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Eglinton West LRT | Metrolinx

Coolstar

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Here is the original article. The one posted above seems to be translated to Spanish and back to English or something. The language is very off.
Must've been a slow day at the Toronto Star.
 

crs1026

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I have no confidence in Toronto’s ability to run an LRT line as rapid transit rather than as a streetcar.... especially with TTC in the picture....but.... are we really determined to spend extra money just to avoid having to make the effort?
Wouldn’t it be better to say we are going to make this line the surface line that runs fast, and not let anyone (Transportation Dept, TTC) get in our way?

- Paul
 

ARG1

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I have no confidence in Toronto’s ability to run an LRT line as rapid transit rather than as a streetcar.... especially with TTC in the picture....but.... are we really determined to spend extra money just to avoid having to make the effort?
Wouldn’t it be better to say we are going to make this line the surface line that runs fast, and not let anyone (Transportation Dept, TTC) get in our way?

- Paul
Do note that at no point is anyone arguing for how TTC will run it. Even if you have a "fast" surface running LRT. It will ALWAYS be slower than a grade separated LRT. Full signal priority still isn't at a stage where its consistent enough to always have greens, and due to the high risk of external interference, surface LRTs almost always run at slower top speeds than their grade-separated counterparts. Even if you have an ideal operator, surface LRTs will produce a worse service for through commuters than grade-separated solutions.
 

syn

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There is absolutely no reason to bury this line.

I'd be fine with it if we had an unlimited budget for these things, but we clearly don't. Surface LRT routes have been successfully implemented all over the planet.

No reason it can't be done here, with the leftover budget directed towards building a proper DRL/OL.
 

north-of-anything

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This should have been elevated until Kipling at least. Making this a surface route because it's "cheaper" would be a huge mistake, since this isn't just for local passengers - it's for cross-city travel. We shouldn't have to add those three extra stops to serve suburbs that are going to just drive in their own cars anyways. With the options that were presented, tunnelling is unfortunately the superior pick.

Transit decisions can't be made if we use the city limits of Toronto as a barrier that should not be crossed unless absolutely necessary.
 

W. K. Lis

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Unfortunately, traffic signals are under the control of the automobile-addicted bureaucrats at Toronto Transportation. They LOVE the status quo. Getting real transit priority has a list of barriers and obstacles ready to be presented by Transportation.
 

H4F33Z

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Unfortunately, traffic signals are under the control of the automobile-addicted bureaucrats at Toronto Transportation. They LOVE the status quo. Getting real transit priority has a list of barriers and obstacles ready to be presented by Transportation.
The transportation staff are the same people who kept parking on the Bloor-Yorkville bike lanes contradictory to Layton's request. They are also the same staff who default to painted bike lanes when making new infrastructure, they are the same staff who paint bike lanes on arterial roads, they are the same staff who struggle to make protected intersections, they are the same staff who think that reducing speed limits will change driver behaviour in suburbs, the same staff who allow a 1.8m sidewalk beside a 6 lane highway and the same staff who put drivers first. If we can change that auto-loving mindset, the city can really improve.
 

jys

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Well, I guess transportation engineers do what transportation engineers are taught to do. Maybe it's about time that Transportation Services be led by a planner rather than a transportation engineer?

edit: turns out it is, but the Traffic Management section is lead by an engineer

https://ca.linkedin.com/in/roger-br...issionId=66648ab0-11ad-3616-d1bb-b694dd97f414
1600657297396.png
 

mjl08

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How about a partial underground portion for the Eglinton West LRT, saving $500 mil to $1 billion? What areas on the stretch are more appropriate for underground?
 

jeicow

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How about a partial underground portion for the Eglinton West LRT, saving $500 mil to $1 billion? What areas on the stretch are more appropriate for underground?
Should just do the targeted grade separations at major intersections that Metrolinx and the City studied. City staff shot the idea down because it’d be too expensive but now...
 

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