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DSBRT - PIC 3 - Ask a Question

Do you have questions about the content presented as part of this public information centre? Submit them below. Or visit the Contact Us page to contact the project team.

Frequently Asked Questions

  • ↓ What is the status of the Durham-Scarborough Bus Rapid Transit project?

    The planning and preliminary design for the Durham-Scarborough Bus Rapid Transit project is proceeding. The project team is busy completing technical studies to determine potential impacts and propose mitigation measures.

    Public Information Centre #3 started November 16, 2020 and provides an opportunity for everyone to review and comment on the preliminary design and the results of the available technical studies.

  • ↓ How has COVID-19 impacted the project? Is public transit still needed?

    The Highway 2 and Ellesmere Road corridor is a crucial transportation link across Scarborough and Durham Region. With rapid growth in the past decade and an expectation for this growth to continue, demand for travel along the corridor will increase. We continue to plan for a higher capacity form of transit to link communities and employment on both sides of the Toronto-Durham boundary.

    While travel patterns have changed as a result of COVID-19, transit remains an essential service and is required for those who do not have a vehicle or cannot drive. The importance of transit has been echoed by the Province’s recent actions, which declared transit as critical infrastructure.

  • ↓ Which buses will use the dedicated transit lanes?

    Durham Region Transit (DRT), Toronto Transit Commission (TTC) and GO Transit buses will be able use the dedicated lanes and stop and pick up people at the BRT stops. The Durham-Scarborough BRT is not a new bus service. This project builds on the existing DRT PULSE transit service which today runs between downtown Oshawa and the University of Toronto Scarborough Campus. The project will extend the DRT PULSE service over Scarborough Centre.

  • ↓ How often will the buses run? (i.e., peak, all day service, etc.)

    The Durham-Scarborough BRT is proposing frequent 15-minute or better service, all day, seven days a week, with a bus every five minutes or less during peak hours. This service frequency is based on ridership forecasts developed for the year 2041.

  • ↓ How much will it cost to ride the Bus Rapid Transit?

    TTC, DRT and GO Transit buses will use the corridor, similar to how they do today. Any fare changes will be determined as the project advances.

  • ↓ When will construction start? How long will it take to construct?

    In Durham Region, construction in specific areas is planned to begin 2021/2022 subject to Federal approval and completion of the Transit Project Assessment Process.

    In Toronto, construction would proceed when funding is available.

    Construction is planned to occur in phases. Quick wins and areas with existing congestion should be prioritized.

  • ↓ When will the Durham-Scarborough BRT be in operation?

    The Preliminary Design Business Case and the Transit Project Assessment Process, including the preliminary design, is currently underway. When and if the project receives approvals and funding, construction timelines will be determined.

  • ↓ What is Bus Rapid Transit (BRT)?

    Bus Rapid Transit (BRT) is a bus-based transit system that provides fast, frequent, reliable, and cost-effective transit through the provision of dedicated bus-only lanes. Bus Rapid Transit can carry more people and has more frequent service than conventional bus service. Bus Rapid Transit is faster and less costly to build than rail-based transit.

  • ↓ Why can’t we just expand or add to the current bus service?

    If we add more buses to the road, those buses would still be mixed with regular traffic. As demand increases over time, there will be increased traffic congestion and delays for both buses and cars. By providing dedicated lanes for transit in the centre of the road, transit passengers will experience shorter travel times, with more frequent, reliable and comfortable service. General traffic will also benefit from smoother traffic flow by separating buses from regular traffic.

  • ↓ When will I be contacted about property impacts?

    Property owners will be contacted once the design is more developed and funding for construction has been secured.

    The project is currently in the preliminary design phase. The preliminary design will be refined based on stakeholder and public feedback. The Transit Project Assessment Process will formally begin in early 2021. One the assessment process is complete, and the project receives approvals and funding, the project can advance to detail design.

    Metrolinx is committed to engaging with impacted property owners to develop solutions that support businesses and citizens during construction and once the BRT corridor is operational.

NOTE: Conduct inconsistent with our policies will result in the removal of your submission.

