sixrings
Senior Member
Yes vote out all people telling the truth and we can all live in a fantasy land.
|
|
|
Hopkins123
Senior Member
Pardon my assertiveness.
I'm just critiquing how Crosstown West seems to going towards the way of real rapid transit (all the midblock stops getting omitted, grade separated stations, elevation over Eglinton Flats) meanwhile Crosstown East is stuck with a 18-stop milk run service stopping every 500 metres or so, that in my opinion - based on current alightings at each intersection where a stop is proposed - seems highly unnecessary. How many people are getting off at Falmouth, Mason and West Hill outside of school hours? 100 combined tops?
Am I being harsh to a mother with a stroller who has to walk an extra 200 metres to a station? Perhaps, but the majority benefits with subwaylike spacing and grade separation; which is all I was trying to emphasize.
Palma
Senior Member
the people living in a fantasy land are those that think a 1 stop subway will help the majority of people living in scarborough or bring all this development and think that 3.5B which will increase is ok for a 1 stop. And even if tis built and development comes, people will be against the developement
TransitBart
Senior Member
@Palma - this may not be a rational universe and the journey back from the planning stupidity to something resembling normal planning, approval, construction and completion is long. This year marks the first completion of something material - TYSSE - in a very long time.
Furthermore - in a rational universe - the citizenry would see transit improvements as improvements to the quality of their lives. We are a ways from that as we are debating expense and willingness to pay for it as though there is no payoff. That is just weird. Everywhere else in the world, citizens clamour for improvement.
Rainforest
Senior Member
Crosstown West may be treated as a special case, since it has two large destinations at the western end; Pearson terminals and the Airport South employment cluster. A very large percentage of riders will travel to those places, either boarding at a major interchange like Yonge, Allen, Mt Dennis, or transferring from a N-S bus route.
In such case, a service model with fast trips / wide stop spacing, and a parallel bus route to serve minor stops, is quite reasonable.
Other LRT lines or sections, such as Crosstown East, ECLRT between Laird and Kennedy, or Finch, are more for local service than from long end-to-end trips. Removal of local stops may be less justifiable.
With the BD subway extended to Scarborough Centre, and Durham Pulse BRT along Ellesmere, the fastest way to travel between UTCS and Kennedy will be a combination of bus to STC and one-stop subway ride. Eglinton East LRT will be slower than that, even if it has 12 stops instead of 18. There may be more value in tailoring that LRT for shorter trips.
Leo_Chan
Senior Member
This is a really good point. However, you're missing one crucial part of this "fastest" route, the fares.
adrianaliu
Active Member
I agree totally, LRT was always advertised in Toronto as basically a subway but above ground in the median of a street. This isn't really the case, LRT is more of an enhanced surface route rather than a rapid transit route. This isn't a bad thing at all though, LRT is still a major improvement over buses and it doesn't need to be as fast as a subway as long as it's reliable and stops where necessary. It's perfect for some corridors including Eglinton East and Finch West, just because it wont be as fast as the subway doesn't mean it will be slow, what's the point of having surface transit when the stops are so inaccessible (1 km away from each other)
Monarch Butterfly
Superstar
We're using The Queensway streetcar right-of-way as a sample. A bad sample, unfortunately. One with "go-slow" orders at intersections. One with wobbly tracks (yet the railways use open track at high speed) that give riders a shake riding them. A "transit priority" that only delays the green light, not giving the streetcar the go first signal before the single-occupants making left turns.
They are rebuilding the right-of-way over the summer. So hopefully they can improve the experience on The Queensway to a more faster ride.
They are rebuilding the right-of-way over the summer. So hopefully they can improve the experience on The Queensway to a more faster ride.
M II A II R II K
Senior Member
I guess the platforms will look something like this:
https://www.flickr.com/photos/aircriss89/11487040794
https://www.flickr.com/photos/aircriss89/11487040794
Monarch Butterfly
Superstar
No money for platform screen doors, of course. Safety is "gravy".
sixrings
Senior Member
When do we hear anything about eglinton west?
nfitz
Superstar
That's funded under John Tory's SmartTrack
Rainforest
Senior Member
Fares should not be a problem in this case. TTC will continue to operate bus #38 along Ellesmere. A 38E express is likely to be added, or a branch of 190 Rocket can be extended to UTSC.
If bus-only lanes are added on Ellesmere as part of Durham Pulse BRT, surely the TTC buses will be able to use them within the Toronto borders.
Last edited:
EastYorkTTCFan
Senior Member
I wouldn't say gravy just not a part of the initial building cost they are making allowances fro them to be put in later though. I would assume they would want to cost it out so they an spread it out over a few years like they are with the elevators at the current sations.
Rainforest
Senior Member
Actually, I'd like to see some LRT corridors tailored for faster cross-town trips, and some other corridors tailored for local service.
Half of Eglinton West is underground out of necessity. If we add a surface section with wide stop spacing between Mt Dennis and the airport lands, we'll get a fast route from the airport all the way to Yonge.
Another corridor where fast LRT may be useful is Sheppard. It can incorporate the existing subway tunnel. It can provide truly rapid transit to the underserved north-east, while the western end can eventually reach the Etobicoke North RER station and then head to the airport.
A less rapid LRT can be installed in a number of other corridors, including Eglinton East, Finch (W + E), the eastern half of ECLRT, maybe Victoria Park and Kipling. Those lines will be faster than mixed-traffic buses, but have relatively frequent stop spacing that encourages local density.
Just to avoid any confusion: ECLRT West and East will remain a single continuous route, even if the stop patterns in the west and east are somewhat different.
Last edited: