Natika33
Active Member
Some training cars yesterday:
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TOtramz
Active Member
Hopefully if everything is on track they will actually be able to start revenue demonstration in a few weeks 
"This work enabled the TTC to initiate Operator training in Q3 2024, with additional training commenced in Q1 2025 in advance of Revenue Service Demonstration which is currently planned to commence in May."
"The TTC continues its operational readiness planning for revenue service, and is inactive conversations with Metrolinx to refine the actual opening date. The TTC’s operational readiness continues to be on track with training of the various positions that are required to support the operations of Line 5 Eglinton."
Taken from the city planning document from April 16th
"This work enabled the TTC to initiate Operator training in Q3 2024, with additional training commenced in Q1 2025 in advance of Revenue Service Demonstration which is currently planned to commence in May."
"The TTC continues its operational readiness planning for revenue service, and is inactive conversations with Metrolinx to refine the actual opening date. The TTC’s operational readiness continues to be on track with training of the various positions that are required to support the operations of Line 5 Eglinton."
Taken from the city planning document from April 16th
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Allandale25
Senior Member
Hopefully if everything is on track they will actually be able to start revenue demonstration in a few weeks
"This work enabled the TTC to initiate Operator training in Q3 2024, with additional training commenced in Q1 2025 in advance of Revenue Service Demonstration which is currently planned to commence in May."
"The TTC continues its operational readiness planning for revenue service, and is inactive conversations with Metrolinx to refine the actual opening date. The TTC’s operational readiness continues to be on track with training of the various positions that are required to support the operations of Line 5 Eglinton."
Where is this quote from?
Admiral Beez
Superstar
Looks great. I think once this thing is running reliably all of the delays with the longest single transit project in Canadian history, will be forgiven and unfortunately forgotten.... until the next Metrolinx project.
Allandale25
Senior Member
bearcat
Active Member
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so is the consensus now that there will be not be enough capacity? what changed?
crs1026
Superstar
Lots of opinions in either direction, but most have lost the thread on the assumptions of the original planning. A lot depends on whether the density along Eglinton has outpaced the original calculations.
The development to date is far from complete. The opening day ridership and the ridership in another decade or two may be two very different scenarios.
Personally I would be a lot more concerned about the line maxxing out in a couple of decades than over the next few years.
- Paul
TOtramz
Active Member
Is the current consensus basically that there are not enough vehicles to run 3-car trains in the currently if capacity is an issue on opening day?
rbt
Senior Member
There's no destinations on Eglinton; meaning the majority of riders will be transferring to another line [meaning Yonge or Spadina]. The available capacity on both Yonge and Spadina is well below the available capacity of Eglinton.
If Yonge/Spadina is crush-loads south of Eglinton from all the transfers then Line 2 will have abundant space as Yonge and St. George stations will be skipped by order of the fire-department due to severe platform over-crowding.
Simply put, Eglinton is not the choke point in the network. In addition, the Ontario Line opening will relieve peak-point Eglinton ridership by intercepting them before they reach the portion near Yonge.
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nfitz
Superstar
There is probably not enough cars to do that.
Because it's completely not necessary.
I don't understand pretending to be an expert and being so ignorant.
jmi22
Active Member
This is a wild statement. Surely you are referring to Eglinton Avenue, Mississauga? Besides the tens of thousands of people living along Eglinton, plus the tens of thousands more to come in tower developments, the street holds one of the cities secondary office/commercial hubs, hundreds of storefronts and soon to be seven rapid transit connections. If Eglinton 'has no destinations', neither does Bloor Street.
kaptrice
New Member
Not at the same headway that is planned for two-LRV trains at peak.
kaptrice
New Member
There are a couple of Employment Areas with a total of ~15,000 jobs between them along Eglinton, plus as many again midtown. Altogether this is about 1/20 the number concentrated downtown. It's hyperbole to say there are "no" destinations, but to a rough approximation there are no destinations - or at least no one big destination. Moreover, unlike the B-D, the connections are spaced around pretty evenly - someone downtown-bound might transfer at Mt. Dennis, Cedarvale, Yonge-Eglinton, (in the future) Don Valley, or even onto the B-D at Kennedy. That keeps the trips short and makes people's trips tend not to overlap, unlike Lines 1 and 2 where people are largely bound for the same place in the morning. And it's for this reason the BCA modelled overall annual boardings nearly 80% that of Line 2 in 2021 for the ECLRT, and at the same time showed the ultimately selected design option at about 1/4th the actual capacity.
Whether 1/4th the capacity will be enough is yet to be seen. The BCA also presented the line as being at 90% capacity at opening in the AM peak, which I figure must be rather unpleasant based on figuring 142 people inside one of the vehicles. Maybe if travel demand changes have shifted enough it will be alright. Maybe the modelling could be a miss and the thing will be a hell-train every day from the onset. Only one way to find out...
rbt
Senior Member
Aside from U of T, Bloor also has very few destinations and is largely a route used by convenience. Evidence of this is that over 2/3rds of AM-Peak Bloor riders transfer to another mode to finish their journey. If Bloor was closed and Elginton LRT was open, most riders would be able to reach their destination, albeit less conveniently. When the Yonge/University loop is closed [weekend work has done this] ridership of Line 2 plummets because people either choose not to make the trip or they use an alternative mode of transportation (drive) as they cannot reach their destination comfortably (bus replacement service is rarely sufficient).
Eglinton LRT is also route of convenience rather than a route of necessity. If it feels crowded riders will find alternative routes, like taking their southbound bus to Line 2 instead of transferring at Eglinton, but they will continue making their trip on TTC. The answer to Eglinton LRT being at capacity is probably a Wilson LRT or Lawrence LRT, NOT increasing capacity of Eglinton.
[Rant]
Toronto builds far too few RT projects and what we do build is several times the capacity required to service the streets it is on (relies on feeder services): the capcity is used because of the lack of alternatives NOT because it's actually the ideal route for the rider. Stations are most of the cost of these projects and the cost of a station, due to building code, is directly related to depth and the crush-capacity of 2 trains in an emergency evacuation scenario [ridership of the specific station is rarely a consideration in the size of the station]. Many many more major roads in Toronto could have RT on it if we scaled back from the idea that RT must carry 30,000 pphpd with staff at every entrance.
[/rant]
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evandyk
Senior Member
I've seen mainly one person constantly tweeting about how it will be over capacity from day 1, but I haven't actually seen any analysis that would support that conclusion. I'm not even sure that person has the data or tools to do that analysis. It seems to be just vibes.