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Comments

Anonymous's avatar
Nov 16, 2020 - 20:06

My question (more of a concern than a question) is with regard to the design for the BRT Stops. I am concerned that level boarding platforms for buses while may seem great for accessibility may not be better than a kneeling bus or ramp deployment. The reason that I say this is that in many instances where level boarding platforms has been implemented using low floor buses it has required the vehicles to slow down to a crawl in order to properly dock with the level platform.

Also the Durham Region Stops are proposed to have platforms that will be fully enclosed and require buses to align their doors to the same place at each stop, this may also require buses to crawl through stations. This proposal may also limit future fleet expansion as the doors from one vehicle manufacturer may not be completely aligned with the doors or another vehicle manufacturer (Novabus LFS Artic vs. the New Flyer XD60 do not have the same door placements). In addition to this in wet, icy or snowy conditions buses may have even more trouble aligning the doors.

Metrolinx's avatar
Dec 2, 2020 - 14:48

When the design team considered level boarding platforms we did look at potential impacts on the speed of the buses approaching the stop.  As the deploymnet of the ramp can add significant time, and we won't always know in advance how many times per trip it may need to be used, the minor loss of time to pull in slowly is more than offset by the quicker boarding times for all passengers and the reduction in trip time variability.  Various measures, including metal plates along the platform edge, or special concrete precast elements have been successfully used to help guide buses at level boarding platforms.

The design team reviewed the experience in Montreal where this style of bus stop has been used on the Pie IX corridor.  The sizing and placement of the patform openings will consider both existing and future bus fleets.  While there are some variations between bus models, the door locations do not vary that significnatly.

Anonymous's avatar

This stretch of Kingston Road along the Historic Pickering Village will be severely impacted on a number of fronts. 1) A dedicated BRT lane will drastically reduce the number of vehicle lanes and will significantly increase the time it takes for vehicles to transit through this area. Recognizing that this is a mixed residential and commercial, the impact for residences in this area will be significant. Morning and evening traffic is already extremely heavy. This proposed change will only make things worst. 2) Church/Kingston intersection is prone to frequent collisions. The proximity of Pickering High School and the challenging visibility due to heritage buildings are contributing factors here. Adding a bus stop in the middle of Kingston Road at Church St will introduce major safety concerns with the proposed U-turn if dedicated middle lanes are introduced into this area. 3) The proposed "modern" visual design of the bus stops does not align to the visual character of this historic area. All in all, this is not a favourable plan for this part of Ajax.

Metrolinx's avatar

You raise three good issues:

1) Today there are four lanes of traffic. Westbound traffic volumes in the morning are not as high as eastbound volumes in the afternoon.  Our traffic analysis indicates that we can carry the traffic using three lanes and still keep the traffic moving.  Placing buses in the dedicated median lanes will also help the single westbound lane by removing the need for buses to stop and block westbound traffic.

2) The median bus platforms will be served by crosswalks at the signalized intersection, allowing passengers to safely access the platforms.  The added width between the left turn/u-turn lane and the first lane of traffic in the opposite direction will allow vehicles to safely make the u-turn movement, while all other traffic has a red light.

3) The BRT system will use the architecture of the stops to help in identifying the transit service brand (e.g. PULSE), and will ideally be as uniform as possibe along the corridor.  There will be some flexibility to look at slightly different designs in special areas, and this could be considered for the Church St. stop.  There are also contemporary designs that are compatible with historic architectural styles, allowing the two to co-exist.  The actual design of the stop will be part of a detail design exercise in the next stage of the project.

Anonymous's avatar

I appreciate this investment in the community and value functional transit alternatives as a part of movement across the region. However, the preferred dedicated BRT approach strikes and inequitable balance that will negatively impact the community along this stretch of Kingston Road, in Pickering Village, on a number of fronts. Suggestions for a more local holistic and nuanced approach are highlighted below for public awareness, continued study and consideration.

1) Renderings, Heritage and Property Impacts – While the property impacts will be determined in detail design and at a later date, that study’s determination will be informed by this dedicated BRT preferred solution which will lead to considerable property impacts. Unfortunately, the renderings are deceptive in this regard as they seemingly show current structures removed from their actual locations in the proposed roadway at the intersection of Church St. and Kingston. Why was this false representation done? Does Metrolinx propose the relocation of these structures?

