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ZEBuilder said:
You are missing the simple point that KWs LRT would not have been built if it cost more and we'd be in the same situation London, Hamilton, Mississauga and Brampton all find themselves. The idea of grade separation was not ignored it was fundamentally never going to happen. There was barely the political will to build what we have, Cambridge would've been built but Doug Craig was adamant on not wanting it, even then KW still had to spend 300 million dollars to build it entirely from taxes on the residents. If KW needed to fund their LRT where's Mississauga funding there's? Or heaven forbid Toronto funding there's? The reality is grade separation was entirely out of the picture as KW did not have the money nor the political ability, you're off in fantasy land if you think that would ever be feasible without funds coming entirely from the province and feds (which it didn't and wouldn't).
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Am I wrong here? Did I not literally say that Ion shouldn’t be used as a case of “good implementation” of car interaction? Am I just imagining that? Or does cheapinh out on something automatically make “poor implementation” into good?


ZEBuilder said:
Now throw all the ION volumes onto those routes which are already skipping stops?
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What’s the point of this?

Throw all TTC streetcar riders onto buses and they’ll be even more crowded. Does that negate the TTCs near side stops, the broken switches, the lack of level boarding?

More ≠ better.

ZEBuilder said:
Most of the accidents happen at signalized intersections, where drivers blatantly ignore the existing signals and signage. It is not inherently bad design, the reality is grade seperation and there wouldn't be an LRT. Now we have what we do but drivers are just complete idiots and ignore the signs and signals in place.
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And concrete bollards would break the bank?

ZEBuilder said:
So right there that's 43 of the 65 or so crashes at signalized intersections and I didn't even look at every single crash.
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And? Traffic enforcement cameras generally end up paying for themselves over the course of months and would end up generating income for the (apparently economically destitute) Region. That’s on top of dissuading further activity.
 
^We need to resist an overreaction - if we were obsessed by worry that there might be a traffic accident, we would never have built a road, or an LRT, anywhere.

The more dispassionate way of looking at this is to say, is the LRT well designed to minimise risk, not to expect proof that it is risk free. It should be at least as safe as our prevailing standards for road safety.... keeping in mind that yes we are trying to raise the bar. If the LRT is a setback for Vision Zero, we need to find ways to correct that.

There is likely lots of room to look at the LRT and find things that could reduce risk. Is the design materially different than St Clair, Spadina, or the Queensway? I suspect that in some ways it may be. It deserves thought, but keep in mind the risk and the potential for error is likely never going to be zero.

- Paul
 
The digital displays at stations have been saying every 6-7 min off peak (obviously those are all test displays though). Walked the surface section Sunday and there was lots of bunching (every 2-10 min).

Every 5-6 is about as low as frequencies should get imo
 
cplchanb said:
What were the SRT frequencies?
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In 1987, peak service is 2'40" in peak (2 car trains), 4' daytime, 6' evenings and Sunday
By 1988, they moved to 4 car trains operating either 4' or 6'.
In the closing months in 2023, peak was 5' and 6'45' off peak

Line 4 operated with 7'20" with 3 trains during the pandemic till recently.
 
Worrying about what the frequency of the line is the least of our concerns, we should be more concerned whether the line will open this year or even before the end of this decade... At this rate they will open EG LRT and EGW LRT at the same time.
 
Steve X said:
In 1987, peak service is 2'40" in peak (2 car trains), 4' daytime, 6' evenings and Sunday
By 1988, they moved to 4 car trains operating either 4' or 6'.
In the closing months in 2023, peak was 5' and 6'45' off peak

Line 4 operated with 7'20" with 3 trains during the pandemic till recently.
Click to expand...
SRT did not run on street level.
For ELRT, I don't see how less than 6' is possible, even in peak. Based on dwell time in stations, traffic lights and a realistic estimate of speed between stations.
I will be happy if I am wrong.
 
toronto647 said:
Worrying about what the frequency of the line is the least of our concerns, we should be more concerned whether the line will open this year or even before the end of this decade... At this rate they will open EG LRT and EGW LRT at the same time.
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Not to mention, as far as I’ve heard and seen, they have yet to operate the line with in-service frequencies along with the planned in-service number of vehicles. Not consistently anyways.
 
Steve X said:
In 1987, peak service is 2'40" in peak (2 car trains), 4' daytime, 6' evenings and Sunday
By 1988, they moved to 4 car trains operating either 4' or 6'.
In the closing months in 2023, peak was 5' and 6'45' off peak

Line 4 operated with 7'20" with 3 trains during the pandemic till recently.
Click to expand...
So this is more or less SRT frequencies which is fine for now. I've been riding the 34 for a while both from eglinton and from kennedy during mornong rush and even their frequencies aren't exactly a deal breaker. I wouldn't be too worried about 6-10min headways at this time
 
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