Subway Interlining ...

[Amphibius]

None of this makes sense.

Virtually the entire population within walking distance of Bessarion takes the subway.

And out of the 69 subway/RT stations Bessarion ranks dead last in total daily boardings. Even Ellesmere could have higher usage were the 95 bus to loop directly to platform level. A dismal 2000+ walk-ins for a subway station sets a bad precedent. I wouldn't even want to imagine the turnout at places like Sheppard/Senlac, Sheppard/Faywood or Progress/Consentino.

Sheppard West is the first and only suburban corridor seeing real progress towards Avenueization...you're only talking about Finch West because I and others told you that the Sheppard subway, if ever extended past Downsview, should run along Finch West. Even the Yonge and Bloor/Danforth lines are dependent on feeder bus ridership, not walk-ins...they'd feel deserted if the buses stopped dumping in riders. A longer Sheppard line would intercept the Bathurst, Warden, etc., buses - no one is going to transfer multiple times to go out of their way to take a 5km subway line, and this would be true had 5km of subway been built anywhere, including Eglinton or Queen. Subway or nothing? Uh, you do realize there's already a subway on Sheppard, right?

For continuity of service across all of Sheppard East through to Meadowvale, I'd recommend converting the existing subway ROW to accomodate LRT vehicles.

The only redevelopment is being concentrated to the Downsview stretch only and even that isn't exactly walking distance/pedestrian friendly from the subway. Wilson Heights Blvd-Beecroft is largely postwar era bungalows and low-density sprawl. The link to Bathurst wouild be nice, but transfer points would already occur at both Finch and Eglinton. I don't think it's really worth it to invest a billion dollars for a two stop extension west when the 84 bus out of rush hour only sees a handful of dropoffs en route to Downsview from Sheppard-Yonge. That's overkill.

 

[299 bloor call control.]

To be fair, Bessarion Station's ridership is pretty good considering the fact that there's no feeder bus routes. Its ridership will explode once Park Place is complete.

 

[unimaginative2]

And out of the 69 subway/RT stations Bessarion ranks dead last in total daily boardings. Even Ellesmere could have higher usage were the 95 bus to loop directly to platform level. A dismal 2000+ walk-ins for a subway station sets a bad precedent. I wouldn't even want to imagine the turnout at places like Sheppard/Senlac, Sheppard/Faywood or Progress/Consentino.

You know, 2000 riders a day would put it in the upper half of stations on systems like New York, Chicago, or San Francisco.

For continuity of service across all of Sheppard East through to Meadowvale, I'd recommend converting the existing subway ROW to accomodate LRT vehicles.

But why do we need continuity of service to Meadowvale, as opposed to Scarborough Centre. The latter is the focal point of development in Scarborough. There's nothing at Meadowvale; certainly nothing that couldn't be reasonably served by the existing bus.

 

[rbt]

You know, 2000 riders a day would put it in the upper half of stations on systems like New York, Chicago, or San Francisco.

San Francisco is more in line with Go Transit. Does Go Transit have ridership per station listed anywhere?

Chicago average daily ridership is about 4300 people per station. (650k riders / 144 stations). However, Chicago's system seems to be a public works project first and public transit second. Dirt cheap capital costs are preferred despite higher maintenance costs.

TTC was like that for a while, rebuilding streetcar tracks with wood ties under concrete, with an expected lifespan of about 10 years.

Here are New York's 2007 numbers showing a handful of stations with less than 1000 weekday riders.

http://www.mta.info/nyct/facts/ridership/ridership_sub.htm

 

[Amphibius]

^^ I'm not at all surprised that subway stops along the Rockaway Beach peninsula would be the poorest preforming. Fishes don't ride transit. It's like the equvalent of the TTC building a line out to Neville Pk.

You know, 2000 riders a day would put it in the upper half of stations on systems like New York, Chicago, or San Francisco.

Other stops right here in Toronto with only limited service route(s) or no feeders at all, outpreform Bessarion handedly and unlike it they're located in neighbourhoods with little prospect for redevelopment (Chester, High Park, Greenwood, Castle Frank, Glencairn, Summerhill, Rosedale, Christie, Old Mill). Each of these range between 5000-12,000 daily boardings.

But why do we need continuity of service to Meadowvale, as opposed to Scarborough Centre. The latter is the focal point of development in Scarborough. There's nothing at Meadowvale; certainly nothing that couldn't be reasonably served by the existing bus.

As LRT, the line has greater capability for branching service such that the one line can split into separate segments beyond Agincourt GO. Subway is more inflexible and per our network runs along a single dedicated ROW. Not to mention it costing 3x as much as LRT despite yielding less overall kms of track. The natural corridor into Scarbrough Centre is the Bloor-Danforth Line. Sheppard's more oriented to terminate at the Malvern Town Centre. There's no reason why NYCC has to be directly linked to SCC by subway. Using grade separated LRT the whole distance does the same task, it can be built in less time for le$$, and with the more suitable capacity level (i.e. no more operating half-empty 4-car T1s).

 

[scarberiankhatru]

Other stops right here in Toronto with only limited service route(s) or no feeders at all, outpreform Bessarion handedly and unlike it they're located in neighbourhoods with little prospect for redevelopment (Chester, High Park, Greenwood, Castle Frank, Glencairn, Summerhill, Rosedale, Christie, Old Mill). Each of these range between 5000-12,000 daily boardings.

Stops like Rosedale, Summerhill, and High Park have already seen massive redevelopment, like the kind currently underway at Bessarion which will bump its ridership up above some stations that have feeder bus connections.

Using grade separated LRT the whole distance does the same task, it can be built in less time for le$$, and with the more suitable capacity level (i.e. no more operating half-empty 4-car T1s).

A tunnelled LRT is not any cheaper or quicker to build than a tunnelled subway.