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Originally Posted by barbicels
Very complicated, and any car-happy City project is bound to meet a lot of opposition,
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And you think “car happy” transit projects are a good thing?
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but it's only two bridges more than the City's preferred ("Alternative 1") design for the March/Eagleson LRT station as presented at the PIC, which includes three new pedestrian overpasses and three underpasses for the rail line.
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The big problem with the station design from the Environmental Assessment (which I assume is the one you are referring to) is that it has too many over/under passes, so adding more isn’t an improvement.
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The side benefit is that it solves the MTO's medium-term interchange capacity problem, which is bound to necessitate a couple of new bridges in any new design. I'm aiming for something with 50 years' future readiness, so let's solve all the problems at once.
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Adding more vehicle capacity will only increase traffic and congestion. The best way to reduce congestion is to improve pedestrian, cycling and transit infrastructure. Extending the O-Train to Kanata is the best way to “solve the MTO's medium-term interchange capacity problem” by reducing the amount of traffic.
Designing transit stations to be primarily accessible by car is missing the point Eagleson station should be positioned so that it can be easily accessible from Beaverbrook as well as by bus. Unfortunately, the Queensway acts as a massive barrier to the south regardless of the interchange design. An overpass could be built to Hearst Way but I don’t see the density being there to make it worthwhile, especially with their already being a pedestrian overpass slightly further west to another station.
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That's an interesting idea, though that parking-lot/garage location's ingress/egress isn't easy,
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It isn’t as difficult as it might seem. Certainly no more difficult than the circuitous maze of ramps and merges your design provides. Then you have the issue of walking to the platform from the parking lot to the platform, by going over or under ramps and highways (not very pleasant). A simplified Eagleson exchange could encourage better TOD around the station. Pushing the platform further east, moves if further away from any existing or future developments (there already are apartments near the corner of Teron and Campeau.
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and bulking up the Terry Fox station doesn't get as many cars off the 417, since a lot of the suburban/exurban traffic would more naturally meet the LRT at the Eagleson interchange.
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Terry Fox Dr. intersects both Eagleson and March Rd, do anyone living far enough away from the station that they don’t have a bus connection, could easily drive to Terry Fox Station at a similar distance.
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I believe that the success of the March Road BRT will depend substantially on having carpool lots and convenient LRT transfers at that interchange, which my proposal offers.
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How does the March Rd BRT rely on people parking at Eagleson? Do you think people would park at Eagleson and take BRT to Kanata North? IMHO the success of the March Road BRT will depend on bus routes that connect Eagleson station to the Kanata North business park and, to a lesser extent, the residents of Morgan’s Grant and South March. The only park-and-ride I see supporting the BRT would be the one at innovation Drive, though I could see a new one eventually being built even further north.