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Amare said:
Residents in the area didnt bother to complain about the lands being sold off, but the minute transit is being discussed they line up and whine about problems that never manifest. I can almost guarantee everyone here that this portion of the Crosstown will be some half baked LRT by the time it's constructed due to the stupidity from all sides.
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Residents didn't know this sale was happening, let alone what its impact was. City officials claimed at the time that the amount of land being retained would meet LRT needs. RoFo probably didn't care whether this was really true, as if it wasn't the LRT would be forced underground which is where Ford Nation believed transit belongs.

The squandering of a corridor which had been carefully safeguarded for over 40 years was a real betrayal. Sadly, it happened while everyone in the media was distracted with crack videos and football games.... a very calculated bit of sneakiness that only benefitted the developers involved. The added cost to the city when the LRT is built in the remaining narrow corridor will eat up any revenue from the land sale.

- Paul
 
I think above ground between west of Weston Rd and Scarlett Road makes a lot of sense, it's parkland and there's ample room, it would also mitigate changes in grade and facilitate crossing the Humber river. Then go underground west of Scarlett Road and emerge just west of Royal York and be at-grade until Islington and then I have no clue what to do other than elevate or underground to avoid being put in the middle of the road.
 
I think elevated from weston to Scarlett makes sense as well but surface might not be perfect but with so few lights should be okay the rest of the way...

People are going to judge me for not listening to people's wants but if we concede to much here then the other lrt areas will demand the same adjustment increasing costs and slowing down the construction. this was my biggest fear of flip flopping to the SSE plan. Everyone has different wants, if we listen to all of them we will never build anything
 
sixrings said:
I think elevated from weston to Scarlett makes sense as well but surface might not be perfect but with so few lights should be okay the rest of the way...

People are going to judge me for not listening to people's wants but if we concede to much here then the other lrt areas will demand the same adjustment increasing costs and slowing down the construction. this was my biggest fear of flip flopping to the SSE plan. Everyone has different wants, if we listen to all of them we will never build anything
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Well, the issue is exactly what @Amare pointed out.... how much do we want to dilute the effectiveness of LRT by accepting tradeoffs in design in the interest of economy. The traffic studies established (to no one's surprise, sine it can be observed by the lay person today) that a high volume of cars make left turns from Eglinton to a number of side and major streets along Eglinton West. If you design a center median LRT that has to share left turn lanes with all these cars, the delays at all these intersections will be material. The solution proposed - built U-turn lanes so that left turns become right turns - you really don't solve this because the U turn lane still crosses the LRT row and LRT vehicles (as well as cars) still encounter red lights en route. No amount of transit priority signalling really corrects this.

The residents may have a different agenda - they mainly don't want cars waiting longer at red lights waiting for lrt trains to move away - but this is a case where a bad solution for the car is also a bad solution for the LRT.

I recently spent a week in LA and rode the Gold Line daily. It is a shining example of how LRT works best when it is built to a subway velocity. There is one short segment in South Pasadena where the road signalling overrides the LRT priority. Even a short delay is annoying and burns seconds. If we are going to sell LRT in Toronto, it has to equal this performance.

- Paul
 
TheTigerMaster said:
Has it really been since June 2016 since we last had an update? Is anyone even working on this project anymore? :eek:
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East Mall Station looks like a joke.
As I recall the 2016 study, They didn't study the fully grade separated option, with only main street stops. But all indications were that it was best.
They looked at many stops (10+), and it was found to be slow.
They looked at too few stops (3?) with separation and it was better.
They did not look at what was the obvious optimum.
As I recall, elevated on the North side would work, and switch to South between Islington and Kipling. I don't know the exact elevation of the main hydro lines just West of Martin Grove - hopefully you can go under these.
 
BurlOak said:
East Mall Station looks like a joke.
As I recall the 2016 study, They didn't study the fully grade separated option, with only main street stops. But all indications were that it was best.
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1/4 of the stations on the proposed western extension are a joke and will never be warranted, not even 25 years from now. Chief among them are: East Mall, Wincott, and Widdicombe Hill.
 
Amare said:
1/4 of the stations on the proposed western extension are a joke and will never be warranted, not even 25 years from now. Chief among them are: East Mall, Wincott, and Widdicombe Hill.
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True - but I was referring to the map referenced by W.K.Lis. It was some sort of more rapid proposal, with East Mall (which will still be served by a bus) the only 1 of the stations kept among those you listed.
The problem is, if it is not grade-separated, it is too easy for a few loud locals to demand, and get, a stop.
 
i think crosstown west should be built more as a rapid transit line, i assume most of the people travelling that far west are either destined to the airport, corporate centre or are getting off somewhere they can transfer to the bus (kipling, islington, etc.), i dont think there are really many destinations directly located on eglinton west like there are on finch and other parts of eglinton. so this is different than finch west lrt for example, which is basically an enhanced surface route with better capacity, speed and reliablity not really designed for long trips, line 5 when complete will cross the whole city so i think there should only be frequent stopping where it is really justified, other than that it should be designed for speed, especially in the west where there is little to no density or redevelopment potential. with that said i dont think tunneling is the best solution, i think a surface lrt is fine and a few grade separations would be even better
 
eglintonlrtoptions.jpg

From link. Which is why we are twiddling our thumbs waiting.
 
adrianaliu said:
i think crosstown west should be built more as a rapid transit line, i assume most of the people travelling that far west are either destined to the airport, corporate centre or are getting off somewhere they can transfer to the bus (kipling, islington, etc.), i dont think there are really many destinations directly located on eglinton west like there are on finch and other parts of eglinton. so this is different than finch west lrt for example, which is basically an enhanced surface route with better capacity, speed and reliablity not really designed for long trips, line 5 when complete will cross the whole city so i think there should only be frequent stopping where it is really justified, other than that it should be designed for speed, especially in the west where there is little to no density or redevelopment potential. with that said i dont think tunneling is the best solution, i think a surface lrt is fine and a few grade separations would be even better
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If a politician says "tunneled", they could mean using TBM to minimize disruption in the mid-block areas, and maximize disruption at the intersections with stations. But it could also mean cut-and-cover. The trouble is - that the politician doesn't even know what they want, but the transit planners try to guess their intentions and propose many ridiculous ideas.
 
Considering the 3 km gap between Martin Grove and Commerce Blvd (Renforth Stn), it's not that unreasonable to include a station at the The East Mall, especially if it's designed to have a grade-separated connection to the other side of the 427 for Rangoon area users.
 
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