Unlike streetcars, or even buses for that matter, crossovers could be used for short-turns, without employing loops. Branch operations or short turns could be employed where the ridership may warrant it.

hurontario-map.jpg

From link.

The following is a provisional list of locations where crossovers could be provided, giving a comprehensive range of opportunities for terminating journeys or services (from link on Preliminary System Operations Plan):
  • south of Wellington Street (Brampton)
  • Shoppers World
  • Derry Road
  • Matheson Blvd
  • north of Rathburn Road
  • south of Burnhamthorpe Road
  • Dundas Street
  • Port Credit GO (Port Credit)
Alternatively, the "downtown Mississauga" loop could also be used for "short turns".

1543088985914.png
 
BurlOak said:
I haven't looked at the numbers for quite a while, but I somehow have a feeling that Hurontario LRT ridership would be half of what Finch LRT might be.
Click to expand...

Would it? Hurontario LRT: trunk route for a large municipality with substantial % of transit usage, with no competing parallel routes, and directly connected to the city centre.

Finch LRT (current phase): short peripheral route that feeds into a suburban subway station. Essentially, an improved bus, on steels wheels, with higher capacity, and running in its own lanes.

If Finch LRT, under those conditions, is expected to carry 3,000 per hour per direction at peak, then how can Hurontario fail to reach at least 5,000?
 
asher__jo said:
Ridership for Hurontario LRT is projected to be 20,100 and Finch West LRT 2,800 (that is by 2031 per hour per direction).
Click to expand...

Thanks for the links. I kinda found the numbers sitting side-by-side confusing since they represent different things.

Hurontario 20,100 is AM peak ridership; total daily is 102,000.

Finch, extrapolating from the peak ridership (since I didn't see them in a quick scan of the document) would be around 11,000 AM peak (x4 of peak hour+direction) and 60,000/day (same ratio as Hurontario for peak-to-day). This is somewhere around 20% growth over today's bus ridership despite missing the Yonge<->Spadina section.


Hurontario has a lower peak point load (1600) but that's offset by much higher turnover; so largely short trips connecting bus routes.
 
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rbt said:
Thanks for the links. I kinda found the numbers sitting side-by-side confusing since they represent different things.

Hurontario 20,100 is AM peak ridership; total daily is 102,000.

Finch, extrapolating from the peak ridership (since I didn't see them in a quick scan of the document) would be around 11,000 AM peak (x4 of peak hour+direction) and 60,000/day (same ratio as Hurontario for peak-to-day). This is somewhere around 20% growth over today's bus ridership despite missing the Yonge<->Spadina section.


Hurontario has a lower peak point load (1600) but that's offset by much higher turnover; so largely short trips connecting bus routes.
Click to expand...

Yeah, not quite apples to apples comparison. Could not find ridership data about Finch West on Metrolinx website.
I'd say you're number crunching definitely is in the ballpark.
 
rbt said:
Hurontario has a lower peak point load (1600) but that's offset by much higher turnover; so largely short trips connecting bus routes.
Click to expand...
Isn't this exactly where BRT is preferable?
Those bus routes could share the BRT lanes to create fewer connections.
 
Talks about headway

""Many high density development projects are timed to be ready for the LRT arrival. As population and employment grow across the corridor, the Hurontario LRT will double the corridor's capacity to move people and significantly improve transit times. With trains servicing stops every 5 minutes during rush hour and every 6-8 minus during off-peak hours, the LRT will make it convenient for transit riders to get to their destinations easily.""
 
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