compounded annually. If that rate of growth continues (and it is a fairly high rate for a large/mature urban centre) the population in 2030 will be 3,086,163. For Toronto to hit 3.5MM people by 2030 the annual rate of growth would have to more than double to 1.79%.

I would be far more likely to put money on 3MM by 2030 than 3.5MM.

 

[Steve X]

He's just hating on LRT and TC. His statement was totally pro-subway. I don't think if TO had 4 million, the Sheppard subway would be in subway ridership territory.

BTW, the times ML given requires full transit priority. If they stop at every red light and then slowly cross the road, it will never achieve those times.