[diminutive]

On the map, you drew circles with roughly 600 metre radii around each station, no? Look at the points at which one circle from one station intersects the next circle. The distance from that point to the nearest station entrance, despite being 600 metres in a straight line, is 800 metres or more once one takes into account the actual route that one is capable of walking.

The difference isn't that great. In most cases, if you measure by hand, the distance ends up being 700meters. The only case where distances seem to exceed 800m is at Roselawn and Locksley.

What difference does it make? The marginal difference between all of these values is a few dozen single family detached homes. All of the businesses, and any future development, along Eglinton itself would be covered; the difference is a few marginal homes.

Once you include surface routes, the coverage gap shrinks even more. For someone coming from Oakwood Village for instance, why even bother walking to Oakwood Station? It would be quicker to take the 63 to Eglinton West.

So, you are suggesting then that Oakwood and Dufferin have no businesses on them near Eglinton then?

You want more proof? Watch how many people walk north and south on Dufferin from Eglinton in the morning or afternoon, and not to the Dufferin Bus stops.

I don't think I ever criticized the existence of a Dufferin stop...

Eglinton West is only expected to see 1,100 peak hour walk-ins because it is located between a highway and a park.

Okay, that's a slight exaggeration - but it doesn't change the fact that it isn't the easiest station to get to, and that the current built form and zoning won't change that. Oakwood will be located in an area where there are existing businesses and residences within metres of the proposed station entrances.

It's also a much more useful and attractive station than Oakwood since there's a direct ride downtown...

Why'd you ignore the Yonge and Eg results? That station has far more density than anywhere else on the line but still hardly generates huge walk-in volumes.

I think you are taking me too literally. By the central portion of the Bloor-Danforth Line, I was referring to the portion between Jane and Main Street - which is very similar in character to that part of the Eglinton Line.

Ok, that's fine, but once you take away feeder routes, you end up with low ridership stations like Christie or Chester High Park.

I'm pretty sure all of these areas are actually denser than Oakwood/Eglinton (more semis, basement units ect..), but in any case it proves my point that Oakwood (or Chaplin ect...) will be very low ridership.

 

[Monarch Butterfly]

I originally read that the trains on the Eglinton Crosstown would run 10 min apart which I was shocked to hear because I suspect most people are thinking subway timing of lets say 4 minutes during rush hour (its not the Yonge line after all)

According to the EA, they would be using the same 5± minute headway as the heavy rail subway. Even closer headways during the rush hour. If this was U.S., it would be 10± minute headways.

Meanwhile, they posted some information on the sewer repair on Eglinton at Oakwood, at this link.

What: Crews will be repairing a small section of City of Toronto sewer adjacent to the sidewalk on Eglinton Ave, west of Oakwood Ave for several weeks.

Where: The work zone will extend approximately west of Oakwood Ave to approximately Times Rd. The current construction zone on the south side of Eglinton Avenue West will remain for the on –going headwall construction. Barriers will be used to separate the work zone from the traffic.

When: Starting as early as March 17th, 2014, crews will begin setting up the area for repairs of the sewer. The work zone currently on the west side of Oakwood Avenue will expand and fencing will be placed on the sidewalk to encompass and allow for work on the sewer from the south west corner at Eglinton and Oakwood Ave to approximately 1631 Eglinton Ave for several weeks. Crews will continue to occupy the roadway for this repair as well.

Traffic Details

During these repairs, the work zone will allow for pedestrians along the south sidewalk of the Eglinton Ave. On occasion, temporary closures of the sidewalk may be needed at which time a flagman will redirect pedestrians. Access from Eglinton Avenue into the Toronto Green Parking lot at 1607 Eglinton Ave and The HUB parking lot will be prohibited and vehicles will need to enter from Lanark Ave.

Lanark Avenue between the entrance of Toronto Green Parking lot and Oakwood Avenue will continue to temporarily allow two-way traffic for easy access in and out of the parking lots.

Traffic on Eglinton Avenue will remain as one lane in each direction near at Oakwood Avenue. Please take care when travelling near construction areas. Pedestrian walkways will remain open but may be closed temporarily for short intervals. Every effort will be made to maintain front door entrances of businesses and residents. Please watch for additional signs directing pedestrians.

Work Hours

The hours of work as permitted by the by-law for this contract are between 7 a.m. and 11 p.m., 7 days a week, when required. The contractor will not always work during the extended hours, but may do so at its discretion.

- See more at: http://www.thecrosstown.ca/news-med...r-on-eglinton-at-oakwood#sthash.bKwhDPlh.dpuf

 

[nfitz]

lol... there's no way they're spending billions of dollars building a tunnel & track, buying the vehicles, and only running a vehicle every 10 minutes. Especially given the ridership expected.

Off-peak? Why not ... there are subway lines in other cities run only once every 10 minutes ... or even once every 20 minutes off-peak.

However I thought I read somewhere that they were planning to run at no worse than every 6 minutes (can't find reference). The current frequency off-peak is 5.5 minutes on the Shepherd line and 6.75 minutes on the SRT.

 

[ehlow]

Off-peak? Why not ... there are subway lines in other cities run only once every 10 minutes ... or even once every 20 minutes off-peak.