The current preferred BRT design will seemingly lead to a loss of private parking for businesses in the Pickering Village Heritage Conservation District (HCD) west of Church Street. In addition, from my count at least eight (8) heritage buildings in the expanded Pickering Village (HCD), currently on the Town of Ajax’s non-designated wish-list under the Ontario Heritage Act, will need to be demolished to accommodate the dedicated bus lanes and stops due to the limited width of the roadway. Many of these structures house local residents and businesses and contribute to the vibrancy of the HCD. Were impacts to the loss of local heritage and businesses considered as part of this preferred BRT solution in this area?

The structures impacted on the Town’s heritage wish list are: 567 Kingston Road W, 871 Kingston Road W, 575 Kingston Road W, 577 Kingston Road W, 579 Kingston Road W, 601 Kingston Road W, 607-611 Kingston Road W, and 613 Kingston Road W. Many more properties are impacted.

2) Preferred Alternative and Traffic Study – It is my understanding that the previous Public Information Centres’ (PIC) recommended that the BRT share existing lanes with traffic due to traffic modeling at that time, as to not reduce the capacity of traffic lanes which were near (but not at capacity east of Church Street into 2041). This preferred solution was to include improved bus stops and slipways, signal priority and other supportive measures. The only traffic study I can find is Exhibit 2.9 from the ‘IBI Durham-Scarborough Bus Rapid Transit Study, 2018’. Is there an updated traffic study that was conducted since then? Does that study include impacts to traffic from the dedicated bus lane and removal of a westbound traffic lane? Will there be a study conducted that considers the post COVID effect on traffic in the area (more people working from home)? This information is valuable in determining if alteration to the current roadway is justified.

3) Alternative Design Suggestions – Further to the comments above, this proposed dedicated BRT roadway reconstruction, expropriations, and structure demolitions will be costly. Due to COVID unknowns, significant impacts to local businesses, residents, heritage and thru traffic, will alternatives to non-dedicated BRT roadway expansion be considered moving forward (alternatives that will support the local community and the effectiveness of the BRT in the broader region)? Perhaps less impactful (low cost but effective) solutions should be implemented before a decision is made to widen the roadway.

Can the following be considered for this area as part of an alternative special bus priority scheme?
a) Curbside Bus Lane – removing the need for a bus stop in the middle of the roadway to improve access and limit property acquisition,
could also have a covered sidewalk at the bus stop.

b) Curbside Bus Lanes with Intermittent Priority (BLIP) – To provide a compromise between dedicated bus lanes and buses operating in
mixed traffic lanes. As a bus approaches, other vehicles are instructed to safely leave the lane (or are prevented from entering the lane), yielding right-of-way to the bus. Signage and other technology can be utilized to inform drivers a bus is approaching. This has been demonstrated to be as effective as a dedicated bus lanes with lower costs and construction time. (Eichler M.D. (2005). Bus Lanes with Intermittent Priority: Assessment and Design. University of California Berkeley)

c) Reversible Lanes and Traffic Signal Prioritization – There is a successful local example of this on Jarvis Street in Toronto. Reversible lanes are lanes on which traffic flows in one direction during certain times of day and in the opposite direction during other times of day. This can also apply to make a dedicated curbside transit lane during rush hour while maintaining two (2) traffic lanes. For example, altering the current four (4) lanes in the afternoon to 1 westbound mixed traffic and bus lane, 2 eastbound traffic lanes and 1 eastbound bus priority curb lane. This would limit costs, impacts to both transit and traffic, impacts to the local community and be more resilient to a changing community and traffic patterns in future without building hard barriers (e.g dedicated barrier bus lanes). (Agent, K. R. and Clark, J. D. (1980). Evaluation of reversible lanes (Nicholasville Road, Lexington, Kentucky). Lexington: Division of Research, Bureau of Highways, Dept. of Transportation, Commonwealth of Kentucky.)

