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DonValleyRainbow said:
Agreed that it has been public knowledge for a long time. But again, it has not been officially announced as going forward to construction. Just gotta wait for that del Duca presser.
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Um, ok, well, construction already technically started with the temporary relocation of the Kodak building, which is to serve as the GO ticketing hall.

It's officially happening. It's in the Project Agreement (PA), which is the contract between Metrolinx/Infrastructure Ontario and Crosslinx Transit Solutions, therefore it is funded, and detailed design is already well underway, likely nearing 90% by now, given the progress on the stations I'm actually involved with.

Del Duca's announcements are technically meaningless. They are 100% for show. Whether he made one, or he makes one for Mount Dennis GO is not relevant to the status of the project.
 
Zach6668 said:
Um, ok, well, construction already technically started with the temporary relocation of the Kodak building, which is to serve as the GO ticketing hall.

It's officially happening. It's in the Project Agreement (PA), which is the contract between Metrolinx/Infrastructure Ontario and Crosslinx Transit Solutions, therefore it is funded, and detailed design is already well underway, likely nearing 90% by now, given the progress on the stations I'm actually involved with.

Del Duca's announcements are technically meaningless. They are 100% for show. Whether he made one, or he makes one for Mount Dennis GO is not relevant to the status of the project.
Click to expand...

You guys are taking me way too seriously. I know it's 'happening.' I'm just saying a bunch a bureaucrats at the TTC were hesitant to put a GO symbol beside Mt Dennis on the map because del Duca didn't have a presser yet.
 
A heads up.

Keelesdale Station Traffic Reconfiguration - Thursday December 22, 2016 (overnight)

From link.

...As part of the continued traffic staging set up at Keele Street/Trethewey Drive and Eglinton Avenue West for support of excavation works for the Keelesdale Station traffic restrictions in this area is changing.

To support the temporary shoring and excavation works for the North side of the Keelesdale Station, crews will be shifting or flipping traffic to the south from the north along Eglinton Avenue West...
Click to expand...


keelesdale_traffic_reconfiguration.jpg


Hours of Work
  • The work will occur between 7:00 pm Thursday 22nd and 7:00 am FridayDecember 23rd2016.
  • Please note that work could be rescheduled due to weather conditions or unforeseen circumstances.
Traffic Details
  • Keele/Trethewey North and South of Eglinton will be reduced to 1 lane in either direction.
  • Southbound right turn from Trethewey onto Eglinton will be restricted.
  • A northbound right turn lane from Eglinton onto Trethewey and a southbound left turn lane from Trethewey onto Eglinton will be maintained via a dedicated lane.
  • During Stage 3 and 4, the Traffic along Eglinton will maintain 1 lane in each direction with the traffic shifting to the South from the North.
  • Left/right turns restricted at the intersection of Keele and Eglinton.
Yarrow Road
  • Please note that Yarrow Road at Eglinton Avenue West is now open.
Access to Green P Lot
  • The driveway on Eglinton Avenue West is now open.
Pedestrian Details
  • The pedestrian crossing on the east side of Keele Street/Trethewey Drive will be closed.
  • All other pedestrian walkways will remain open.
Click to expand...
 
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Roughly 194,000 people per day in 2031 for ththe Crosstown west and east.

45,000 people per day are expected to use Crosstown East - the same ridership as the Sheppard Subway

For the entire Crosstown, that adds up to 239,000 people per day in 2031.
 
Reecemartin said:
I'd be curious to know what is the expected daily ridership of the crosstown? Both Toronto Subway lines have alot of off peak ridership, is the same expected here?
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It is fascinating a bit to compare the Crosstown to the Relief Line.

The Relief Line (lets say the Long route to Sheppard) has peak hour ridership that is comparable to the Bloor-Danforth line, but it's daily ridership is substantially less than Bloor-Danforth, lower than even that of the Crosstown..

The Crosstown meanwhile has lower peak hour ridership than either line, but it's daily ridership is very big, especially compared to that of the Relief Line.

This would indicate that the Crosstown will be actively used throughout the day while the Relief Line will have a largely peak-hour ridership demand. (Although, trip patterns might change should the Relief Line open, disproving this peak-hour notion entirely for all we know.)
 
WislaHD said:
It is fascinating a bit to compare the Crosstown to the Relief Line.

The Relief Line (lets say the Long route to Sheppard) has peak hour ridership that is comparable to the Bloor-Danforth line, but it's daily ridership is substantially less than Bloor-Danforth, lower than even that of the Crosstown..

The Crosstown meanwhile has lower peak hour ridership than either line, but it's daily ridership is very big, especially compared to that of the Relief Line.

This would indicate that the Crosstown will be actively used throughout the day while the Relief Line will have a largely peak-hour ridership demand. (Although, trip patterns might change should the Relief Line open, disproving this peak-hour notion entirely for all we know.)
Click to expand...

That would be one reason. The other is the distribution of demand. On the Relief line, the vast majority of riders will use the busiest section feeding into downtown, and contribute to the peak demand.

