News   GLOBAL  |  Apr 02, 2020
A Message to Our Readers
 10K     0 
News   GLOBAL  |  Apr 01, 2020
EarthCam Time-Lapse Documents Rafael Viñoly-Designed New Stanford Hospital Construction
 42K     0 
News   GLOBAL  |  Apr 01, 2020
Resort Town
 6K     0 

sixrings said:
Should have been brt on burnamthorpe and lrt on dundas and lrt to connect to eglinton avenue west lrt.

And we know the ridership isnt there. But it’s chicken and egg. Put the transit there and encourage the development there.
Click to expand...
The city screw the LRT on Dundas by not allowing for a revise EA to upgrade the BRT plan last fall as well not covering the cost to relocate all utilities. Council wasn't prepared to wait an extra 6-9 months for the revise EA along with the utilities removal cost as they wanted the shovels in the ground ASP.

As for Burnhamthorpe, how does the LRT connect to TTC subway at Islington?? Ridership has never been there, especially west of Sq one with possible more from M City when fully built by 2030 or about. A number of locations for higher density for the west end, but not for the east. The residents in Toronto will fully oppose this LRT since they been trying for decades to get miWay off their roads. If and when miWay takes over TTC route 50, it maybe a different story.

As for Crosstown connecting to an Eglinton line, it would have to be a branch line since the mainline is to the airport. Stopping the LRT at Renforth will require a walking transfer as there is no room for it now, unless it connects to the Transitway.
 
drum118 said:
As for Burnhamthorpe, how does the LRT connect to TTC subway at Islington?? Ridership has never been there, especially west of Sq one with possible more from M City when fully built by 2030 or about. A number of locations for higher density for the west end, but not for the east. The residents in Toronto will fully oppose this LRT since they been trying for decades to get miWay off their roads. If and when miWay takes over TTC route 50, it maybe a different story.
Click to expand...

The section in bold will be an interesting part that I believe MiWay can hit if they build out and build up their rapid transit lines. The reason I mention this is because with Brampton Transit's Zum Queen line that goes to Smart VMC in Vaughan, we see significant numbers of people who complain about Vaughan's own line in terms of duration and getting around. They actually prefer taking Brampton Transit when they can because of how quickly the buses operate as opposed to their own. In a sense, we've essentially taken over the ridership of the majority of people who ride on Highway 7 in Vaughan unless they need to take another bus to a specific intersection that turns within Vaughan.

Realistically, if MiWay can gauge their current schedules, and start padding more buses around their express routes that switch from city to city depending on ridership, or creating more express routes that connect people from city to city (Mississauga -> Toronto, Maybe even Mississauga -> Oakville), the argument would be there that connections are great because of how frequently they operate. It all comes down to how they're going to generate their revenue based on ridership and current data.
 
JJTheJetPln said:
The section in bold will be an interesting part that I believe MiWay can hit if they build out and build up their rapid transit lines. The reason I mention this is because with Brampton Transit's Zum Queen line that goes to Smart VMC in Vaughan, we see significant numbers of people who complain about Vaughan's own line in terms of duration and getting around. They actually prefer taking Brampton Transit when they can because of how quickly the buses operate as opposed to their own. In a sense, we've essentially taken over the ridership of the majority of people who ride on Highway 7 in Vaughan unless they need to take another bus to a specific intersection that turns within Vaughan.

Realistically, if MiWay can gauge their current schedules, and start padding more buses around their express routes that switch from city to city depending on ridership, or creating more express routes that connect people from city to city (Mississauga -> Toronto, Maybe even Mississauga -> Oakville), the argument would be there that connections are great because of how frequently they operate. It all comes down to how they're going to generate their revenue based on ridership and current data.
Click to expand...
If one looks at TTC ridership for both 49 and 50, it clearly shows that miWay should be operating them as well, TTC can walk away with 3 buses to be use elsewhere in their system. I cannot remember when I made my first proposal to TTC on Mississauga taking over routes of TTC, but was told the Toronto Act did not allow for this option and when Toronto Official Plan was under review.

TTC has agree to allow Mississauga to do this some years ago that miWay plan for this change over, but TTC has being dragging their feet on it.

TTC has clearly stated that if funding became an issues going back decades, the bottom 25 routes would be eliminated and these includes the ones Mississauga should take over. When I attended TTC meetings, I and a few people got the printed ridership book that can be found on lines these days showing the ranking of the routes and the bottom 25 to be cut.

The section in Vaughan that people complained about does not have a true ROW at this time as well Brampton.

Mississauga try the Oakville route and it fail badly to the point it was scrap. Used to be the 101.

Having miWay taking over 49 and 50, the quality of service would be improved for the 3 and the 26 along with a new routing for 20 by the way of Bloor.
 
