Restore T.R.U.S.T.

2 comments (Add your own)

1. Pankaj wrote:

Jimmy Springer once commented that I-40 thgruoh the Pidgeon River gorge was the most fun you could have on a motorcycle on the interstate. Of course we were trying to not let our speed drop below 90 mph.The first time we experienced it was in '73 pulling a U-Haul trailer with all of our earthly goods. We had an old six cylinder suburban and I remember on the downhill western trip having to keep my foot so hard on the accelerator that the floorboards flexed in a successful attempt to keep the truck ahead of the trailer. This was before the 55mph national speed limit.Its still one of my favorite roads.

Thu, April 5, 2012 @ 11:53 AM

2. Mos wrote:

Eglinton section: Transit City: 5,000 pphpd euanbostd into Eglinton West Eglinton-Crosstown: 12,000 pphpd westbound into Eglinton/YongeHuh? Metrolinx is comparing different directions and locations? Is this a mistake, or is it fudging things to get the spin spinning?Steve: They are reporting peak points. In the Transit City version of the network, the peak was euanbostd into the Spadina subway, while for the new Crosstown line, the peak has shifted to the east side. We don't know how much of the shift is due to the faster travel time, and how much of the relatively higher success of the east side is due to the presumed western terminus of the Crosstown line. This is an example of my complaint about Metrolinx not giving the background to the model, and so we don't know what the network looks like.t is important to note that the Eglinton – Scarborough Crosstown morning westbound ridership leaving from Kennedy station is roughly 6,500 higher than the Transit City plan forecast. In the Transit City plan, the forecasted behaviour of these 6,500 new Eglinton-Scarborough Crosstown passengers was as follows: 60% rode the Bloor-Danforth subway out of Kennedy station. 40% rode parallel bus routes or used different modesMany possible interpretations of the above garble are possible. I don't think there's any sensible interpretation ..well, I was starting to say I don't think there's any sensible interpretation that would support Karl's B-D cutback to Warden , but I think stopping where I am is the best bet.Steve: Yes, that could be read in interesting ways, and these are details I would love to see. If 40% of 6,500 riders shifted to bus or other modes , that's 2,600 people who are transferring to buses (??? there is no bus on Eglinton with the LRT running), or maybe there's a huge Bixi station, or they might even switch to GO, but at what fare? Without the details, the statement just doesn't make sense.We also expect an increase of ridership at the other stations along the Bloor-Danforth line, but passenger behaviour at Kennedy is the dominant factor distinguishing the two plans.Increased ridership under which plan? And why?Steve: Yes, I wondered that too. How can they be diverting trips from BD if the ridership on that line goes up?SRT section (southbound into Kennedy) Transit City (5 in 10 plan): 10,000 pphpd Eglinton-Crosstown: 11,000 pphpdWell, there goes another 1,000 pph who won't be riding the hypothetical private-sector Sheppard subway.Steve: I don't think that line was even included in the modelled network. Another example of how the Eglinton demand can be artificially inflated by the way a model is set up. I plan to follow this up with Metrolinx.

Fri, April 27, 2012 @ 7:56 PM

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