Search results

I believe, the underground stations are easily expandable to 3 cars. Which might be good enough for a long time, if not forever. The actual stations are even longer, but the space beyond the 3-car length is used for some equipment. I don't know if that equipment can be squeezed more tightly to...

If so, even better :) I wasn't sure. That's from the document posted by Northern Light. The map shows higher demand north of Eglinton than south of it. I guess, a fair number of people would switch from the northern buses to Line 5 in order to reach some place midtown. Not necessarily. If...

I agree. However, an extension of the existing subway seems more likely. Converting to light metro is really beneficial if we think long term, and take into account an eventual extension beyond McCowan in the east, and beyond Dufferin in the west. If we only look at Phase 1, likely Sheppard...

From another thread .. The problem is greater than I thought. However, can think of a few ways to meet the demand, short of stopping the LRT service for several years in order to build a new tunnel. 1. The report mentions that "the current plan for 2-car trainsets on 5-min headways may not be...

If you say so. Honestly, it is hard to visualize that situation. Even in its present state with the surface section in the east, Line 5 will have capacity in the range of 13,000 per hour, in each of the 2 directions. In the morning rush, not every riders needs to go west towards the OL or Yonge...

The actual riders might not want to accept overcrowding in order to draw attention to transit :)

The design can be borrowed. However, will any bus routes benefit from diverting to a relatively short r.o.w. corridor half-way between Ellesmere and Sheppard? For example, an Ellesmere express bus .. it could run faster between McCowan and Midland using the guideway r.o.w., but that gain would...

Only 2 stops west of the 403, 15 other stops are east of the 403. Riders travelling between those 15 stops, who do not go to or from McMaster, will not be affected by the quality of the 403 crossing at all. Yes, it would be ideal to get the bridge included from the beginning. But, delaying the...

I can't imagine a single route diverting from Sheppard up Neilson to Malvern Centre, then returning back to Sheppard. That would add at least 10 minuntes to the trip between the Sheppard / MCowan subway station and the points east of Neilson. And then, a regular mixed-traffic all-stop bus that...

Does it? My guesstimate, 25 properties at 10 to 20 million each (on average), thus $250M to $500M in total. Not a huge amount compared to the tunneling and underground stations. Plus some of the land will be unneeded for 2 subway tracks (or LRT tracks), and can be used for other transit needs...

Although, if the goal is to get a subway to Malvern Centre, then it might be easier to send Line 2 there. In the tunnel to the south of CP corridor, then turn parallel to the CP line, and continue at the surface level. The area between the CP corridor and Nugget Ave / McLevin Ave is commercial...

It will be hard to use St. Clair for that purpose. That route has 2 massive gaps: Don Valley between St. Clair East and O'Connor, and the Humber river + some residential blocks between St. Clair West and Rathburn. And the existing section, while it serves the local residents reasonably well, is...

This is not how it works though. Let's assume the average speed of the trains is 33 kph in the tunnel / elevated sections, and 22 kph in the on-street section. That just means, the distance between trains in the tunnel section will be 1.5 times greater than the distance between trains in the...

In the Golden Mile area, the demand will be bidirectional. Some take the westbound LRT towards the OL or Yonge, others take the eastbound LRT towards Kennedy Stn with its numerous connections. The demand never splits evenly, but if that 6,000 pphpd splits into 4,000 westbound and 2,000...

Fair enough. However, is the guideway usable as a bike-only route? Or is it preferable to remove the guideway and perhaps create a bike route at the surface level?

I realize that the network effects are complex, and some are net-positive. However, the concern is that residents of those new subdivisions on the Caledon / Brampton border - enabled by the 413, and very poorly served by public transit - will en masse use the 413 + 400 + Black Creek Drive or...

Does this corridor have a value as: a) A route for the future Sheppard line extension? Even if an elevated heavy, noisy subway is not desirable, then perhaps a shallow cut-n-cover could help with the cost. Or, b) A bicycle-only route; then the existing guideway will probably do, just with the...

It might be hard to get the 4-th lane through Barrie, the corridor there looks constrained. The concern with this 413 setup is that it will bring more Toronto-bound commuters during the peak periods. Even though the southern part of the 400 got widened, it might be jammed because the roads to...

It feels like a wrong route is chosen for Hwy 413. Perhaps wouldn't be a bad idea to have a true bypass connecting Barrie to the South. Could start at the 401/407 interchange just as the 413, but then go north of Brampton, north of Bolton, near Schomberg, and connect to the 400 near the Hwy 9...

Sheppard West will be useful for some trips, for example from the north-east to York U, or to places in the west along Lawrence, Wilson, Sheppard etc. But it will not be of much help for the Yonge line where it matters most: Eglinton to Union. The Spadina branch is 4 km from Yonge at Sheppard...