The straight lines come in the form of the actual N-S arterials used to connect the two points. Those living far-between intersections and unable to easily connect to the F.H.C. can still utilize the 36 bus. F.H.C. BRT seeks in no way to eliminate the local service along Finch proper, but rather to provide long-distance commuters with a faster alternative. Locals can opt to laywait the 36 bus or figure out that a short walk north can save them 10 minutes travel time, even after factoring in the walking time.
The length of Hydro corridor parallel to Finch West is 9 km (from Yonge to half-way between Jane and Weston). Using your own numbers for speed (22 kph for LRT, 35 kph for busway), LRT trip would take 25.5 min, busway trip 15.5 min - difference is 10 min.
For locals that use less than the full 9 km, the difference will, obviously, be less than 10 min - and likely be overweight by the longer walk.
Local routes can complete part of their journey via a bus-only guideway that's not impeded by mitigating traffic and signals.
True; but there aren't many local routes in that area (west of Yonge) that would benefit from that particular busway. Most of routes will connect to the two subway lines.
Says who? People really ought to do their own research on BRT before challenging my position. BRT stations can be as state of the art as any metro station. But don't take my word for it. Watch and weep at what average Torontonians will miss out on because our leaders and their followers lack vision.
Potentially, BRT stations can be quite elaborate - like in Ottawa, or even better than that.
But in Ottawa, the busway is the backbone of transit. Who will bother to build such stations in the hydro corridor along Finch West, with little local density around, and limited transfer activity (since most of transfers will occur at subway stations).
It is a common misperception that a light rail system would attract more riders than BRT. The concept of bus rapid transit is not well understood in North America, as there are only a few systems currently in operation. In reality, BRT would be designed more like a light rail than a standard bus system, with features like dedicated lanes, signal priority, pre-pay boarding, elevated station platforms, and efficient and comfortable vehicles that make it much more efficient and appealing than a traditional bus service. BRT would also offer travel times that are competitive with light rail. With a well-designed, well-operated, and well-advertised BRT in place, there is good reason to believe that many people would use and appreciate the system.
LRT runs smoother, is easier to design for higher capacity, and is less dependent on oil prices. BRT is cheaper, and more flexible. Beyond that, there is no much difference: the speed of either mode will depend on implementation.
80 minutes on the FWLRT just to get part of the way across is transwack.
There is no way a trip on Finch
West LRT will take 80 min, the street is not long enough for that. Length 16 km, speed 22 kph: travel time 44 min.
After F.H.C. BRT provided by GO, 407 Transitway, Jane BRT, TYSSE, Georgetown/Bolton GO frequent service, Eglinton subway and dedicated busways down the 4/27 suddenly the 42,600 that rely on Finch West alone will have a lot more options ar their disposal. That, to me anyway, signals a drop-off in overall demand not an increase.
Finch West + TYSSE will still be the fastest route to downtown, York U, and other places of interest for many residents.
Eglinton subway and Georgetown GO are relevant, but located further apart. Jane BRT and 4/27 BRT (if ever) go other way; 407 Transitway is far from the area; Bolton GO frequent service is not even in agenda, they are still talking about limited commuter service.
Short-distance E-W travel is a small niche in contrast to successfully crossing from Malvern to Rexdale in one hour.
On the contrary: Finch West bus route handles a lot of short trips, otherwise it would never be able to handle its 42,000+ passengers per day.
How many people travel between Malvern and Rexdale? and those few who do, probably prefer cars anyway.
If you want a concise, well-defined scope, think of F.H.C. busway corridor as a grand trunk line, capable of giving several transit services (MT, BT, GO, YRT, DT, TTC) the oppurtunity of operating both local and express routes more efficiency with less layover, stalling and other issues associated with running through mixed traffic.
F.H.C. busway corridor would be relevant for TTC, and to some extent MT and GO (Mississauga / West to York U and North York).
YRT will not be interested in the western section (routes will connect to subway lines), but might be interested in the eastern section - which is not prevented by FWLRT.
BT would use 407 Transitway. DT is way too far from the corridor, even its eastern section.
Running two parallel rapid transit lines capable of targeting all of the same nodes within 3 minutes/300 metres distance of eachother is beyond ridiculous.
Why not, if they serve different markets, and run in parallel for only a few km?
F.H.C. route, if materializes at all, is more suitable for long-haul connections - then build it that way, and do not necessarily follow Finch (or F.H.C.) Crosstown pattern.
Just one option: from the Airport / Mississauga border, run it express through the diagonal section of Hydro Corridor (stopping at Etobicoke North Stn only). Enter Finch near Signet, serve the Jane / Finch cluster on-street, then go up Jane and turn to the Hydro Corridor again. Run express there, stopping at major intersections only: Keele / Finch West Stn, Dufferin, Bathurst, Yonge, Bayview, Leslie, Don Mills, Seneca College, Vic Park, Warden. With such design, grade separation with local roads is not mandatory: if the bus does not have to stop for passengers, effective transit signals are easier to implement. (But grade separation with Newmarket and RH subs will be needed.) At Warden, turn north (bus lanes are planned there anyway) and connect to downtown Markham and Enterprise area.
Finch West still benefits from LRT. Buses from Malvern and the eastern part of Finch East can join the busway; but if Sheppard subway is extended, they can connect to it instead of the busway.