This can also be improved via Traffic Signal Prioritization to prioritize traffic, bus, and turning allowances at specific times of day. In addition, left turns can be restricted at Church Street and Rotherglen Road during rush hour to improve the efficiency of this design. Local motorists requiring left turns can use Randall Dr or Lincoln St to access Church St or Rotherglen Rd during those times.

d) Moving the Dedicated Centre Lane Bus Stop at Rotherglen Road – As the existing Kingston Road Right-of-Way is wider east of the Rotherglen Rd intersection, would it be possible to move the eastbound stop to the east side of the road to limit impacts to private properties?

Thank you for your time and consideration.

Metrolinx's avatar

Thank you for providing your comments and suggestions. We have provided a reply to each of them below.

1) The rendering was specifically created to illustrate the potential impact to the buildings on the southwest corner of the intersection.  Seven properties have been reviewed through a draft Cultural Heritage Evaluation Report and were reviewed by the Ajax Heritage Committee in October 2020 (551, 575, 577, 579, 601, 605, and 607-611 Kingston Road West).

The potential to move the two potential heritage buildings south is being assessed. This would maintain their relationship to the roadway while supporting sidewalk and road widening. The proposed south curb aligns with the designated right-of-way for Kingston Road and proposed development in the southeast corner of the intersection.  Relocating the heritage buildings to address the new curbline will also align them with the facade of the new building on the southeast corner. Our cultural heritage specialists are assessing the properties and a full report on the impacts and potential mitigation measures will be made available when it is complete.  

As part of the Environmental Assessment process, a Cultural Heritage Assessment Report is being prepared, which identifies any properties with the potential for Cultural Heritage Value or Interest as well as recommended mitigation measures. In addition, a number of Cultural Heritage Evaluation Reports are underway in order to further assess the impacts to properties with potential cultural heritage value or interest.  

We will continue to consult with Town of Ajax and the Ajax Heritage Committee regarding impacts and mitigation measures.
 

Metrolinx's avatar

2) At PIC #2 held in Fall 2019, the technically preferred option was a four lane cross-section through Pickering Village, with dedicated curbside BRT lanes and one lane in each direction for traffic. The curbside lane option reduced road capacity in both directions, and was found to create traffic issues, including potential conflicts between buses and cars turning in and out of driveways and sidestreets. We also heard many concerns around traffic congestion and the mixing of transit and traffic in the curb lane. Since Fall 2019, the traffic analysis has been advanced. The results show that adding an additional eastbound lane for general traffic better supports projected traffic volumes to 2041, in particular for the afternoon rush hour. In addition, separating transit from traffic results in better travel times for both cars and buses. Traffic operations is one of many factors considered in developing the recommendation presented in this round of consultation.

While COVID-19 will have a temporary impact on traffic patterns and transit ridership, it is expected that both will return to normal well within the project horizon, which is 2041.  Metrolinx is underaking research to better understand  potential future ridership patterns.  Early information indcates that peak period ridership may not be as intense in the future, but that midday ridership may be higher.  This potential shift to more evenly distributed ridership over the course of the day will still benefit from dedicated transit lanes and more frequent and reliable service. 
 

Metrolinx's avatar

3) A number of BRT lane options were considered and presented during the second round of consultation (PIC2). In general, dedicated transit lanes are preferred to support more reliable and efficient bus operations plus safer conditions for all road users.  While there are higher initial capital costs, the on-going operating costs are lower as the number of buses needed to operate the service is reduced and the priority provided will be more attractive to potential riders. Thank you for the suggestions.  The responses below provide more information on your ideas. 

a) The curbside option was presented in the second round of consultation.  While this configuration would limit impacts to adjacent properties, it creates conflicts between buses in the curb lanes and cars turning at intersections and driveways.  The integration of BRT shelters with the sidewalk is possible, but may require some land as the sidewalks in the village area are quite narrow.   

b) The BLIP concept is intriguing.  As stated in the paper it does not solve the issues of right turning traffic or pedestrian activity. The paper referenced also states that “BLIP is best suited for bus routes with headways of 10 to 15 minutes” (page 4). The PULSE service operates with a bus every 7 or 8 minutes, and by 2041 the service will operate with a bus every 5 minutes. Kingston Road is not an appropriate location to test the BLIP concept.

