[reinventingthewheel]

Pretty interesting. Any chance of this actually happening any time soon?

Looks ridiculously expensive to me. When compared to what could be accomplished at grade, the benefits of going underground look limited.

Also, if anything should be separated from traffic it’s the LRT. So my brain hurts thinking about the addition of a level crossing at Hammerson drive, where there would otherwise be nothing slowing the train down on this spur.

 

[drum118]

Pretty interesting. Any chance of this actually happening any time soon?

Sometime In the 2030's if 30% design is happening in 2027. Getting to 100% design by 2029/30 with tender call for in 2030/31 and completed around 2035 assuming funding is there for it.

It needs to be design to handle 125-150,000 riders a day with extra spare bus bays to meet future quality of service. Then there is the need to able have an LRT on the Transitway servicing this Hub in the future

Another example of not building development on top of the terminal.

Getting the Transitway under Hurontario on Rathburn is going to be a tight turn as well fitting under the existing overpass

 

[sixrings]

Where exactly will the future GO branch to square one end. And where does the Kipling Subway extension end? Very confused.

 

[drum118]

Looks ridiculously expensive to me. When compared to what could be accomplished at grade, the benefits of going underground look limited.

Also, if anything should be separated from traffic it’s the LRT. So my brain hurts thinking about the addition of a level crossing at Hammerson drive, where there would otherwise be nothing slowing the train down on this spur.

the ordinal plan back in 1990's call for a tunnel to/from the existing terminal to connect to the lower level platform that exist there today. The terminal is in the wrong location and undersize when first built. One thought tears ago was to keep the Transitway to the north that would run under City View to a terminal and then cross under the 403 to the north side and connect to the missing Transitway.

During the building of the Transitway, Hazel did not have the $20 million for the tunnels and we got what we see today. it was proposed at that time that Duke of York would be elevated north of Rathburn to fly over City View, the 403 and the future north service road and connect to the missing Transitway. The north service road is now history.

Unless the new terminal is built to handle 150,000 riders a day, it will be back to the design board how to handle the extra riders and buses, let alone a though of another LRT on the Transitway as plan.

Where exactly will the future GO branch to square one end. And where does the Kipling Subway extension end? Very confused.

That is beyond our life span as Kipling subway extension will never reach MCC. If Hazel did not kill the free RT from Kipling in the 80's, it could be a different story but the density between MCC and Cloverdale is a major issue to support a subway today let alone by 2060. Far off running an Go branch line from Dundas to the 403 underground. Even having Line 5 connect to MCC as a branch line is better than a subway.

 

[sixrings]

the ordinal plan back in 1990's call for a tunnel to/from the existing terminal to connect to the lower level platform that exist there today. The terminal is in the wrong location and undersize when first built. One thought tears ago was to keep the Transitway to the north that would run under City View to a terminal and then cross under the 403 to the north side and connect to the missing Transitway.

During the building of the Transitway, Hazel did not have the $20 million for the tunnels and we got what we see today. it was proposed at that time that Duke of York would be elevated north of Rathburn to fly over City View, the 403 and the future north service road and connect to the missing Transitway. The north service road is now history.

Unless the new terminal is built to handle 150,000 riders a day, it will be back to the design board how to handle the extra riders and buses, let alone a though of another LRT on the Transitway as plan.

That is beyond our life span as Kipling subway extension will never reach MCC. If Hazel did not kill the free RT from Kipling in the 80's, it could be a different story but the density between MCC and Cloverdale is a major issue to support a subway today let alone by 2060. Far off running an Go branch line from Dundas to the 403 underground. Even having Line 5 connect to MCC as a branch line is better than a subway.

I don’t know in what world line 5 being extended is better than a subway. More realistic maybe but better? Are we all trying to get to midtown? I thought union or at least Bloor/danforth was the goal.

 

[Divas S.]

the ordinal plan back in 1990's call for a tunnel to/from the existing terminal to connect to the lower level platform that exist there today. The terminal is in the wrong location and undersize when first built. One thought tears ago was to keep the Transitway to the north that would run under City View to a terminal and then cross under the 403 to the north side and connect to the missing Transitway.

During the building of the Transitway, Hazel did not have the $20 million for the tunnels and we got what we see today. it was proposed at that time that Duke of York would be elevated north of Rathburn to fly over City View, the 403 and the future north service road and connect to the missing Transitway. The north service road is now history.

Unless the new terminal is built to handle 150,000 riders a day, it will be back to the design board how to handle the extra riders and buses, let alone a though of another LRT on the Transitway as plan.

That is beyond our life span as Kipling subway extension will never reach MCC. If Hazel did not kill the free RT from Kipling in the 80's, it could be a different story but the density between MCC and Cloverdale is a major issue to support a subway today let alone by 2060. Far off running an Go branch line from Dundas to the 403 underground. Even having Line 5 connect to MCC as a branch line is better than a subway.

150,000 passengers a day? That's busier than Union Subway station, at that point, there should be a light metro, a GO tunnel and maybe a line 2 extension for good measure. A bus station that busy would be stuck in its own traffic.

 

[drum118]

I don’t know in what world line 5 being extended is better than a subway. More realistic maybe but better? Are we all trying to get to midtown? I thought union or at least Bloor/danforth was the goal.

Not everyone wants to go downtown Toronto from within Toronto and from the 905 area. Travel should be focuses on a few areas with we are trying to create a seamless network. It is the same thing in Mississauga.

150,000 passengers a day? That's busier than Union Subway station, at that point, there should be a light metro, a GO tunnel and maybe a line 2 extension for good measure. A bus station that busy would be stuck in its own traffic.

The original plan for Mississauga was to see 725,000 residents by 2025 and we have already pass that years ago. CCTT was built in the 90's for a city of 400,000 that was to see 25,000 riders a day. By 2000, CCTT was seeing over 30,000 and that was before GO came to town. The expansion of CCTT was to increase ridership to 40,000 not including Go Transit. When Brampton 502 came to town, it took away a fair chuck of route 19/17 ridership while increasing ridership north of Sq One to the point CCTT and GO are seeing close to 60,000 today if not more. With all the land in MCC still to be built as well see taller tower than what Mississauga want to see, ridership will only increase to around 150,000 a day. I have been using that number over 10 years when calling for a new terminal.

The current model for ridership is 15% and has change that much in the last 25 years. If you try to get to 25-30% model split, it will need a lot better quality of service as well having a fleet and terminals to handle it. If you use 15% for 800,000 today, you get 100,000 riders system wide today. By 2040, the city will be over 1,000,000 on its way to 1.4 million or more by 2060 if not sooner. The city core can handle 300-400,000 residents and workers easy if the right development takes place by 2050 with 45,000 to 60,000 riders at 15% plus riders from outside the core. Going to 25% ridership will be 75-100,000 plus outside ridership. We have no more road space and the city not wanting to widen road like the past, transit is needed to move people more than before. mL has no plans to increase parking spaces at various stations that already seen parking garages built for them as they are sitting on value land that has a higher return rate for development that a vehicle that may park there for 40 hours a week.

There been calls for well over 10 years to reduced the number of parking spots at GO stations as they create gridlock both within the parking area as well on the road after a train has drop riders off