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Toronto Crosstown LRT | ?m | ?s | Metrolinx | Arcadis

BurlOak said:
That's the exact same thing that was said at Kennedy.

What if they don't want those Eglinton West people to flood the Allen-Eg or Yonge-Eg stations. They would force a transfer so that a good portion of those people transfer to SmartTrack or RE or whatever it's called.
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Well, it is not really same thing.

They didn't want to through-route SLRT (fully grade separate and having very high ridership) with Eglinton East at grade.

But they are fine "through-routing" the central tunneled section of Eglinton with Eglinton East at grade. The Eglinton West situation is similar to this one, and not to SLRT.

Combining a tunneled /elevated section with at-grade sections is OK in general. It only becomes problematic if the tunneled /elevated section pushes the limits of LRT capacity.

Eglinton West will not have enough riders to make it a concern.
 
TheTigerMaster said:
The ECLRT (terminating at Mt. Dennis) is expected to have about 7,000 pphpd ridership approaching Eg Weat station.

IIRC, ridership in the EA did dramatically drop off west of Jane in the EA, so the Councillor's assertion isn't incorrect.
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His assertion isn't totally incorrect. However, we would like to have continuous lines where possible. A transfer at Mt Dennis is not optimal, and the LRT extension will not cost that much.
 
How could a transit line that was planned (and started construction) as a subway in the early 1990's not have the ridership to warrant a 4 car grade-separated transit line a quarter century later?

Maybe the numbers were exaggerated back in the day, but they are likely underestimated by a similar degree today.
 
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Rainforest said:
His assertion isn't totally incorrect. However, we would like to have continuous lines where possible. A transfer at Mt Dennis is not optimal, and the LRT extension will not cost that much.
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Ehh... This extension will probably cost between a billion and $1.5 Billion. That's a lot of money. I couldn't support that if it'd move something low like 2,000 ppphpd.

What I could stand behind, if there is low usage, is an Eglinton West BRT. The wonderful thing about this is that it would be cheaper than the LRT and should be just as fast. This is because, for the most part, people using the Eglinton West corridor would be transferring from bus routes. With the BRT these bus routes could now run along the BRT straight to Mt. Dennis Station, where riders could transfer to the ECLRT.

Regardless of if a BRT or LRT is selected, commuters would have the same amount of transfers. The difference in downtown-bound commute times between BRT and LRT should be negligible. In fact, the BRT might be faster because shorter headways would be needed to accommodate lower capacity vehicles moving the same amount of people. This means that the wait time would be shorter for the bus than an LRT.

So we'd get just as fast commute times, while saving maybe billion dollars that could be used for something more impactful like DRL

Adjei said:
Yeah and this is a line continuing to the airport which is a big trip destination in the area and not some random stop at Weston and Eglinton.
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The airport is not a big trip generator, as seen in the ECLRT Environmental Assessment.
 
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BurlOak said:
How could a transit line that was planned (and started construction) as a subway in the early 1990's not have the ridership to warrant a 4 car grade-separated transit line a quarter century later?

Maybe the numbers were exaggerated back in the day, but they are likely underestimated by a similar degree today.
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Yeah but SmartTrack didn't exist in Mike Harris' day. :)
 
TheTigerMaster said:
The airport is not a big trip generator, as seen in the ECLRT Environmental Assessment.
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After riding on the new LFLRVs downtown, I'm not sure the extra 12cm of width on uptown cars is gonna make it seem attractive to bring luggage on. And if the answer to that is "people do it on 58/192" the answer is "we need an extension to pull in new people, not just redistribute existing ridership".
 
dowlingm said:
After riding on the new LFLRVs downtown, I'm not sure the extra 12cm of width on uptown cars is gonna make it seem attractive to bring luggage on. And if the answer to that is "people do it on 58/192" the answer is "we need an extension to pull in new people, not just redistribute existing ridership".
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The new streetcars aren't bad for carrying luggage in the open areas near the door. Did that going to the island airport
 
TheTigerMaster said:
Ehh... This extension will probably cost between a billion and $1.5 Billion. That's a lot of money. I couldn't support that if it'd move something low like 2,000 ppphpd.

What I could stand behind, if there is low usage, is an Eglinton West BRT. The wonderful thing about this is that it would be cheaper than the LRT and should be just as fast. This is because, for the most part, people using the Eglinton West corridor would be transferring from bus routes. With the BRT these bus routes could now run along the BRT straight to Mt. Dennis Station, where riders could transfer to the ECLRT.
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Well, if we wanted to be really creative - this BRT could give Miway the franchise for all passengers all the way from Renforth to Mount Dennis. Call it the first step to fare integration. That way the BRT is seamless, and there aren't duplicate bus lines on the same street. TTC could run a 192 style Rocket frm Mount Dennis to the Airport.

It all depends on the ridership numbers.

- Paul
 
dowlingm said:
Yeah but SmartTrack didn't exist in Mike Harris' day. :)
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LRT did exist in the Bob Rae era. The Spadina and Harborfront LRT had just opened. Obviously the projections then were beyond the capacity of LRT.

Are there any documents available that state what the demand was projected to be for the Eglinton West Subway?
 
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