Juan_Lennon416
Senior Member
He's the last person that would complain. As a businessman, he knows the benefits of the line and welcomes the minor delays.
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He's the last person that would complain. As a businessman, he knows the benefits of the line and welcomes the minor delays.
TheTigerMaster
Superstar
Some food for thought regarding stop spacing and speed of Crosstown West. The Transit City scheme, which would have had stops about every 670 meters, was expected to have a speed of 28 to 31 km/h. That's only 1 to 3 km/h slower than a hypothetical subway on the same corridor, and the exact speed or faster than the Yonge Line and Bloor-Danforth Line, both of whom have speeds of 28 to 29 km/h.
salsa
Senior Member
A new Metrolinx report provides five alternative options for Eglinton West extension.
http://www.metrolinx.com/en/docs/pd...oardMtg_RER_and_SmartTrack_Integration_EN.pdf
http://www.metrolinx.com/en/docs/pd...oardMtg_RER_and_SmartTrack_Integration_EN.pdf
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crs1026
Superstar
It's interesting that Metrolink is leading the evaluation of these alternatives, and not the City.
If ST was going to use the Weston line, one can see why ML would want to control the decisionmaking. But if it's not connected to a ML line, already part of the Smarttrack envelope, and the Province is only providing cash to ST and otherwise letting Tory lead it, their leadership is less necessary.
- Paul
If ST was going to use the Weston line, one can see why ML would want to control the decisionmaking. But if it's not connected to a ML line, already part of the Smarttrack envelope, and the Province is only providing cash to ST and otherwise letting Tory lead it, their leadership is less necessary.
- Paul
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Steve X
Senior Member
Where's the option for grade separated intersections and balanced stops (mix of options 2 and 4)?
No stops on Martin Grove, Islington, Royal York and Jane is not good. The 32 would need to keep running frequently during rush hour. What's with the Scarlett stop? That's John Tory's ST stop. That stop is not busier than Jane or Islington.
No stops on Martin Grove, Islington, Royal York and Jane is not good. The 32 would need to keep running frequently during rush hour. What's with the Scarlett stop? That's John Tory's ST stop. That stop is not busier than Jane or Islington.
Midtown Urbanist
Superstar
Scarlett stop would probably intercept the buses from Dixon, a rather dense area for Etobicoke. At least that is how I would re-route the bus network here after the Crosstown opens. That's my guess as to why the Scarlett stop is in all the various options.
crs1026
Superstar
Personally, I would argue for the stop profile of Option 2 and the grade separation/ROW profile of options 4-5.
- Paul
- Paul
Monarch Butterfly
Superstar
Scarlett is the closest stop to Rob Ford's house. No need for a stop in his neighbourhood, since he always drives. (Except for photo ops.)
Seriously, I have a preference for Option 1, followed by Option 2. However, Martin Grove & Eglington is one of the most traffic congested intersections in Toronto. That stop needs to be grade separated. Islington & Eglinton are in a depression, surrounded by small knolls, perfect for the LRT to pass overhead.
Seriously, I have a preference for Option 1, followed by Option 2. However, Martin Grove & Eglington is one of the most traffic congested intersections in Toronto. That stop needs to be grade separated. Islington & Eglinton are in a depression, surrounded by small knolls, perfect for the LRT to pass overhead.
Steve X
Senior Member
A lot of people ride on Dixon to Weston Rd. and Jane The 52A/B/D would not be routed down Scarlett Rd. It simply makes no sense. The LRT would have taken all the riders from the airport already. Rerouting the 52G to Mt. Dennis Station via Black Creek makes more sense. Alternatively they can also consider Jane or Weston Rd. to Mt. Dennis Station.
Hopkins123
Senior Member
Option 4 sounds like it's the best solution (grade separated at major intersections), with Option 2's stop spacing (basically Jane, Scarlett, Royal York, Islington, Kipling, Martin Grove, East Mall, Renforth Gateway, Carlingview and Pearson).
ShonTron
Moderator
I'd like to see some grade separation as well, at least where it gives a good bang for the buck. Calgary does this well in the outer sections of its LRT, particularly on the northeast-west line, which has a lot of median running.
Steve X
Senior Member
The northwest line run in the middle of a highway like Allen road but in a much more suburban environment. Worst design ever for attracting customers on foot. It's like the Mississauga Transitway at Dixie and along Eglinton. It explains why ridership is so low there.
The actual cost of grade separation isn't included in the Calgary NW lines which is why it's so cheap compared to their West line. I don't expect grade operation means making a station like Science Centre along every major intersection.
Monarch Butterfly
Superstar
There is plenty green space on the southwest corner of Martin Grove and Eglinton for the LRT to go under the intersection to a stop at that corner. It would reduce traffic congestion, which currently happens with the 32 Eglinton West buses.
And there would still be space available for the bicycle path and pedestrian trail on the south side of Eglinton, west of Martin Grove.
And there would still be space available for the bicycle path and pedestrian trail on the south side of Eglinton, west of Martin Grove.
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salsa
Senior Member
There are some really nasty intersections here, particularly Eglinton & Eglinton, and Willowridge Rd. They should be redesigned.
BurlOak
Senior Member
There are many questions that arise from this presentation
- How can all options say 3 stops at airport, even though Option 1 has an extra dot between Renforth Gateway and Pearson?
- The roads are almost perfectly spaced for 1km station spacing. Jane, Scarlet, Royal York, Islington, Kipling, Martin Grove, Renforth, Convair, Silver Dart, Pearson. Based on that, option 2 spacing seems to be the best. However, is a station really needed at East Mall or Rangoon - were the projections really that high for those stations/stops?
- They are willing to consider and underground line which would be about 12km long. The cost of option 1 is $1.3B, while Option 5B (underground) would be about $4.0B. Meanwhile, option 5A (elevated) would be about $1.8B to $2.0B. With Option 2 spacing, but elevated, the cost would be about $200M more (conservatively $50M per station and 4 extra required). For 10% more than the elevated option with reduced spacing, we could get a rapid line with ideal spacing. Why not consider it?
- How come 5 years ago Jane was viewed as being a major route requiring an LRT going from Steeles to Bloor, and now 60% of the options (3 of 5) do not even have a station/stop there?
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