News   Mar 28, 2024
 88     0 
News   Mar 28, 2024
 227     0 
News   Mar 27, 2024
 2.2K     1 

TTC: Other Items (catch all)

Honestly its not a good thing. The O-train being an LRT was one of the biggest mistakes in Canadian transit planning (ok that might be an exaggeration but its still quite bad).
With that high ridership, the O-train could have been a conventional metro.

I see Ottawa-Gatineau being large enough to justify having a conventional metro.
 
Wait wth. Ottawa is number 1? That's crazy. Talk about pent up demand.

(also why can I only see your image on mobile?)
Ottawa always had the demand. Being the second largest transit agency in Ontario and a "subway" to replace the badly congested BRT, it's hardly a surprise. Is the demand is existing or growth?

As for Line 5, there's some ridership building needed. It definitely won't over take the Confederation Line anytime soon. Routes 32, 34/54(on Eg) doesn't even contribute to 100,000 daily riders. In fact Line 5 and 6 added on to the streetcar ridership will lower this number since mileage went up. When Ottawa opens their extensions, there number will drop as the suburban extensions won't get nearly the same ridership as their current core line.
 
As for Line 5, there's some ridership building needed.
This is nothing new since this was the whole idea with the Eglinton West Subway project. Construction of that line wasn't supposed to start until 2011 and be the last line constructed under the Network 2011 proposal. In the meantime bus lanes were to be built along Eglinton in an effort to build ridership. This all went off the rails in 1992 when the NDP and Metro pushed the project up 20 years in an effort to appease the City of York. We had no business building that line as early as we tried. I don't believe it ever would have been built since Eglinton really isn't a "subway" corridor yet and wont be for decades likely. Even with the Crosstown ML only estimates something like 5,000 or 6,000 passengers per hour by 2030. This falls well below the TTC (and likely ML's) 15,000 passenger per hour threshold for subway service. Now whether or not you agree with that ridership number doesn't matter since that is what the TTC and ML seemingly agree on, so that is what we have to work with. By comparison the BLOOR Streetcar was moving something around 18,000 passengers per hour by the time Line 2 opened. (The only statistic I could find was 9,000 per hour, per direction so that would be around 18,000 per hour total). The TTC was running multiple unit PCC's on the route and the same thing happened on Yonge Street a decade earlier. So both Yonge and Bloor absolutely had to be Subway lines since that would be the only technology that would have sufficed for the routes they replaced, and even back then exceeded the modern 15,000 passenger per hour threshold.
 
Ottawa always had the demand. Being the second largest transit agency in Ontario and a "subway" to replace the badly congested BRT, it's hardly a surprise. Is the demand is existing or growth?

As for Line 5, there's some ridership building needed. It definitely won't over take the Confederation Line anytime soon. Routes 32, 34/54(on Eg) doesn't even contribute to 100,000 daily riders. In fact Line 5 and 6 added on to the streetcar ridership will lower this number since mileage went up. When Ottawa opens their extensions, there number will drop as the suburban extensions won't get nearly the same ridership as their current core line.

I can see a drop in ridership on Line 2, when Line 5 opens. Especially, from riders north of Bloor or Danforth. Expect the transfer stations at Cedarvale and Eglinton also to increase. Not just from a redirection of riders, but also from the condo construction going on right now (and in the future) along Eglinton Avenue.
 
I can see a drop in ridership on Line 2, when Line 5 opens. Especially, from riders north of Bloor or Danforth. Expect the transfer stations at Cedarvale and Eglinton also to increase. Not just from a redirection of riders, but also from the condo construction going on right now (and in the future) along Eglinton Avenue.
This will likely be true when the OL (or DRL which ever form it takes) opens. The transfer at Science Centre will mean that people in Scarborough will no longer have to rely solely on the BD to get downtown.
 
Here is the TTC info on the work on Wellington - starts next week http://ttc.ca/Service_Advisories/Construction/Wellington_Track.jsp

Glad to see it getting under way; but that really is too long a period of time for this scope of work.

That's nearly 7 months.

Water and Hydro did their thing already, so they aren't in the scope of work.

This is, overwhelmingly, a road and track reconstruction project.

Half that amount of time should be ample.
 
Glad to see it getting under way; but that really is too long a period of time for this scope of work.

That's nearly 7 months.

Water and Hydro did their thing already, so they aren't in the scope of work.

This is, overwhelmingly, a road and track reconstruction project.

Half that amount of time should be ample.
It is FAR more than simple trackwork and though the water/gas/phone infrastructure is done they need to put in new TTC poles (these need to be VERY well anchored as they are ONLY on north side of street with a long 'arm' and there is lots of streetscape work (extensive tree trenches etc and they need to work around other projects on both Yonge and Colborne. Both BIA and SLNA pressed for starting before earlier planned date of April 1 (it will now start March 8) and the intention is that 99% will be done by mid-August with stuff like the new overhead and tree planting in late August and, maybe, into September. There is a bit more detail on the St Lawrence thread
 
It is FAR more than simple trackwork and though the water/gas/phone infrastructure is done they need to put in new TTC poles (these need to be VERY well anchored as they are ONLY on north side of street with a long 'arm' and there is lots of streetscape work (extensive tree trenches etc and they need to work around other projects on both Yonge and Colborne. Both BIA and SLNA pressed for starting before earlier planned date of April 1 (it will now start March 8) and the intention is that 99% will be done by mid-August with stuff like the new overhead and tree planting in late August and, maybe, into September. There is a bit more detail on the St Lawrence thread

Trees should either go in spring, or wait for mid-October.

You want to plant them entirely outside their growing season to maximize their chance of survival.
 
This will likely be true when the OL (or DRL which ever form it takes) opens. The transfer at Science Centre will mean that people in Scarborough will no longer have to rely solely on the BD to get downtown.
I'm not overly confident on that. If you're taking a bus from something like Victoria Park and heading south to transfer on Eglinton, sure. But anywhere east of Kennedy, unless you're heading downtown on GO, most people would still rather use Line 2 since its a grade separated subway and not a street running tram.
 
I'm not overly confident on that. If you're taking a bus from something like Victoria Park and heading south to transfer on Eglinton, sure. But anywhere east of Kennedy, unless you're heading downtown on GO, most people would still rather use Line 2 since its a grade separated subway and not a street running tram.
Sure east of Kennedy yes, but the further west of Kennedy you get the Crosstown will become the obvious choice for most people. People will naturally gravitate to what ever closest to them for convenience sake. As someone who lives near the future Lawrence East station on the SSE I will use it over the Crosstown since it is closer. If the EELRT gets built then someone who say lives at near Morningside and Lawrence isn't going to ride the 54 all the way to Lawrence East Station, they will use the LRT and transfer onto the subway at Kennedy. Its all about convenience, and for some the Subway is obvious choice, for others it will be the LRT.
 
Last edited:

Back
Top