However I thought I read somewhere that they were planning to run at no worse than every 6 minutes (can't find reference). The current frequency off-peak is 5.5 minutes on the Shepherd line and 6.75 minutes on the SRT.

Yeah but we have different standards in Toronto. To me this is one of the key parts of my definition of rapid transit. 8 minutes or less off-peak is fine. If it's on the rapid transit map, which it will be, then it should have similar if not the same frequencies as subways.

 

[TheTigerMaster]

Today I bet a lot of stations along Bloor/Danforth would not be built due to cost.

I don't think so. The ECLRT has approximate equal stop spacing to BD. The Relief Line will likely be the same.

 

[innsertnamehere]

along the king street corridor portion the DRL should be the same. as it cuts up to bloor however I feel longer stop spacing is needed or else the DRL will have no time advantage..

 

[Johnny Au]

Joe Mihevc told me that the Crosstown has a 6-minute frequency.

 

[ehlow]

I drove by the east launch site near Leslie, and noticed that nothing visible has happened

 

[innsertnamehere]

doesn't seem right.. is that for the surface portion? because if its for the underground portion than the surface will be seeing 12 minute frequency, which is starting to get a bit high. (though mind you the Spadina extension will see 9 minute frequency as well)

 

[ehlow]

doesn't seem right.. is that for the surface portion? because if its for the underground portion than the surface will be seeing 12 minute frequency, which is starting to get a bit high. (though mind you the Spadina extension will see 9 minute frequency as well)

Spadina ext at 9 min freq? Off peak I'm assuming?

 

[howl]

doesn't seem right.. is that for the surface portion? because if its for the underground portion than the surface will be seeing 12 minute frequency, which is starting to get a bit high. (though mind you the Spadina extension will see 9 minute frequency as well)

I'm pretty sure anyone saying the frequency is going to be any defined number at this point is talking out of their ass. The frequency will be what the frequency needs to be so more people efficiently in 2020. Until 2020 no one knows exactly what that will be. Even after they open the line they will probably spend a few months adjusting the schedule to optimize system and its interaction with all the adjoining routes.

 

[Palma]

doesn't seem right.. is that for the surface portion? because if its for the underground portion than the surface will be seeing 12 minute frequency, which is starting to get a bit high. (though mind you the Spadina extension will see 9 minute frequency as well)

How can they run say 6 min underground (which seems too long) and then 12 min above ground? I am assuming trains will turn around at the last underground stop in both direction (weston in the west and Laird in the east) for this too happen.

The other question is (not sure if I already asked this) but will the underground portion open before the above ground), or by the time they build all the stations, I suppose the above ground portion will be finished at time too

 

[innsertnamehere]

only 1/2 of trains will go past Laird. Therefor, the frequency on the portion of the LRT east of Laird will be at 1/2 the frequency west of it.


As for Spadina, that is peak. Only 1 out of every 4 trains departing from Union will make it to Vaughan. At 135 second frequencies on the busiest portion of the line, that means every 9 minutes for the extension. It will start to drop significantly once the new ATC is implemented as every second taken off of the frequency on yonge is 4 seconds taken off of the frequency of Spadina, but still. Even at 105 seconds the frequency will be 7 minutes.

Thinking about it further that may be a correct frequency given the projected initial ridership. if opening day will see 5,600 PPHD but the line is capable of 20,000 PPHD, I would think that frequency would be roughly 1/4 of the maximum frequency. (90 seconds) Personally I think this line will blow projections out of the water and be a huge success (same with Spadina, especially if VIVA ups its bus frequencies like they are planning), but if they are planning on initial projections 6 minutes makes sense.

 

[edmundoconnor]

If the line is a huge success, no time should be wasted in planning phase 2 to Pearson. Hopefully the province will have finally recognized by then that getting to the airport is important not just for the high-flyers on the UPX.

 

[BurlOak]

only 1/2 of trains will go past Laird. Therefor, the frequency on the portion of the LRT east of Laird will be at 1/2 the frequency west of it.


As for Spadina, that is peak. Only 1 out of every 4 trains departing from Union will make it to Vaughan. At 135 second frequencies on the busiest portion of the line, that means every 9 minutes for the extension. It will start to drop significantly once the new ATC is implemented as every second taken off of the frequency on yonge is 4 seconds taken off of the frequency of Spadina, but still. Even at 105 seconds the frequency will be 7 minutes.

Thinking about it further that may be a correct frequency given the projected initial ridership. if opening day will see 5,600 PPHD but the line is capable of 20,000 PPHD, I would think that frequency would be roughly 1/4 of the maximum frequency. (90 seconds) Personally I think this line will blow projections out of the water and be a huge success (same with Spadina, especially if VIVA ups its bus frequencies like they are planning), but if they are planning on initial projections 6 minutes makes sense.

Only 1 in 4 train making it to Union - that is insane. Who in their right mind would build a fully underground subway extension when it only gets 1/4 of the service. I can maybe accept 1/2 the trains making it to Vaughan in peak and every train in off-peak.

Similarly for Eglinton - I would think it would make the most sense to have only 1/2 the trains run beyond (east of) Brentcliffe at the peak, but that all trains would in the off-peak.