Quote:
Originally Posted by Truenorth00
Thankfully, none of these insanely expensive ideas will ever get past this forum.
But I do hope our planners get around to using LRT more. Not in the Confederation Line light metro sense. But more like what Toronto is doing on Finch and Eglinton. Those projects are real bang for buck. And so much more appropriate for a lot of corridors in Ottawa, most of which will never need the 10 000 pphpd that automatically comes from an exclusive fully segregated right of way.
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I'll just leave this here.
Quote:
Originally Posted by J.OT13
No one is advocating a heavy rail subway of 30k phpd. We're presenting Canada Line as an example of what would be feasible for Bank, wit a max capacity of 15k phpd. Both corridors have a lot in common (denser urban core, mid-century suburban stretch, airport, modern suburb). Canada Line might serve more people, Bank has a major sports and entertainment complex.
Canada Line's initial capacity when built in 2010 was 6,100 phpd. In 2016, it carried 5,500 phpd. Capacity has just recently been increased to 8,000 phpd.
No one would argue Canada Line was overbuilt. In fact, many argue its underbuilt. Everyone agrees that an initial proposal for surface LRT would not have been adequate.
https://dailyhive.com/vancouver/short-pl...da-line-under-built-and-nearing-capacity
https://dailyhive.com/vancouver/canada-line-maximum-frequency-skytrain
As for capacity on Trillium, it's only 1,300 phpd, set to increase to 2,500 phpd. I anticipate that capacity will be eaten-up in no time once Stage 2 opens. Best case scenario to increase capacity further without shutting down the line, which would mean double tracking everything but the Dow's Lake tunnel and Rideau River Bridge, would be 6 to 8 minute frequencies, so 5,000 to 3,750 phpd. At that point, transfers at Bayview become problematic.
EDIT: for comparison, Confederation Line has a max capacity of 24,000 phpd and currently (pre-Covid) of 10,000 phpd or so. And that as the spine of the system. Expo Line operates with a capacity of approximately 15,000 pphpd, while the Millennium Line operates with roughly 5,000 pphpd. |
And Eglington Crosstown was ridiculously expensive. See page 100 of this presentation posted by O-Train Fans.
https://www.railfans.ca/news/city-holds-...stage-2-lrt-and-the-preferred-proponents
Nearly double Stage 1 of the Confederation Line. About three times the REM and Stage 2. That Frankenstein line of a hybrid subway/streetcar is an overpriced mess. An elevated light-metro would likely have been cheaper, yet provide more capacity and reliability. I would never look at Toronto as an example of what to do, with massive underutilized suburban subway stations and modern streetcars along what will be one of its most important rapid transit lines.
The Scarborough subway is another example of bad planning. They could have extended Crosstown or used the existing SRT corridor. Instead, they'll build an ultra expensive underground heavy rail subway extension.
The most expensive part of a subway is the stations, not the tunnel itself. Ottawa's 6.2 km combined sewage tunnel was only $232 million. Smaller diameter than a subway of course, but it goes to show. Underground stations of the Confederation Line were around $40-50 million (as
quoted by the Mayor when a debate was raised on adding a third station in the CBD). Stations of the Vaughan extension we're
well over $100 million.
We can look at Canada Line, which only cost $2.045 Billion for 19.2 km and 16 stations vs the Vaughan extension which came to $3.2 Billion for 8.6 kilometers and 8 stations.
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