Fresh Start
Banned
Post #1208 right beneath my Youtube dissertations on Page 81, the one where Matt condescendingly and ignorantly likens my "speech" on the benefits of Bus Rapid Transit to grandstanding made by the POTUS in the movie Independence Day. I don't really care whether he mocks me, but to slander a whole technology is irreprehensible just because some North Americans are either too proud to consider buses a higher mode of transport or are too cheap to invest in ways to make them run more efficiently (lets face it, NA attempts to make busways are pishpoor at best outside of a few noted exceptions like Ottawa) or are too ignorant to the realities of the times that the city/province is in a state of bankruptcy yet they feel they are entitled to whatever measly pork the feds will begrudingly throw at our way when the money could be put towards better public use.
If all Transit City intends to do is dump even greater volumes of commuter traffic upon the subway system, then at least make the lines fully crosstown (Finch), directly connect up major trip-generators (Sheppard), extend the level of grade-separation (Eglinton) and eliminate a transfer when there's high enough forecasted rideship growth for through-service operation (SRT to B-D expansion). The answer for problems A and partly B is more suited to BRT busway due to buses greater mobility, manuverability and cheaper ROW construction per mileage. Grade-separated LRT ROWs can cost in the same or even more expensive levels as metro subways and the possibility to interline trips between downtown Toronto and the ACC/Pearson via Eglinton would be lost if the modes are incompatible; so naturally problems B in part, C and D are more suited to metro subways. Only Jane and Don Mills extending northwards from the end of the DRL theoretically could work as LRT, but those are not high prioriy lines as yet. I don't know how far $12 billion can stretch with the TTC at the helm of designing and building the ROWs, but if even 3 subway expansion projects and one complete crosstown busway were completed out of that, then we can really say that the city is heading in the right direction.
If all Transit City intends to do is dump even greater volumes of commuter traffic upon the subway system, then at least make the lines fully crosstown (Finch), directly connect up major trip-generators (Sheppard), extend the level of grade-separation (Eglinton) and eliminate a transfer when there's high enough forecasted rideship growth for through-service operation (SRT to B-D expansion). The answer for problems A and partly B is more suited to BRT busway due to buses greater mobility, manuverability and cheaper ROW construction per mileage. Grade-separated LRT ROWs can cost in the same or even more expensive levels as metro subways and the possibility to interline trips between downtown Toronto and the ACC/Pearson via Eglinton would be lost if the modes are incompatible; so naturally problems B in part, C and D are more suited to metro subways. Only Jane and Don Mills extending northwards from the end of the DRL theoretically could work as LRT, but those are not high prioriy lines as yet. I don't know how far $12 billion can stretch with the TTC at the helm of designing and building the ROWs, but if even 3 subway expansion projects and one complete crosstown busway were completed out of that, then we can really say that the city is heading in the right direction.