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NoahB said:
They might actually be able to get away with asking people to transfer at street level. It is a major inconvenience, sure, but the ride to there will be much more comfortable than the bus (as well as the potholed roads)

From The Star article linked above:
Otherwise, if the station is completely closed, then it would have a cumbersome bus transfer that nobody will find acceptable compared to a single bus to Yonge.
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Speculating here, but when I read that article I assumed it meant that the trains could run through Eglinton station but not load or unload passengers at it, which would present fewer problems than requiring a multi-modal transfer of some sort.
 
ADRM said:
Speculating here, but when I read that article I assumed it meant that the trains could run through Eglinton station but not load or unload passengers at it, which would present fewer problems than requiring a multi-modal transfer of some sort.
Click to expand...
That's how I understood it as well.

I imagine you would see a bus bridge between Avenue and Mount Pleasant to allow for transfers, but most people would instead transfer at Cedarvale and use that line to go downtown. I could see a lot of people just walking over from Mount Pleasant as well for the summer, it's not a super long walk.

The question would be what % of riders would be impacted by that lack of transfer and whether it would be better to force those users to use a bus bridge for it in order to allow other users to use the new LRT, or if it's better to instead just keep everyone on buses for 6 months.
 
duffo said:
If the Eglinton LRT station can still be serviced (minus the direct connection to the subway), why would they run a turnback service? Would mean reduced frequencies to be able to fit in the turnback maneuver, not providing service to Scarborough which would politically look bad, and potential financial penalties for Crosslinx to run the degraded service.
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Full service would arrive within a year.

The issue is the problems created by a surface transfer.

We're not talking about a few dozen people at a time.

We're talking many hundreds, maybe more (trains from 2 directions).

If you've used the main entrance to the existing Eglinton Station, you'll know its extremely busy in rush hour today (pre-Covid anyways)

I'm not sure it could handle that influx safely.

Nor the intersection above.

Perhaps it could...........
 
Northern Light said:
Full service would arrive within a year.

The issue is the problems created by a surface transfer.

We're not talking about a few dozen people at a time.

We're talking many hundreds, maybe more (trains from 2 directions).

If you've used the main entrance to the existing Eglinton Station, you'll know its extremely busy in rush hour today (pre-Covid anyways)

I'm not sure it could handle that influx safely.

Nor the intersection above.

Perhaps it could...........
Click to expand...

It wouldn't be an ideal situation by any stretch of the imagination, but I don't think it's quite as bad as you fear it will be.

The main entrance for the LRT will sit immediately to the west of and adjacent to the building at 2200 Yonge St. - the distance from doorway to doorway will be maybe 125 feet. There will be no need for passengers to cross the street, or even any driveways. The bigger issue will be the climb of 25-or-so meters from the LRT platforms to ground level, and then dropping back down the 12 meters - plus getting through the fareline - to access the subway.

Yes, the stairwells in that building are not particularly wide, but the one saving grace is that the climb out from the LRT will thin out the crowds making the transfer. And hopefully by that date, the other accesses on the other corners of the intersection will all be opening, allowing those getting to the station on foot to get to the fareline through other, not-as-crowded routes.

Dan
 
I can't wait to see what Metrolinx's decision would be.

On one hand, they can 'hold the consortium accountable' and try to get money out of the delays while keeping the line shut until it's complete contractually. On the other hand, it could accept a phased opening and open the line with some key stations missing but can pretend they minimized delays.

I think the phased approach is best as transit patronage is down anyway, and the bigger trains will help people distance. The TTC will also get some real-world practice time before traffic picks up. (That is unless we have an Ottawa LRT situation where they opened before the line was really ready just to say 'we did it')
 
NoahB said:
On one hand, they can 'hold the consortium accountable' and try to get money out of the delays while keeping the line shut until it's complete contractually. On the other hand, it could accept a phased opening and open the line with some key stations missing but can pretend they minimized delays.
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What's the point of P3 if you don't transfer the risk? It sets a bad precedent signalling to everyone that you aren't serious about it.

AoD
 
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AlvinofDiaspar said:
What's the point of P3 if you don't transfer the risk? It sets a bad precedent signalling to everyone that you aren't serious about it.
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This is Metrolinx's last P3 ever anyway. Union Station Enhancement, GO Expansion, and Ontario Line vendors have all said they won't bid on that type of tender for Ontario transit projects. "Alliance" bids are the new thing (much more partnership oriented) and that has Metrolinx keeping much of the risk.
 
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AlvinofDiaspar said:
What's the point of P3 if you don't transfer the risk? It sets a bad precedent signalling to everyone that you aren't serious about it.

AoD
Click to expand...

You end up with an Ontario Line / RER situation where no one wants to bid.
(I do prefer that P3s are killed though. Never made sense to me that the gov would ask the private sector to borrow on higher rates then give them the profits instead of saving it)
 
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People will still be able to walk-in or walk-out of Eglinton Station for Line 1. Mount Pleasant is the closest station to it, so some people may do a "walking transfer", and not wait for a shuttle bus. Has anyone used airport around the world where the walk from the entrance to the gate is greater than the distance between Eglinton & Mt. Pleasant?
 
NoahB said:
You end up with an Ontario Line / RER situation where no one wants to bid.
(I do prefer that P3s are killed though. Never made sense to me that the gov to ask the private sector to borrow on higher rates then give them the profits instead of saving it)
Click to expand...

You have to wonder if it makes more sense to internalize the engineering expertise and do as much as possible (save actual construction) in house instead then.

AoD
 
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