innsertnamehere
Superstar
Didn't the TTC recently announce that they were going to phase out the double fare routes in the next few years?
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Voltz
Senior Member
I don't know about recently, but I think I head it mentioned a few years ago, guess it was abandoned in the budget process.
christiesplits
Senior Member
Quick question:
Let's say the Eglinton West subway was not scrapped in the 90s. How do you think rapid transit on this corridor would have transpired? Would there be LRT 'book ends' west of Mount Dennis and East of Eglinton West station? A strong push for subway along the entire corridor? A mix of the subway, LRT and regular bus service?
Let's say the Eglinton West subway was not scrapped in the 90s. How do you think rapid transit on this corridor would have transpired? Would there be LRT 'book ends' west of Mount Dennis and East of Eglinton West station? A strong push for subway along the entire corridor? A mix of the subway, LRT and regular bus service?
Amare
Senior Member
We would've had the same situation that we did with Sheppard, another LRT/BRT vs subway debate which would have been much more heated. BRT most likely would have been the debate subject for the west end, while subway would have been the subject for the east end of Eglinton West.
Midtown Urbanist
Superstar
I think there would have been less opposition to expansion of the subway on Eglinton.
We would have been extending the subway eastward to Don Mills during the mid to late 00s.
So maybe, Pearson to Don Mills, with Scarborough making noise about how we stopped the Eglinton subway short of Victoria Park and Scarborough because they are second class citizens or something.
Leo_Chan
Senior Member
Wow, 2 subway lines that stop just outside of Scarborough. I would be infuriated.
TheTigerMaster
Superstar
The initial phase of the Eglinton West Line would have terminated at Mt Dennis. The ridership on this line would have been extraordinarily low, which would have been detrimental to any advocacy for expansion.
A western expansion could've been built as subway, LRT or BRT. AM peak hour ridership eastbound into Eglinton West-Allen Station was expected to be 7,700 pphpd for the Crosstown LRT, which is rather tepid for a subway line (I expect the Eglinton West Subway would have similar demand). The debate would have been rather similar to the Sheppard East subway extension debate, with some using the low ridership of the subway to push for LRT or BRT, and others pushing for a subway extension regardless of ridership. At the end, I anticipate that it would have been extended west as a surface subway line to Kipling or Martin Grove.
The situation with an eastern extension would be quite a bit more complicated. I suppose it would have probably played out one of two ways:
- A proposal to extend the subway underground east to either Yonge or Don Mills. The ridership potential of both of these proposals would be low due to the abrupt termination of the line, making advocacy for this extension more challenging
- A proposal to extended the subway east to Kennedy. Ridership would be very high, but so would the costs. Yonge Line crowding would be getting critical, potentially making any eastern extension of the Eglinton subway not feasible. And even if the extension were still technically possible, it would have to compete with the DRL and SRT replacement for funding. The DRL and SRT replacement are both far more critical projects, through a purely objective analysis
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Neutrino
Senior Member
Thank god we didn't build it, then. DRL to Eglinton likely won't be complete for twenty years.
M II A II R II K
Senior Member
Unless it were subway from Pearson to Don Mills where it could connect with the SRT there that continues alongside Eglinton.
And that transfer would improve when a DRL also connects there to provide a downtown option.
And that transfer would improve when a DRL also connects there to provide a downtown option.
hw621
Senior Member
Not even in my wildest dream...
Monarch Butterfly
Superstar
hw621
Senior Member
Nice pix!
I apologize if we had this discussion earlier in the thread, but if the train is in the middle of the road and subject to the same set of traffic signals as the regular traffic, how is it rapid transit?
Amare
Senior Member
In short, it depends if there is signal priority installed and activated at traffic intersections which would give an LRT vehicle priority to clear an intersection so it wouldnt be held up by red lights. Signal priority activation in this city is dependent on Toronto Transportation Services, who to date have an abysmal record in actually putting this technology to use due to their disinterest in doing so.
In essence, without signal priority the at-grade sections of the Crosstown line will function exactly the same way as you see streetcars operating on Spadina and St.Clair. With signal priority, you would see true rapid transit line operation throughout the entire line.
Monarch Butterfly
Superstar
Along St. Clair, the left turning (single-occupant) vehicles keep giving priority ahead of everyone including the streetcars. The only location where I see streetcars getting priority is when westbound streetcar make a right turn into the Gunns Loop.
Also both St. Clair and Spadina lack the transit specific signals that other jurisdictions use.
Also both St. Clair and Spadina lack the transit specific signals that other jurisdictions use.
hw621
Senior Member
That is exactly my fear. There is no information from any source confirming that priority signal is being studied or implemented. Chances are we spend billions on enlarged version of streetcars.
The downside of priority signal is that traffic has to stop for the train. If train is frequent (I would assume it will be), traffic will be interrupted.
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