c) Traffic Signal Prioritization is being evaluated under traffic impact analysis. While the design of DSBRT focuses on infrastructure improvements, future traffic operation alternatives such as transit signal prioritization, could be explored further at a later date.  Reversible lanes, such as Jarvis Street, only change the function of one of the road lanes.  The concept discussed here requires that multiple lanes change function depending on the time of day.  Providing adequate signage and monitoring would be challenging.  Having a single off-peak direction lane for both buses and cars could also result in vehicles attempting to pass buses in the on-coming traffic lane, which could reduce road safety. 

d) Far-side bus stops, placed after the bus moves through the intersection, are preferred for most rapid transit corridors because they result in:  fewer traffic delays and better safety, better pedestrian and auto sight distances, fewer conflicts between buses and pedestrians, greater bus maneuvering area, and more effective priority signal treatments. At Rotherglen Road, the eastbound platform is currently located on the east leg of the intersection, opposite the eastbound left-turn lane. Locating the platform opposite the left-turn lane is the most efficient use of space at a 4-leg intersection.

Anonymous's avatar

Anonymous
Nov 17, 2020 - 21:23

Will stations have heated enclosures like the Viva stations in York Region do? It's a great benefit in the winter months given our climate.

Metrolinx's avatar

Metrolinx
Dec 2, 2020 - 15:01

There are some locations where space constraints will not allow for heated enclosures.  At a minumum we are looking at stop designs that provide overhead cover and windscreens to provide some shelter.  The proposed frequent service will also reduce the need to wait at the stop for long periods of time.  

Adding heated shelters to the stops will be suggested to the detail design team for consideration in the next stage of design.

Anonymous's avatar

One thing this project is currently lacking is a determined end of the line on the eastern side.

coincidentally Metrolinx is also currently planning the construction of four new GO Stations in Durham Region. One of these stations is located just five minutes south of Downtown Oshawa.

Setting Oshawa Central GO Station as the eastern terminus for the line would make the new GO Train station in the centre of Oshawa a mobility hub for residents in Oshawa and would provide greater access to rapid transit, both on the BRT and on the Lakeshore East Bowmanville Extension.

This could be accomplished by operating the DSBRT along Centre Street and Simcoe Street, which come spring 2021 is also planned to have curb side bus lanes through downtown Oshawa south until Olive Avenue

Thanks for hearing my suggestions

Metrolinx's avatar

Thank you for your suggestion. 

The eastern limit for the current study was set at Simcoe Street for two reasons: Rapid Transit along Simcoe St is being planned for Durham Region Transit, and the final configuration of the new Oshawa GO Station is still being determined. 

The DSBRT study will provide for good connection to the Simcoe Street corridor.  A separate study will be required to propose service strategies that extend the DSBRT east of Simcoe to connect to the new GO station once the station design is set. As the timing is uncertain, this study limit purposely stops at east of Simcoe to allow flexibility for the future study to determine station connections.

In the interim, the DSBRT sevice will operate in mixed traffic as far east as Ritson to take advantage of a temporary bus layover location on William Street. 

Chris's avatar
Dec 5, 2020 - 11:55

The BRT and GO RER seems independent of each other with no opportunity for GO station connections to take advantage of new more frequent GO service along Lakeshore. Has the team considered routing the BRT to some of the GO stations? Especially the Pickering GO station pedestrian bridge at Pickering Parkway? It is still a considerable distance to walk to the GO station from Liverpool station. This should have a positive impact on ridership because medium and longer trips can be taken with GO and the “last mile” local trips with the BRT.

Metrolinx's avatar
Dec 14, 2020 - 11:13

Durham Region Transit is always looking at ways to improve transit connections on north-south transit routes and GO Stations. In your example, the BRT stop on Kingston Road at Liverpool Road is about a 700 metre walk from the Pickering Parkway terminal and GO Station bridge. You would have the option of switching from the BRT to one of the local routes like the 120 or the 917 that circulates the mall.

A benefit of bus rapid transit is the flexibility of routes that can evolve over time to best serve transit riders. The bus network will be continually developed over time to maximize connections as much as possible.

 

Anonymous's avatar

I’d like to make a recommendation that buses within the Pickering City Centre (Liverpool Road - Glenanna Road.
Presently both Metrolinx and the Region of Durham have indicated that the Pickering City Centre is identified as a mobility hub.

