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Eglinton West LRT | Metrolinx

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^ Isn't the speed limit and number of lanes people have to cross to get to the median station platform the same on Eglinton East surface as they would have been on Eglinton West? If surface is fine for Eglinton East why wouldn't it be on Eglinton East?
Eglinton West connects to a more important node, the airport; Eglinton East doesn't.
Then depends on who you ask, some may say Eglinton East should never be built at-grade and in-median.
 

TransitBart

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The province and Metrolinx seem like they are going to move very quickly on this and the Ontario Line.

Let's say for the sake of argument that they accomplish their objective and there are shovels in the ground in time for the 2022 election. What does that say about red tape in this province under previous regimes?
It says that when there is a will and political capital in place of great philosophy and words which Mrs Wynne had in spades, that the needed result can be achieved. For some reason Canadian Liberalism is talk, talk talk. Don’t talk. Do.
 

BurlOak

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^ Isn't the speed limit and number of lanes people have to cross to get to the median station platform the same on Eglinton East surface as they would have been on Eglinton West? If surface is fine for Eglinton East why wouldn't it be on Eglinton East?
But it's a mistake on the East.
John Liberal's Smart Track scheme also proposed tunneling through central Etobicoke. Network 2011 proposed the like, in fact it was to be a full fledged subway, not light rail.

One simply cannot point fingers at Ford in isolation as to why grade separation is being suggested here. As one noted a few posts back Eglinton is like a highway through the Richview corridor. Why endanger pedestrians to have to cross into the median to access the Crosstown trains? Even City Council wants it separated now. No need to complain. Money for other projects elsewhere will materialize, so the need to cut corners on this is unnecessary.
Eglinton Centre has shown us that even when attempting to minimize disruption using deep bore TBM, you still get 5 years of major disruptions at all major cross streets - which are actually the most important locations where disruptions have the greatest effect. The first place to "cut corners" is switch to cut-and-cover. Almost same disruption, half as long duration, and better access from street to platform when completed.
 

Steve X

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^ Isn't the speed limit and number of lanes people have to cross to get to the median station platform the same on Eglinton East surface as they would have been on Eglinton West? If surface is fine for Eglinton East why wouldn't it be on Eglinton East?
Eglinton West does serve as an alternative to the 401. A lot of cars offload from the 905 onto Eglinton. Surface stops at major intersection will definitely have an effect on the LRT travel time as left turning traffic timing are long or risk backing up onto the 401. However they don't need to tunnel everything, just grade separation at major intersections should do. Martin Grove/Eglinton is a particularly bad intersection with many accidents and pedestrians getting ran over with traffic coming off from the 401 at 80km/h+. So yes there is a difference between some parts of Eglinton West vs East and does need better treatment.

Eglinton East can be developed into a more urban setting with an eventual lowering of speed limit and pedestrian realm improvements. There's still plenty of opportunities there unlike Eglinton West. In terms of ridership source, Eglinton West can basically be an alternative to Line 2 for Northern Etobicoke but Eglinton East as a subway won't be as attractive as the Scarborough Subway will serve Northern Scarborough. As mention it'll also be another connection to the Pearson hub.

We can also all agree that Ford's plans are more political. Scarborough is getting a subway, downtown and East York is getting a subway, North York and York Region is getting a subway, the final piece would be Etobicoke. It wouldn't make sense (politically) to fund the Eglinton East project too as that's too many eggs in that basket.
 

W. K. Lis

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Pearson Transit Hub.

New regional transit whitepaper now available. See link.

From link.

We’ve already invested $38 million in work, bringing our total investment to a potential $78 million. The airport area community can count on Pearson to continue these efforts to bring improved transit connectivity to our region.
As well as announcing this new investment, a new research whitepaper has been released, detailing the importance of connectivity for regional airports, economic zones and the last-mile within the Airport Employment Zone, and how Union Station West can support these connections.
The full report is available at torontopearson.com/transit and includes important findings:
  • The 300,000+ employees in the AEZ need safe, efficient first- and last- mile solutions that reflect the 24/7 nature of the country’s second-largest employment zone.
  • Municipal borders are meaningless to transit riders – workers, students, residents – who experience multiple unintegrated fares and uncoordinated transfers.
  • The region’s current “radial” transit system no longer supports connections between the Greater Golden Horseshoe’s economic and employment centres.
 

drum118

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There been talk from day one having intersection grade separated and using the north side doing it, until Ford sold the land off.

Having tracks and platforms in the centre of the street is common world wide and why is it that Toronto has to be the opposite??

Most cities I saw in Europe had transit from buses to intercity trains going to the airport in most cases. Some of the cities that only had buses going to the airport. are seeing trams and rail to the airport now, with a few more in the coming decade.

I said from day one when Blue22 show up that is now UPX, that the connection at the rail corridor should be a T junction to allow service from both directions and still support that idea. Having VIA servicing the airport will increase ridership for them, alone GO and all other type of transit and systems.
 

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