But on the Crosstown, the travel patterns will be much more diverse. Some riders will take it to the Eglinton/Yonge station, some to Eglinton West, others will go to Kennedy, and yet another group will take it to the Mt Dennis station if the RER / SmartTrack service is worth taking. Furthermore, some of the riders will not transfer to any subway or RER, but will just travel along Eglinton.

Riders that do not use the busiest section of the line, or ride that section in the counter-peak direction, do not affect the peak ridership at all.

But, they still count towards the daily ridership.
 
Just curious I don't know if this has been asked anywhere but will the crosstown be operated like the subway system and be closed for a few hours in the erly morning or will it be all day service like the streetcar network is?
 
Reecemartin said:
It should be interesting to see what happens when the capacity here is exceeded as they will likely have to find a built solution with ATO already coming from day 1.
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Any riders whose origins or destinations are not on Eglinton can ultimately be rerouted off of the Crosstown. All downtown bound passengers, for instance, should eventually be getting intercepted by all the GO lines or the DRL, relieving pressure on the central Eglinton section.

It's going to be a very long time before ridership, where origins and destinations are both on Eglinton, exceeds the capacity of ATO 3-car LRVs.
 
WislaHD said:
It is fascinating a bit to compare the Crosstown to the Relief Line.

The Relief Line (lets say the Long route to Sheppard) has peak hour ridership that is comparable to the Bloor-Danforth line, but it's daily ridership is substantially less than Bloor-Danforth, lower than even that of the Crosstown..

The Crosstown meanwhile has lower peak hour ridership than either line, but it's daily ridership is very big, especially compared to that of the Relief Line.

This would indicate that the Crosstown will be actively used throughout the day while the Relief Line will have a largely peak-hour ridership demand. (Although, trip patterns might change should the Relief Line open, disproving this peak-hour notion entirely for all we know.)
Click to expand...
Is there anywhere that shows daily ridership for the long version of the RL going to Sheppard? I've only ever seen peak hour ridership, which is a virtual three way tie between the RL and Lines 1 and 2. My gut feeling is that the RL will have higher ridership than the projections show, but it'll be a long, long time before I'm proven right or wrong on that.

Reecemartin said:
I'm not really in a position to argue as I'm somewhat ill-informed however the Canada Line in Vancouver has a similar capacity to ECLRT using ATO and less than ten years after it's opening they've had to remove seats just to increase capacity. Predictions have been consistently exceeded and the amount of new development on the route has been incredible. I'm not sure about Eglinton but, if the line draws some significant development capacity could be an issue sooner than we predict.
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The difference is that while the Canada Line is a primary line feeding into downtown, Eglinton isn't and people going downtown will be transferring at multiple spots. Eglinton has lots of "relief valves" where people will be getting off: Line 1 (twice), Line 2, the DRL, and three different RER lines. It's a very different beast from the Canada Line.
 
MisterF said:
Is there anywhere that shows daily ridership for the long version of the RL going to Sheppard? I've only ever seen peak hour ridership, which is a virtual three way tie between the RL and Lines 1 and 2. My gut feeling is that the RL will have higher ridership than the projections show, but it'll be a long, long time before I'm proven right or wrong on that.
Click to expand...
We've gotten numbers for yearly ridership. I extrapolated from there, as you are correct, we never received daily ridership figures.

I am just forgetting from where we learned that.
 
Allandale25 said:
I can't remember if there is a separate thread for this but the Etobicoke Centre MPP just posted about his "advocacy" work on the Eglinton West LRT and the changes he's pushed for.
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"2. Grade separations (tunnels/bridges)

Success! Since I found out about the project and its potential impact on our community, I have been advocating for the LRT to be tunneled underneath Eglinton, from Scarlett all the way to Martin Grove.

Originally, no grade separations were being considered. My advocacy has been instrumental in convincing planners to study grade separations at all five major intersections on Eglinton:

  • Martin Grove
  • Kipling
  • Islington
  • Royal York
  • Scarlett
Given that the city has agreed to take the lead on the Eglinton West LRT project, I will continue to advocate for a plan that will have the smallest impact possible on traffic in Etobicoke."

Yay! The Eglinton West "Subway" is finally on the verge of existence. 25 years late, but better than never. The only thing I fault this MPP for is the continued advocacy of midblock stops. How would that even work in a grade-separated scenario? Give up on that, and add back in a grade-separated East Mall station (which could be elevated given the topography in that area). Then perfection.

Now where's the East End's grade-separation champion? Don Mills to UTSC needs to be grade-separated too.
 
Fact Check: It was a motion by Councillor John Campbell at Toronto City Council that directed staff to investigate the grade separations further.

I wonder how his advocacy for tunnelling the whole way from Scarlett to Martin Grove, with a greater number of stations, fits with the funding envelope he claims to have obtained.

In fairness, he has come out to the public meetings and has accepted the project and carried forward a lot of feedback. I'm grateful that he is willing to push back against some of the ugly bits that ML and the City have tried to push under the rug (like the traffic issues).

I just wish that the Wynne crowd would restrain the puffery - and demonstrate more appreciation of the actual issues and tradeoffs.

- Paul
 
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