Well at this point we certain to accept a number of compromises. I'd be interested in a CBA between ideally placed deep stations and these alternative scenarios - ie. how much track length does the reallocated CAPEX buy? How much frequency does reallocated OPEX buy (say the delta between maintaining a deep tunnel+station and a shallow one)?
On the transfer balance issue I have a few questions:
1. How much changing ridership patterns change things?
2. How much does the reverse flow offset things (red/blue riders going to green)?
3. Would personal behaviour decisions be enough to mitigate it? Similar to induced demand with roads...if you get burned twice by overloaded trains, most people would seek out some of the following:
a. leave earlier/later
b. choose a different boarding point
c. use transit less/stop being a transit customer* (a situation we know currently exists on Centre St - I'd venture we currently lose more prospective customers there than we could on this issue)
You mention the 90s...was that from a broader LRT planning study? My sense from SE specific reports is that the DT alignment was never really prescribed, but the assumption was that it would probably enter 7th or 8th Ave from the east...until the 2004-6 reports where they realized that wasn't feasible if North via Nose Creek did the same thing (which would also present this same geometry challenge; I don't think they ever really mention the transfer issue as much as overall 7th ave capacity). I'm sure it's been considered a lot, but I'm skeptical that it's an overriding objective