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TTC: Bloor Danforth Line 2 West Extension(s)

But will there be a discount when transferring from the GO train to the TTC system and vice-versa? That's the real importance for having the physical infrastructure.

Provincial politics don't make it likely that GO will be paying part of a TTC fare on behalf of their customers anytime soon (next decade).

However, it is possible the TTC will be starved for cash by 2022 (end of next term) and jump at the option of a distance based fare (not revenue neutral) which does give us fare integration with GO at GO rates for the subway.
 
More Quotes:

" This investment in better transit will make a marvellous Farmers' Market when Line 2 is extended to Cloverdale in 10-15 years"
crs1026, UT Contributor, Transportation and Infrastructure Forum

- Paul

In the spirit of speech making, I felt the need to embellish the already florid assertions a bit more.

"The Greater Toronto and Hamilton Area is expected to be home to nearly 10 million people by 2041. This announcement for the Kipling GO bus terminal is another step forward in delivering more GO service. This means after waiting for 10 years you will have access to faster service and shorter wait times – so that you can spend more time with what's left of your family and friends"
Steven


"With this new station, Metrolinx is moving forward with creating an inter-regional mobility hub that will provide residents of Mississauga and Toronto improved connections to regional transit systems, MiWay, TTC and GO Transit, which will reduce travel times and get people where they need to go faster and more efficiently. The lengthy walk between the terminus for MiWay, TTC and GO Transit at the Kipling terminal is intentional - it illustrates the commitment by M'linx to encourage Active Transportation."
Bruce

AoD
 
Still can't believe this is going ahead. A Cloveradle (or 427) Subway station would be where MiWay buses meet with TTC. Dundas between the 427 and Kipling is only getting more dense with all the proposals and developments. To have all those MiWay (and TTC) buses continue through this corridor is not a good thing.
 
With the Islington bus bays essentially crumbling apart as we speak, this project cannot afford to be delayed even further. But I couldnt agree more, the most common sense approach would be to extend the subway to cloverdale.
 
There should also be a new light rail line from this new station to the airport. And then extend it to Long Branch and Humber College.
 
There should also be a new light rail line from this new station to the airport. And then extend it to Long Branch and Humber College.
5km gets you Kipling to Eglinton, maybe a little more if you use the hydro corridor. After that it's just a branch service of Crosstown. Trickier part is getting Crosstown built all the way into the airport...
 
What exactly is at Long Branch - just to connect to LSE?

A few apartment buildings - and a connection to Miway along Lakeshore Rd, which will see development further west.

Lake Shore east of Browns Line is filling in - but slowly, and not at condo level density. However, severed lots are currently an epidemic in the back streets, so Long Branch generally is becoming much denser.

Whether this is enough to get us to LRT level ridership is a good question. I suspect not, but Browns Line is nice and wide and BRT down that way would be cheap and easy. It would also be a good avenue to develop much more intensively.

- Paul
 
5km gets you Kipling to Eglinton, maybe a little more if you use the hydro corridor. After that it's just a branch service of Crosstown. Trickier part is getting Crosstown built all the way into the airport...

If you rebuild the 427 with Dan Ryan-style median tracks, you could run it as a straight shot from N Queen St to the 401. Build the Cloverdale station box in such a configuration that the west end of the platform is pretty close to the median of the 427. South of N Queen, you could have it dip under the 427-QEW interchange, and run mixed traffic or in-median down Brown's Line to Long Branch GO. You could even put a spur off it at N Queen to connect to Sherway (so it gets its RT connection and we don't have to worry about diverting the subway to get there).

You're right though that north of Eglinton it would run on Crosstown tracks. That way, the airport would in essence have 2 LRT connections on the same tracks.

If you really want to spit ball, the Highway 27 corridor is very wide, and it would be relatively easy to build a side or median LRT down it. Extend the FWLRT from Humber to the 401, and the straight through and interlining possibilities are quite extensive. You could potentially have 3 different LRT routes all using the airport spur to access Pearson. That would allow 1 transfer access to virtually the entire region by local RT.
 
If you rebuild the 427 with Dan Ryan-style median tracks, you could run it as a straight shot from N Queen St to the 401. Build the Cloverdale station box in such a configuration that the west end of the platform is pretty close to the median of the 427. South of N Queen, you could have it dip under the 427-QEW interchange, and run mixed traffic or in-median down Brown's Line to Long Branch GO. You could even put a spur off it at N Queen to connect to Sherway (so it gets its RT connection and we don't have to worry about diverting the subway to get there).

You're right though that north of Eglinton it would run on Crosstown tracks. That way, the airport would in essence have 2 LRT connections on the same tracks.
Putting the LRT in the middle of busy highways makes me worry about expensive construction and an environment not conducive to attracting pedestrians/local users but instead depending on bus feed/loops - e.g. Glencairn. The hydro corridor would have some disadvantages too but on the whole I think it would be a better fit, especially since it's probably easier to get onto Eglinton. Another plus for either route is that this link provides an interconnect between Kipling and the Airport Corporate Centre/Mississauga Transitway east end.
 
Putting the LRT in the middle of busy highways makes me worry about expensive construction and an environment not conducive to attracting pedestrians/local users but instead depending on bus feed/loops - e.g. Glencairn. The hydro corridor would have some disadvantages too but on the whole I think it would be a better fit, especially since it's probably easier to get onto Eglinton. Another plus for either route is that this link provides an interconnect between Kipling and the Airport Corporate Centre/Mississauga Transitway east end.

Yes the construction cost may be higher, but the 427 corridor is also where the density is. Yes the pedestrian connections aren't ideal, but you can position the stations in such a way that you have one end at the major cross street, with a second pedestrian bridge crossing at the north or south end of the platform, in order to minimize walking distances. The hydro corridor also may be a no-go for the simple reason that Hydro doesn't want it on their land.
 
Again, unless there is a changing of minds in MTO/Government, the idea of having a transit only ROW on 427 is DOA.

MTO has already stated that there is no more land to expand 427 wider and no existing lanes will be use 100% only for transit.

Using the hydro corridor is off the table as well at this time, as well down the road. The only way you will get transit in the 427 corridor is either tunnel or elevated it.

You can do it on 27, but will not help much in the big picture.
 
Again, unless there is a changing of minds in MTO/Government, the idea of having a transit only ROW on 427 is DOA.

MTO has already stated that there is no more land to expand 427 wider and no existing lanes will be use 100% only for transit.

Using the hydro corridor is off the table as well at this time, as well down the road. The only way you will get transit in the 427 corridor is either tunnel or elevated it.

You can do it on 27, but will not help much in the big picture.

You might be able to get away with using East Mall-Hwy 27 (it being Etobicoke, eating up a lane even partially will be a tough-sell) - not ideal but the section north of Rathburn can be shifted to the west side of the ROW to speed things up.

AoD
 
Putting the LRT in the middle of busy highways makes me worry about expensive construction and an environment not conducive to attracting pedestrians/local users but instead depending on bus feed/loops - e.g. Glencairn. The hydro corridor would have some disadvantages too but on the whole I think it would be a better fit, especially since it's probably easier to get onto Eglinton. Another plus for either route is that this link provides an interconnect between Kipling and the Airport Corporate Centre/Mississauga Transitway east end.

You mean something like this?:



Granted it's a BRT through the hydro corridor, not LRT, to allow Bloor, Burnhamthorpe and Rathburn local routes to utilize the ROW as well. I still see the merit in extending the subway into Mississauga though and illustrate this with a modest largely above grade extension to Dixie/Dundas.
 

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