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Old September 30th, 2014, 06:06 AM   #1501
isaidso
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The first 3 are basically all systems servicing the New York area. Put together and you get ridership of 934,800. Chicago's Metra is 2nd at 292,600 with GO Transit 3rd at 197,000.
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Old September 30th, 2014, 09:13 PM   #1502
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From Toronto Star:

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http://t.thestar.com/#/article/news/..._terminal.html

Union Station office tower development to feature new GO bus terminal
Sep 29 2014



The new bus terminal will be part of a mixed-use development south of the rail line — and the current GO terminal — to be built by Ivanhoé Cambridge

Metrolinx is announcing plans for a new GO bus terminal at Union Station on Tuesday.

The provincial agency in charge of GO Transit has reached an agreement with Ivanhoé Cambridge that will involve moving the GO bus station to the south side of the train tracks from its current location north of the rail corridor, between Yonge and Bay Sts.

Metrolinx has sold its property at 141 Bay St. to Ivanhoé Cambridge in exchange for a long-term lease at the base of an office development planned for the site at 45 Bay St., currently used as a parking lot.

The development proposal for the southern site, submitted to the city on Monday, includes a new GO bus station and an office tower

...
Plus images:


Sept 2014 - Union Station Bus Terminal by Metrolinx, on Flickr


Sept 2014 - Union Station Bus Terminal by Metrolinx, on Flickr


Sept 2014 - Union Station Bus Terminal by Metrolinx, on Flickr


Sept 2014 - Union Station Bus Terminal by Metrolinx, on Flickr


Sept 2014 - Union Station Bus Terminal by Metrolinx, on Flickr
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Old October 1st, 2014, 09:00 AM   #1503
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Quote:
Originally Posted by dimlys1994 View Post
This one's an overly optimistic render with the Gardiner removed. Are the buses supposed to enter and exit off of Lake Shore? Makes for some tricky maneuvering especially for north- and eastbound routes out of Toronto.

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Originally Posted by dimlys1994 View Post
I don't know, I've never been a fan of terminal designs requiring the buses to back out as it seems like it would take longer to leave the terminal rather than just pulling away from the platform. It probably allows you to squeeze in more platforms. Intercity carriers like Greyhound and Coach Canada/Megabus are also expected to migrate to this new terminal.

I don't know how they'll accommodate all of that traffic with the existing footprint given everything else that's presented in the rendering. 2WAD (two-way all-day) rail service will probably mitigate the number of GO Buses needing to use the terminal on most routes, but could also spur the creation of new ones.

Here's a video with the renderings from the developer Ivanhoé Cambridge who appear to have taken some additional artistic license with the surrounding buildings (both completed and under construction, probably for clarity's sake, but it then fails to give the project in its true context):

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Old October 1st, 2014, 04:08 PM   #1504
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Light rail map for Waterloo, from urbanrail.net:

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Old October 1st, 2014, 09:57 PM   #1505
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as long as the new GO Bus terminal gets people out of their cars and unclog the highways for those who have to travel by car, I'll be happy.
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Old October 4th, 2014, 10:20 AM   #1506
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Progress continues on South Blair Street level crossing separation at Whitby:


8. Construction of a shoring wall on the south side of the GO detour tracks. by Metrolinx, on Flickr
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Old October 7th, 2014, 03:35 AM   #1507
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Did China conquer Canada and introduce the CRH2 on the Toronto-Montreal line?
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Old October 7th, 2014, 03:56 AM   #1508
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Did China conquer Canada and introduce the CRH2 on the Toronto-Montreal line?
If they did our subway system would be so much better by now.
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Old October 7th, 2014, 07:42 PM   #1509
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That's it - crane is removed from Union station new shed:


Oct 2014 - Union Station Revitalization Train Shed by Metrolinx, on Flickr

Timelapse:

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Old October 7th, 2014, 09:38 PM   #1510
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its really interesting how the VIA trains were using the GO platforms.. never seen that before.
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Old October 8th, 2014, 03:26 AM   #1511
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Metrolinx Upgrades Increase Transit Capacity for a Growing GTHA

Quote:
As part of the Big Move, Metrolinx is preparing to change the way GO Transit trains operate, from a rush hour commuter service to a frequent, all-day and electrified rapid regional transit solution they have dubbed Regional Express Rail (RER). To accomplish this, Metrolinx has bought up several rail corridors around the GTHA to upgrade the tracks and control the schedules for its revamped RER service. The recent purchase of tracks from Georgetown to Kitchener are just the latest piece to be added for future RER network. An updated map below illustrates which railways own the tracks the trains run on.

In Hamilton, GO's expansion and future RER service requires construction of a new train station and a new train layover facility in nearby Stoney Creek. Located adjacent to the heritage CN Railway station, the new James Street North GO Station will provide trains with easier access to Hamilton and provide a jumping-off point for a future extension of the service into Niagara. To be completed in time for the 2015 Pan Am and Para Pan Am games, construction is well underway as crews first lower the corridor elevation and then build the station.

In Missisauga, Phase 1 of the new Transitway bus corridor between the City Centre terminal and Dixie Road is nearing completion, with work already underway on Phase 2 extensions to the east and to the west. The Transitway will cut travel times for east-well travel in Mississauga by moving a number of services on to this dedicated roadway with no traffic jams.


