There will be no service improvement and the Trillium Line will never go downtown.
Second, we have pretty well eliminated Trillium Line access to the downtown tunnel.
Why this is important is beyond me. It's like arguing that somebody from Scarborough should have zero transfers from STC till Union. Interlining would have been nice. But the Confederation Line will launch with 3 min headways at peak. Interlining with frequencies like that would be very complex. And worse, interlining would probably limit the Confederation Line going to 2 min peak frequencies in the future.
So the train is mostly useless to me.
A single added transfer made the train useless to you? Come on.
We wasted $100M when we cancelled the plan on a $900M project that would have built a 30 km rail system.
That 30 km of rail would not have even half the ridership of the 12.5 km Confederation Line. Probably less than a third of the ridership. And the city would still be spending tens of millions running bus service and dealing with congestion in the core. And they were banking on new suburban subdivisions to anchor ridership on this line. Maybe some day we'll find out how much the developers paid Chiarelli and Council to push that harebrained idea.
Yes, we are ending up with a downtown tunnel, which we needed but I am firm that this could have happened anyways.
Your confidence is misplaced. There was no funding commitment from any other level of government for any of that. Moreover, the tunnel was needed a decade ago, not eventually, whenever funding was secured....
Ottawa is now creating its own Bloor-Yonge transfer problem at Bayview, which will get worse when Gatineau potentially connects to the same Bayview station. Nobody believes me on this, but wait and see once the new hospital and the megatowers are completed on the Trillium Line.
Not even close. Yonge-Bloor sees over 400 000 passengers per day flowing through with probably half of that being transfers.. Bayview will not even see a quarter of that for a long time. And the amount of transferees will be even less, given the massive disparity in ridership between the Trillium Line and Confederation Line. As per the TMP, Ottawa had 325 000 total daily transit trips for ALL of OC Transpo. The Ottawa-Toronto comparisons are ridiculous. Ottawa's entire ridership in 2048 with Stage 2 is projected to be 177 million. So Ottawa's entire transit network, in 30 years, will have daily ridership that is only 24% higher than Yonge-Bloor's ridership in 2016.
We will still have a one track trunk line (because of the 2006 cancellation) that will always limit frequency and reliability of trains.
And yet that meets demand for the corridor. Which really shows you how dubious the business case for the previous LRT plan was. Heck, I'd argue that a Transitway in this corridor would deliver higher ridership.
Also, why is having one trunk line an issue if your population is largely distributed along it? And what's the value of another trunk line if it's not supporting the bulk of your ridership and not offering redundancy to your primary line?
. People briefly loved Larry O'Brien as mayor and he did get the tunnel project going but a good politician would have done this without blowing away the previous plan and wasting all that money.
I respect politicians who make the right decision. Not the popular one. This old LRT plan was simply a way to boost property values in Riverside South. It wasn't a transit plan. And it would have left a massive hole in the city's transit budget since it wouldn't address bus congestion in the core or the high cost of moving tens of thousands of riders daily on buses.
Proponents of the old plan (like yourself) argue that future funds would have come. There's no evidence for that. And if for some reason that didn't happen or there were significant delays in funding, Ottawa would have basically risked a failing transit system as bus congestion in the core basically handicapped the system.
Larry O'Brien was a terrible mayor.
Only to you, because you didn't get a one-seat ride from your low density suburb to the core.
First of all, Bank Street cannot have a St. Clair/Spadina style ROW. Bank Street is only 4 lanes wide.
This is why I said eliminate street parking and bike lanes in the core. You'd get one lane of traffic and an LRT lane in each direction through the core.
And all that is assuming that Bank St even warrants a streetcar or any higher order transit. I've seen absolutely zero evidence that Bank Street has ridership that demands anything more than than bus service with 5 min headways.
Full double tracking of the Trillium Line will require yet another lengthy shutdown of service, which will affect the entire current route.
I am sure people will appreciate the quick 1.5 year turn to upgrade the existing line for Stage 2. Compare that to the 3.5 year closure of the Transitway that east enders put up with. Another closure to rebuild in the next 15-20 years won't be in the memory span of most people.
If you want the Trillium Line to be a trunk transit route, service frequency has to be better than 12 minutes, which is the current limit and will continue to be the limit without full double tracking. 12 minute frequency is incompatible with local bus 30 minute bus frequencies in off peak hours, making transfers unreliable.
Indeed, which is why I said, they should spend the billion bucks some day to make twin track it and build stations. As for bus frequencies, they'll be halved post Stage 2 when buses don't have to go all the way downtown and deadhead back.
On the subject of a Bank Street subway, you are incorrect to suggest that the train needs to run underground for the entire route. An existing right of way would allow the train to run on the surface south of Billings Bridge.
Again, at what cost. Just the portion from Bank and Queen to Billings Bridge would cost $1.2 - 1.4 billion. This is probably higher than what it could cost to twin track and build proper stations for the entire length of Stage 2 Trillium. And I would bet money a twin tracked Stage 2 Trillium would get more ridership than a 5-stop Queen-Billings Bridge Bank St. subway.