I want to suggest that the BRT be deviated off of Highway 2 between these two major roads by using Highway 2, Liverpool Road, Pickering Parkway and Glenanna Road to get back to highway 2,. This would provide greater access to connecting transit service at Pickering Parkway Terminal, and new frequent all day GO Train Service on the Lakeshore East line.

This routing would also provide greater access to areas of the Pickering Town Centre, Condominum developments on Pickering Parkway, Glenanna Road, and Liverpool Road. This would also provide access to the Pickering Public Library, Pickering City Hall, and The Esplinade Park.

This routing would act almost like the initial plan for service to Mississauga Square One Mall like was initially planned for the Hurontario LRT Project.

This deviation also would advance progress open the Region of Durham’s Transportation Master Plan and the City of Pickering Official Plan to redevelop Pickering Parkway in to a transit mall.

Thanks for the consideration
- Jordan Hollingsworth

Metrolinx's avatar

Hi Jordan

Thank you for your suggestion. We have passed it along to Durham Region Transit for consideration. 

While this project focuses on the infrastructure, including roads and bus stops along Highway 2, Durham Region Transit could decide to augment the PULSE service along the corridor with other routes that make a more direct connection to the GO Station in the future.  

Similarly, other DRT routes could run over part of the corridor and then leave the corridor to go to places like GO stations, local neighbourhoods, bus terminals or other major faciities.

Daniel's avatar
Nov 25, 2020 - 19:00

Hi!

I am concerned about the design of the stations for this project. While I am not against contemporary designs, these preliminary designs look very cheap and uninteresting. I don't think IBI should be the architect for these stations, since they usually do the bare minimum for their projects. Some things that could help is the use of colour, different materials (ex. better metals, wood, brick), shapes (not just a boxy station), ambient lighting, more attractive fencing & barriers, good paving, and other strategies that would improve the customer experience and create a sense of place (with a memorable design). Viva's BRT stations (even if they're not perfect) in York Region are an example of stations that have a memorable design that creates identity and branding.

Also, I think the side of each station that is adjacent to regular traffic should be fully covered in glass (along the entire station) to create an enjoyable experience for transit users. Doing this would reduce unpleasant noises from cars and trucks, and protect people from extreme weather and water splashes from the road.

Thank you for considering my comments!

Metrolinx's avatar
Dec 2, 2020 - 15:07

The stations are intended to be conceptual and illustrate the general massing and scale against the streetscape.  The choice of materials has not been made and would be part of a future design exercise.

The design team will use the concepts to feature BRT-specific branding, and there will be opportunities to customize certain elements to highlight neighbourhood features such as:
 - Materials, colours and finishes of the platform surface and/or wall panels
 - Art, maps, and cultural heritage elements
 - Placement and amount of benches and seating
 - Number of glazed panels. For curbside platforms, some panels can be removed so the platform can be accessed at multiple locations
 - Curbside platforms can be narrower or integrated with sidewalk

The stops need to perform a number of functions, including providing a safe and comfortable environment for riders.  The back side of the platforms will have concrete bases to protect against vehicle intrusion, ample glazing to improve visibility into, out of and through the shelters for riders and the general public.  Durability in the harsh road environment will also need to be considered.

Accessible ramps and accessible waiting areas are also incorporated along with rider information and next bus digital signage.  

We are glad to hear that you like the IBI-designed viva BRT stations.

Anonymous's avatar
Nov 30, 2020 - 00:41

Why is there no analysis to KLM (Kingston/Lawrence/Morningside) from downtown Pickering as mention in the IBC report? Is it no longer considered?

Metrolinx's avatar
Dec 9, 2020 - 19:58

Multiple routes in the east end of Toronto were considered as part of the Initial Business Case.  The KLM extension was considered as part of possible future service initiatives, to maximize potential benefits obtained from BRT infrastructure along Ellesmere Road and resulting changes to bus services to provide better service across the network. The IBC concluded that the Ellesmere Road route provided the shortest and most direct connection for greatest number of transit riders to 2041. It recommended the Hybrid infrastructure option, focusing on transit infrastructure to support the increased transit service along Ellesmere Road.
While this project does not include transit infrastructure along Kingston Rd in Toronto to Kingston/Lawrence/Morningside intersection, the TTC can continue to operate bus service.

