the_yellow_dart
New Member
I really hope they build it to the airport, and soon - this thing needs to kill Blue-22.
Everyone in essence is a VIP and should be treated that way. And if ever the TTC considered interlining, a potential Eglinton subway could become practically useful to a majority of 416ers for trips heading into the airport, Malton or Mississauga.
Um no, it has not been a blessing in disguise. If the $155 million per kilometre costing for subways at the time was invested along Eglinton, those same 6 kilometres of track used on Sheppard would instead stretch west from the Allen to Scarlett Road. By that point it'd be relatively easy to transition the line to run at-grade, trenched or elevated in the Richview corridor at prices no where near as high as the $304 million/km all underground TYSSE. It would have fulfilled the City's promise to expand subway service to York, Etobicoke and Mississauga; which were next in line to have recieved a subway after the Downsview extension. Then thanks to Ernie Eves we now have a stubway to nowhere that many argue should've been a tram line from day one. Oh, and somehow Vaughan's getting a line ahead of inner 416. These betrayals and the wishy-washiness of elected officials killed what could have been the start of a very important crosstown/cross-regional max capacity transport corridor. What we're getting instead is a 5kph speed upgrade on a bus route that wasn't all that slow to begin with outside of Old Toronto.
It would have been better to see that crosstown Sheppard LRT line come to fruition because it has the ridership to sustain that mode. It never really did for metro and that money could've gone to a much more deserving corridor that in the absence of metro is still densely populated, still a tourist and business draw, still the most continuous east-west street in the entire metro (not counting Steeles). Where Eglinton failed was the lack of a political champion and the newly instated amalgamation process that took away the boroughs clout.
If you want to talk about real present-day costing for a Eglinton subway that >5 billion dollar ECLRT could have built a subway line from PIA to the DVP at $217 million/kilometre. If you've ever been out to the Golden Mile you'd know there is not ready for light-rail yet but dedicated bus lanes would make the already fast Eglinton East bus route operate even faster. It's only the method of subway building that the TTC has chosen to turn to that's making these subway cost projections appear so astronomically high. Couple that with the general anti-subway bias that comprises the mindset of the present top TTC brass and you can start see why the City's hands are tied. People aren't stupid. They know the subway is the only rapid transit mode the TTC is capable of running properly. St Clair's already having problems and the TTC has been marketing it as exemplar of what's in store for the future Transit City lines. Are you a gambling man, Navigator?
Should be the 32D bus route which serves Emmett Avenue.Due to the area conditions and constraints described above, it was determined that a stop at Emmett Avenue was not practical. However, to serve riders in this area, an existing pedestrian route at the east end of the Humber River Bridge will be improved. As discussed later in this report, it is also expected that the 32E bus route which serves Emmett Avenue would be maintained.
Under future conditions, it is proposed that the unsignalized intersection of Eglinton Avenue and Emmett Avenue is to be signalized to facilitate left turning traffic at the intersection, and avoid migration of this traffic to the already constrained Eglinton Avenue and Jane Street intersection, which is the only alternative access route.
The 32C Eglinton West – Trethewey route will be shortened from its current terminating point at Eglinton West Station to the new terminal at Keele Station. This route will operate on Eglinton Avenue from Emmett Avenue to Keele Street.
The 32D Eglinton West – Emmett route will be shortened from its current terminating point at Eglinton West Station to the new terminal at Keele Station. This route will no longer operate on Eglinton Avenue.
Jane Street and Eglinton Avenue will be an important transit interface with high pedestrian transfers. As cuch, a preliminary study was completed for the intersection of Eglinton Avenue and Jane Street. The study considered the implications of interfacing the Eglinton Crosstown LRT with the future Jane LRT at this intersection with both operating in a surface alignment, and the associated pedestrian volume increases of 750 % to as many as 1,462 pedestrians/hour as forecasted.
The preliminary study included a traffic impact analysis which was completed for the Eglinton Avenue and Jane Street signalized intersection and surrounding road network, to assess the future LRV operation and to determine the best alternative for transit operations and pedestrians while minimizing impacts to traffic operation.
Under future conditions, it is proposed that the unsignalized intersection of Eglinton Avenue and Emmett Avenue is to be signalized to facilitate left turning traffic at the intersection, and avoid migration of this traffic to the already constrained Eglinton Avenue and Jane Street intersection, which is the only alternative access route.
The challenges at this intersection are to provide a high quality connection between the two LRT lines that allows for the safe and efficient transfer of passengers while maintaining traffic flow at the intersection.
The projected transfers between the LRT lines as well as the major bus routes at this intersection will make it one of the highest transfer locations on the Eglinton corridor.
The Eglinton Crosstown LRT and Jane LRT will replace the majority of bus services within the study area, including the four existing bus routes on Jane Street (35A, 35B, 35C, 35D) and three of the four existing bus routes on Eglinton Street (32, 32A, 32B). The existing Route 32D bus service does not travel exclusively on Eglinton Avenue and so is assumed to remain operational travelling to Keele Station under future conditions with the LRT. Route 32D was the only bus route included in the analysis.
With the implementation of the LRT network, the Eglinton Avenue and Jane Street intersection is expected to experience a pedestrian volume increase of 750%. This translates to an increase from 166 to 1250 pedestrians in the AM peak period, and an increase from 195 to 1462 pedestrians in the PM peak period. These expected pedestrian transfer figures are based on the Transit City 2031 Ridership Forecast Presentation from the Transit City Forecasting Workshop (August 2008).
If you're suggesting added stops between Mt. Pleasant & Bayview, and Bayview & Laird, that should be seriously considered.How do people feel about the station spacing between Mt. Pleasant, Bayview, and Laird?
Which bus, Leslie?Given that bus service is to be maintained on Eglinton between Leslie and Laird, there wouldn't be an impact to that part of Leaside as compared to the current plans.