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Old October 8th, 2014, 11:33 PM   #1512
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Could someone remind me why again did they decide to make eglinton CT into an underground tram rather than a real metro like the rest of the system? I know, there was that paranoia with transit city, and the anti-subway rhetoric... but, when digging, why not spend the 1% more to get a high capacity line? :/
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Old October 8th, 2014, 11:59 PM   #1513
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because of the large surface portion on the east end. Roughly half the line runs in median above ground and they didn't want to force a transfer.

Capacity projections show the LRT handling capacity for a long time to come anyway, 2031 projections showing ridership being at roughly 1/3rd capacity underground so a full metro wasn't really needed anyway.
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Old October 9th, 2014, 12:01 AM   #1514
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As long as the tunnel is made with metro standards in mind so possible future metro service might still be possible eventually.
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Old October 9th, 2014, 01:34 AM   #1515
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The platforms are only 90 meters long, compared to Torontos typical 150m, and are low platform. The tunnels are wide enough, actually slightly wider than a typical Toronto subway tunnel to allow for a pantograph, but the stations would essentially have to be completely rebuilt.

Eglinton is simply not busy enough for it ever to get to the point where a metro is required, the LRT will be capable of running at higher frequencies than the subway (90 vs 110 seconds) meaning that capacity will be around 20,000 PPHD compared to a standard Toronto metro of 26,000.

Toronto Metro lines can theoretically be pushed upwards to around 40,000 with all options exercised, while the LRT would probably reach 25,000 max. Currently The Bloor Danforth line in Toronto maxes at around 25,000 and the YUS line at 28,000. 2031 projected peak ridership for Eglinton is 5,900, so there is a ton of room to work with. Its extremely unlikely that Eglinton will ever reach the point where it requires a metro conversion.



The LRT that might of encountered issues with capacity in the long term was the Scarborough LRT but that was switched out for a subway extension recently.
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Old October 9th, 2014, 01:35 AM   #1516
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Quote:
Originally Posted by Innsertnamehere View Post
Capacity projections show the LRT handling capacity for a long time to come anyway, 2031 projections showing ridership being at roughly 1/3rd capacity underground so a full metro wasn't really needed anyway.
Sometimes when the line is built, the growth in that area goes so fast that this can be unexpected, so the capacity projections are bigger than those someone "prognosed" years earlier.
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Old October 9th, 2014, 01:44 AM   #1517
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yes, but the extra capacity is more than enough to deal with any additional unexpected ridership. There is simply no way this line will approach the use of the Bloor Danforth line.

The LRTs capacity really isn't that much lower than a subway anyway.

The nature of the line with its two fairly far spaced subway interchanges means that people can't really build up in ridership before transferring. Even if Eglinton were ever to actually approach capacity, there would much more major issues with the rest of the subway network that would need to be addressed first. The YUS line simply can't take 20,000 additional passengers feeding into it.
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Old October 9th, 2014, 05:21 AM   #1518
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Quote:
Originally Posted by Innsertnamehere View Post
The platforms are only 90 meters long, compared to Torontos typical 150m, and are low platform. The tunnels are wide enough, actually slightly wider than a typical Toronto subway tunnel to allow for a pantograph, but the stations would essentially have to be completely rebuilt.

Eglinton is simply not busy enough for it ever to get to the point where a metro is required, the LRT will be capable of running at higher frequencies than the subway (90 vs 110 seconds) meaning that capacity will be around 20,000 PPHD compared to a standard Toronto metro of 26,000.

Toronto Metro lines can theoretically be pushed upwards to around 40,000 with all options exercised, while the LRT would probably reach 25,000 max. Currently The Bloor Danforth line in Toronto maxes at around 25,000 and the YUS line at 28,000. 2031 projected peak ridership for Eglinton is 5,900, so there is a ton of room to work with. Its extremely unlikely that Eglinton will ever reach the point where it requires a metro conversion.



The LRT that might of encountered issues with capacity in the long term was the Scarborough LRT but that was switched out for a subway extension recently.
If that is the case then why did they propose to build a Subway in the mid-1990s until Mike Harris cancelled it in 1995?
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Old October 9th, 2014, 06:44 AM   #1519
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a little thing called politics. They originally proposed a BRT on Eglinton but local groups made a stink and it got changed to a subway. Its the same reason Sheppard runs empty today, politics. The Sheppard line simply shouldnt exist.
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Old October 13th, 2014, 05:44 AM   #1520
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Its the same reason Sheppard runs empty today, politics. The Sheppard line simply shouldnt exist.
What? What??? What drugs are you on? Let me know, because my friend may be very interested in them, for I have not heard such a wrong statement.

The sheppard subway indeed gets huge ridership.


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Capacity projections show the LRT handling capacity for a long time to come anyway, 2031 projections showing ridership being at roughly 1/3rd capacity underground so a full metro wasn't really needed anyway.
Seriously man? Their projections are a total fluke. They engineer numbers to reflect anything. The biggest fraud was their sheppard east lrt fiasco, the way they rammed that through was disgusting, especially their alleged subway comparison figures.

With that thinking that you project, the TTC would have a subway system that is half of its size.

Modern transit planning does not integrate land use and planning like it once did... it's a handicap, really. Notions of freedom prevent true planning, and instead promote sprawl and whatnot.
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