The Toronto LRT
Information Page
Updated: February 26, 2010
Latest Blog entries:
SRT Conversion to LRT Open Houses (updated February 26)
TTC Customer (Lip) Service (February 5)
Transit City to use Standard Gauge Track (January 7)
Site purpose: To provide information to the GTHA public on what LRT (Light Rail Transit) is all about and to promote the idea of LRT as a preferred rapid transit option, where appropriate, in many GTHA situations.
Toronto's public transit system has stagnated over the years as the expense of Subway expansion has severly limited additions. These additions have been added piecemeal in ways that benefit a small number of commuters and leave the overall system falling way behind its ability to offer a viable alternative to the automobile.
There are two myths that persist about transit throughout the GTHA. The first myth has resulted in very little consideration being given to alternatives to Subway expansion...
in North America
Full Subway (also known as HRT, or metro) construction is far more expensive than LRT construction (click here for a comparison) and few, if any, corridors exist within the GTHA that require the increased load capacities that Subway provide. Extending existing Subway lines is overkill as that same crush load capacity will never be used by the extensions, for it would render the rest of the line unusable with no capacity.
New Subway construction can be valuable to the transit network as a whole, when ridership is warranted AND when it enhances the overall network. A network enhancing subway is one that connects to the current subway network in multiple locations. Further extending existing lines do not do this. Plans for a Downtown Relief Line would do this and would warrant ridership.
In early 2008, the TTC released a plan called Transit City that ignores that first myth.
Unfortunately, the public tends to hold on to the first myth and the Transit City plan has its detractors who bring up a second myth...
LRT is occasionally similar to what we know in Toronto as streetcars. In fact, the next generation of TTC streetcars will be visually similar to the vehicles planned to be used for Transit City LRT operations.
LRT has other similarities to streetcar operations:
LRT occasionally operates in mixed-traffic situations, like most of our streetcar routes.
LRT sometimes operates in centre-of-the-road right-of-ways (ROWs), like we have on Queen's Quay, Spadina, and now on St. Clair. However, these examples do not take advantage of a proper transit priority signalling system that improves travel time for LRT operations while not delaying the rest of traffic when no LRV train is present.
These similarities demonstrate the flexibility of LRT.
There are some significant differences that are difficult to picture in the GTHA as we have little to compare. In many cases:
Light Rail Vehicles (LRVs) are bi-directional:
- a loop is not needed to turn around; the operator just changes ends similar to Subway operation
- operator is often in a cab separated from the passenger areaLRVs use all-door loading:
- this shortens dwell (wait) times while passengers boardLRVs tend to be larger (twice the size of the TTC's CLRVs) and may run in trains of two or more cars; up to three cars are practical for centre-of-the-road right of ways, while longer trains are possible on a fully separated right of way
LRT systems have simple stations, not fully closed in with gated access:
- fare payment usually involves a Proof-of-Payment (POP) system, with fare paid off vehicle often at self-service terminals
- pedestrians can cross the tracks at grade, eliminating the need for stairs, escalators, and elevators
LRT systems tend to have stations spaced further apart than streetcar or bus stops, but not as far as many new subway stations
LRT systems, when operating in mixed traffic or centre-of-the-road ROWs, have proper signalling priority at intersections
LRT systems, when operating on separate ROWs or adjacent to a road, may cross other roads as railway crossings with lights and gates to give them priority
LRT systems, when having to cross traffic, land formations, or buildings, may use tunnels and/or overpasses when no other alternatives are practical
LRT systems have a simpler, less expensive infrastructure. Stations are less costly, and the line does not require an expensive signalling system.
and Urban Interest:
It is expected that the next generation of TTC streetcars will be uni-directional with doors on the right side only and receive their electrical power by trolley pole, just as the current streetcars do.
It is very likely that the same make and model of cars will be purchased for Transit City LRT operations, but these models will have doors on both sides and will receive their electrical power by pantograph.
Rendering of what a TTC LRT might look like.
While Harbourfront, Spadina, and the new St. Clair lines are often looked at as LRT, about the only operation in Toronto that is closest to be accurately called "LRT" is the streetcar operation on the Queensway.
One can imagine what LRT might look like in the GTHA. We have a rendering of a possible TTC LRV above thanks to Matthew Blackett of Spacing.
Site Copyright Notice
This site is authored and maintained by Calvin Henry-Cotnam. Most photos and image scans appearing on this site were taken by the author, though some were taken by others.
Photo and image credit is provided in the tooltext that appears when your cursor is held over an image.
Permission is granted to use any image identified as being by the author to be used for your own non-profit and non-commercial purposes. Permission is also granted to any transit agency or for the purpose of urban planning to use images identified as being by the author. Credit for such use is appreciated but not necesary.
To the right is a rendering of a possible YRT/VIVA LRV. Another rendering of what this might look like on Yonge Street just south of Major Mac appears higher up on this page.
The best way to learn what LRT can be, one need only look at what other cities have LRT operations. Check out the links under LRT in Other Cities above to see this.
Rendering of what a YRT/VIVA LRT might look like.
In addition to looking at the vehicles used and what routes they operate on, these pages will take a look at how it is physically situated with regards to other traffic and communities, and will also look at how fare collection and enforcement is done.
Email here for permission to use content for any profit/commerical use.
The original plans for the Scarborough RT would have been a true LRT implementation (see this page on Steve Munro's website for information on the original plans). However, the change to ICTS technology put it in a category with the Subway lines as it must operate in a totally isolated ROW. This means that there are no automobile or pedestrian grade crossings, and stations must be closed off with gated access. Though less costly than a full Subway, the SRT is significantly more costly than a true LRT system.
The page author has had the opportunity to visit some other cities and try their LRT system, but that experience is limited.
Contributions are always welcome and will be credited. Send your comments and contributions to lrt@daxack.ca
Send questions, comments, and photos here