Anonymous's avatar
Nov 17, 2020 - 13:00

Looking at the official stop placement, it seems like there isn't a stop located at Rouge Park between Port Union and Altoma. Is there any chance for a stop to be added at this location?

Metrolinx's avatar
Dec 2, 2020 - 14:52

The location of the bus stops considered several factors including existing ridership, transit connections, existing density, land use, proposed development, community services and major trip generators

The number of users of a stop at the Rouge Park is not expected to be very high, and the cost of an additioanl stop is not warranted. We are working with the TTC on planning for future services along this segment of the corridor and this may include a local bus service to augment the BRT, which could serve a stop at the park.

Anonymous's avatar
Nov 28, 2020 - 16:18

The closed in design of the stops in Durham seem to just be a bad design all around, for many of the reasons already stated and many more. How will plows clear the snow properly in the winter? Where does the snowbank go? Will the doorways get shovelled, and if so will this design facilitate that easily? With the winter in mind, how can these stops be heated and/or be made to keep the people waiting comfortable? Why does the roof stop at the curb, and not extend further out to protect those boarding the bus?

All around this design seems to be some artists wild dream, with no real thought about the day-to-day operations of a BRT.

Metrolinx's avatar
Dec 9, 2020 - 19:49

The stations are intended to be conceptual and illustrate the general massing and scale against the streetscape.  Note that Montreal is using a similar shelter design on the Pie IX BRT. The project team reviewed other BRT systems to understand operations and maintenance issues for different shelter designs.

Details for winter operation and maintenance of transit stops will be confirmed during detailed design.

The roof does not extend over the bus lane to conform with vertical clearance requirements for buses and provide a cost-effective shelter design. 
 

Anonymous's avatar

Anonymous
Dec 7, 2020 - 11:12

The projections for travel time are purely for those on transit; what changes can the average driver expect to their normal routes and drive times?

Metrolinx's avatar

Metrolinx
Dec 14, 2020 - 11:15

The average driver travelling east-west along the Durham-Scarborough Bus Rapid Transit corridor will benefit from signal timings that prioritize east-west travel. 

Buses currently driving in the same lanes as other traffic will be driving in the dedicated BRT lanes, removing them from the general traffic lanes.  This will reduce some of the congestion caused when cars have to stop behind a bus serving a bus stop or change lanes to move around the buses.

Intersections which are experiencing congestion today are likely to continue to experience congestion with BRT. This is primarily due to background traffic growth, the conversion of main street left-turn movements to fully-protected operations, and increases in U-turn demand.
 

Anonymous's avatar
Dec 9, 2020 - 18:01

In different areas of the presentations presented through engage has stated the DRT PULSE, Toronto Transit Commission and GO Transit buses will be able to use the centre-median transit lanes on Ellesmere Road and Highway 2, In other areas it mentions that only DRT PULSE vehicles will operate in the bus lanes (as they should)

So... I wanted to clarify the plan as many areas also said that buses would likely operate more frequently in the Scarborough portion of the line.. If only DRT PULSE vehicles use the bus lanes, how would it operate more frequently in Scarborough. Just need clarification on what agencies will use the lanes and what frequencies will be used between DRT and the TTC along the bus lanes in Scarborough.

Thank you!

Metrolinx's avatar
Dec 17, 2020 - 08:53

Durham Region Transit (DRT), Toronto Transit Commission (TTC) and GO Transit buses will be able to use the dedicated lanes and stop and pick up people at the BRT stops across the entire corridor. The Durham-Scarborough BRT is not a new bus service. This project builds on the existing DRT PULSE transit service which today runs between downtown Oshawa and the University of Toronto Scarborough Campus. The project will extend the DRT PULSE service to Scarborough Centre. Scarborough residents will also benefit from the project as TTC and DRT buses will also use the infrastructure and stops providing more frequent and reliable service.

The Durham-Scarborough BRT is proposing frequent 15-minute or better service, all day, seven days a week, with a bus every five minutes or less in busier sections during peak hours by 2041. 