JJTheJetPln said:
The section in bold will be an interesting part that I believe MiWay can hit if they build out and build up their rapid transit lines. The reason I mention this is because with Brampton Transit's Zum Queen line that goes to Smart VMC in Vaughan, we see significant numbers of people who complain about Vaughan's own line in terms of duration and getting around. They actually prefer taking Brampton Transit when they can because of how quickly the buses operate as opposed to their own. In a sense, we've essentially taken over the ridership of the majority of people who ride on Highway 7 in Vaughan unless they need to take another bus to a specific intersection that turns within Vaughan.
Click to expand...
A few more reasons on why the 501 Zum has been more successful within Vaughan is because there is little to no worry in a schedule in this section heading to VMC. It's not as crazy like being way too early from its posted schedule, but from what I seen most buses are 5-10 mins early at times while on the bus lane section and this happens often. The Viva Orange not going between Martin Grove-Hwy 50, also allows the 501 to pick up the slack in the lack of service as well.
 
If they were to construct an LRT along Dundas, would it be worth it to tunnel (cut & cover) under the Hurontario & Dundas intersection?

If they're going to tunnel under DT Brampton, then why not Cooksville?

Dundas being reduced to two lanes at this intersection is such a pinch point for a BRT option.

Have the western tunnel portal somewhere east of Mavis and the eastern portal somewhere west of the bridge going over the CPKC/ Milton line.
 
Bojaxs said:
If they were to construct an LRT along Dundas, would it be worth it to tunnel (cut & cover) under the Hurontario & Dundas intersection?

If they're going to tunnel under DT Brampton, then why not Cooksville?

Dundas being reduced to two lanes at this intersection is such a pinch point for a BRT option.

Have the western tunnel portal somewhere east of Mavis and the eastern portal somewhere west of the bridge going over the CPKC/ Milton line.
Click to expand...
By the time an LRT would be needed, Dundas will have 6 lanes at the intersection after all the development take place to widen the road to 40m from the current 28m. A cut and cover would be very disrupted than what been plan for the BRT. The LRT boat sorry to say has sail as the BRT cannot be upgraded without ripping the BRT up so an LRT can be built including the stations.

If an LRT was built, it would be able to offer a single seat to MCC that would increase the number of LRV's on Hurontario and this goes back to the EA for the Hurontario LRT. it was proposed at the beginning, but scrap once Hydro One opposed the line under their hydro wires at Kipling.
 
A one seat ride to Kipling is an enormous missed opportunity.

I wrote the mayors office about a few things. All day service on the Milton line, a possible subway extension, a bunch of transit things. Anyways the mayors office took about a month to reply, thanked me and sent me GOs contact information, metrolinx contact information, TTC contact information, Doug ford contact information. I guess the mayors office thought they got an email from someone who doesn’t have google access.
 
SR95 said:
Still puzzled about what the business case was for the Transitway - what are the ridership numbers like for it? For the amount the City spent on it, it seemed like the money could've better used elsewhere (as the priority corridors in this document show).
Click to expand...
I think the thinking was having a rapid east-west connection between Sq1 and TTC. Indeed, it kind of follows the same route as the fastest driving route (just using 401 instead of transitway along Eastgate/Eglinton).
1743955635759.png

What MiWay is finding however is that post-covid, people (particularly Brampton residents) are increasingly using the service to travel to industrial jobs in Mississauga, and much less being used by Mississauga residents to go into central/downtown Toronto. So corridors like Derry, Mavis, Eglinton, McLaughlin are increasingly slammed for local (Peel) travel, while fewer people seek a quick trip into Toronto.
 
duffo said:
(particularly Brampton residents) are increasingly using the service to travel to industrial jobs in Mississauga, and much less being used by Mississauga residents to go into central/downtown Toronto.
Click to expand...
Once the Hurontario LRT opens, the ridership explosion into Mississauga from Brampton will accelerate. Derry rd which is the border of many services where brampton transit riders change to miiway network has the highest ridership growth across all of Mississauga, Every Miway bus has been along the corridor upgraded to articulated, Brampton transit needs to do the same for the Torbram 14.
A Derry BRT has high justification in the network. I really wish Peel would unify transit networks and reduce the network changes between cities. The Hurontario LRT already has the ridership demand to make it a massive success.
 
Last edited:
drum118 said:
The LRT boat sorry to say has sail as the BRT cannot be upgraded without ripping the BRT up so an LRT can be built including the stations.
Click to expand...
Last I checked the BRT along Dundas still has yet to begin construction. So what exactly is there to rip up?
 
SR95 said:
Still puzzled about what the business case was for the Transitway - what are the ridership numbers like for it? For the amount the City spent on it, it seemed like the money could've better used elsewhere (as the priority corridors in this document show).
Click to expand...
If they extended it;
- northwards alongside the 410 up to the 407
- westward alongside the 407 all the way to Aldershot GO
- improved the 403 portion in Mississauga

it would serve as a great transitway for GO buses to get from Aldershot to Bramalea GO with a Major stop in the middle at Square One and quicker/ easier access to Pearson airport for people in Hamilton.
 
Last edited:
You must log in or register to post here.

Back
Top