While the design in this project focuses on infrastructure for bus to run on, including roads and bus stops, Service concepts will be continually evaluated for segments such as Ellesmere Rd between Scarborough Centre (SC) and UTSC in the future.

Anonymous's avatar

Why would the designers widen the road and destroy a residental community of mature trees, increase traffic congestion, and create even more road noise with speeding busses ( they speed, at over 65km/h both DRT and TTC I have videos), while claiming to care about the community? The carving up of the sides of road would bring speeding cars closer to the houses in either side of Ellesmere after meadowvale ave and before conlins. Why dont you Go though Kingston road and come out at uoft instead. Destroying property values in Scarborough isnt the solution. Your plan passes through mostly commercial areas which is fine, but start the plan after conlins. The metrolinx team dont give a hoot about people living on Ellesmere.

Metrolinx's avatar

Multiple routes in the east end of Toronto were considered as part of the Initial Business Case. You can read that report at this link: http://www.metrolinx.com/en/regionalplanning/projectevaluation/benefitsc....

Residents of Highland Creek and Scarborough who rely on the TTC today will benefit from the bus lanes which will provide a more reliable level of service, as well as drivers who will not be delayed by buses in the curb lanes. 

A detailed tree inventory, as well as environmental investigations looking at vegetation impacts and proposed mitigation measures are being completed. This information will be available for the public’s review as part of the fourth round of consultation in 2021.

Buses using the proposed dedicated lanes will not be permitted to travel at speeds greater than the posted speed limits. If you see buses not obeying the current speed limit, please call 1-866-247-0055 or 416-393-4636.

Anonymous's avatar
Nov 20, 2020 - 09:17

Thank you for the opportunity to learn. The Scarborough Community Renewal Organization (SCRO) is in the process of putting the information centre notice on our web page and sending out the Notice of PIC 3 through our newsletter.

Anonymous's avatar
Nov 30, 2020 - 01:14

Pour les stations de voie exclusive aux autobus, y aura-t-il affichages bilingue?

Metrolinx's avatar
Dec 14, 2020 - 11:11

Les exigences spécifiques d’affichage pour chaque station seront déterminées au cours de la phase ultérieure de conception détaillée.

The specific signage requirements at each stop will be determined during the detailed design phase. 

Daniel's avatar

Daniel
Dec 9, 2020 - 22:46

Hi! I left a comment earlier under the same name (Daniel). Thank you so much for your informative response regarding the station design. Could you please forward my comments to the project team so that they can be considered when the team is developing the detailed design?
Thank you very much, I appreciate it!

Metrolinx's avatar

Metrolinx
Dec 14, 2020 - 11:17

Hi Daniel 

Your comments have been forwarded to the team and remain on record. All comments we recieve on the project are considered by the project team. Thank you 

Anonymous's avatar
Jan 7, 2021 - 18:37

First of all, I can’t get into the meeting, which is frustrating. Now my husband finally got in.

Metrolinx's avatar
Jan 14, 2021 - 15:32

Thank you for letting us know that there were issues getting into the meeting, and accept our apology for the technology issue.  We will forward the issue to the meeting organizers.  Thank you as well for participating in the Whitby Q&A meeting.

Anonymous's avatar

Anonymous
Nov 20, 2020 - 23:25

As a person who lives right next to York Region’s vivanext bus lanes, it looks like a big waste for them to just sit there with the next bus scheduling to come fifteen minutes later. If the frequency is fifteen minutes per bus: is there a possibility for Metrolinx to do the same thing as the HOV lanes and give some drivers a permit to use the bus lane when buses are not using it?

Metrolinx's avatar

Metrolinx
Dec 2, 2020 - 15:04

The Durham-Scarborough BRT is proposing frequent 15-minute or better service, all day, seven days a week, with a bus every five minutes or less during peak hours. This service frequency is based on ridership forecasts developed for the year 2041.
Durham Region Transit (DRT), Toronto Transit Commission (TTC) and GO Transit buses will be able to use the dedicated lanes and stop and pick up people at the BRT stops. 

The ridership modelling indicates that the buses will be carrying more people per hour along their dedicated lanes than can be carried in a lane of general traffic.  While the lanes may appear to be underused as the volume of buses is less than the volume of cars, the BRT lanes will carry a significnat number of people.