Mississauga Pearson Transit Hub | ?m | ?s | GTAA

rdaner said:
www.theglobeandmail.com

CEO of planned Toronto-Quebec City rail project welcomes airline interest as Air Canada joins bid

Federal officials are now reviewing three bids for the project between Toronto and Quebec City and cabinet is expected to select a winner before the end of the year
www.theglobeandmail.com www.theglobeandmail.com
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Yeah no sorry, Air Canada's only interest in this would be for the sole purpose of up-ending any "progress" that would be made with HFR. Nothing more, nothing less.

There's no planet in which the project would serve as a benefit to them and they know that. It's akin to an airline saying that they are acquiring a competitor to "provide better service for passengers".
 
I'm thinking it's also so they can crush Porter in the TOR-OTT-MTL market. An editorial on Air Canada's entry into the competition mentioned they were probably after passenger data; that would help them considerably.
 
I don't know. I do feel like there's a scenario in which freeing up domestic gates at yyz, yow, and yul, AS WELL as aircraft to be used for other routes would be profitable for air Canada. Especially if they get to share in some of the passenger rail revenue.

I'd guess it would boil down to ac's casm (cost per available seat mile) and rasm (revenue per available seat mile) in the tor-ott-mtl triangle. If they are incurring large costs and lower revenues than other potential routes simply to squeeze out competitors and/or offer the convenience of near hourly departures, than maybe the math might work . Personally I don't know if the triangle is a profit center that is subsidizing other poor performing routes or if it is being subsidized by other routes (like say international).
 
my understanding of the aviation industry is that long-haul is the real profit centre. Like most industries, margins increase the higher the ticket price goes up usually.

AC may be looking at HFR as a way to free up slots at Pearson, Dorval, and Ottawa for more long-haul flights.

Plus offering code-shared access to city centres is a big deal which will help them compete with Porter.
 
Short haul flights also generate more GHG emissions per passenger-km because the aircraft don't reach optimum cruise altitude and spend a greater proportion of the flight climbing and descending. So flying lots of short haul flights has a negative impact on an airlines environmental impact reporting.
 
In most other developed countries a project like this would be the priority of the federal, provincial and municipal governments, but here no one seems to care about it. It seems crazy that we are waiting for a non-profit organization (GTAA) to decide to proceed and to finance this.

GO, UP, Finch West LRT, Crosstown LRT/Mississauga Transitway, Sheppard Subway, Buses should all be in advance planning to connect with this transit hub
 
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Obsidian said:
In most other developed countries a project like this would be the priority of the federal, provincial and municipal governments, but here no one seems to care about it. It seems crazy that we are waiting for a non-profit organization (GTAA) to decide to proceed and to finance this.

GO, UP, Finch West LRT, Crosstown LRT/Mississauga Transitway, Sheppard Subway, Buses should all be in advance planning to connect with this transit hub
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What is the plan here anyways.
Should every line converge at one spot at the airport (I don't think any would be through lines)?
Where would this be, and would it be close enough to passengers final destination?
Would it be better if each line terminates away from the airport, and then a separate loop goes through the airport ground to several stops, plus connects to each transit line.
Dark Blue shows a BRT Lite connecting Woodbine (Line F and KW-GO), YYZ, Renforth (Line E), Dundas (and extended Line B and future Dundas BRT with some sort of pedestrian bridge/moving sideway connecting the 2 sides of 427), Sherway and Long Bridge (LSE-GO). Maybe this can be built sooner.
Light Blue is a grade-separated line to connect Woodbine to Renforth.
1766969471921.png
 
Obsidian said:
In most other developed countries a project like this would be the priority of the federal, provincial and municipal governments, but here no one seems to care about it. It seems crazy that we are waiting for a non-profit organization (GTAA) to decide to proceed and to finance this.

GO, UP, Finch West LRT, Crosstown LRT/Mississauga Transitway, Sheppard Subway, Buses should all be in advance planning to connect with this transit hub
Click to expand...

Westey said:
What is the plan here anyways.
Should every line converge at one spot at the airport (I don't think any would be through lines)?
Where would this be, and would it be close enough to passengers final destination?
Would it be better if each line terminates away from the airport, and then a separate loop goes through the airport ground to several stops, plus connects to each transit line.
Dark Blue shows a BRT Lite connecting Woodbine (Line F and KW-GO), YYZ, Renforth (Line E), Dundas (and extended Line B and future Dundas BRT with some sort of pedestrian bridge/moving sideway connecting the 2 sides of 427), Sherway and Long Bridge (LSE-GO). Maybe this can be built sooner.
Light Blue is a grade-separated line to connect Woodbine to Renforth.
View attachment 705522
Click to expand...

The problem is that this isn't a priority for the GTAA, and likely won't be for another decade or so given their current LIFT plans. Without the GTAA advocating for this the Federal, Provincial, and Municipal governments aren't about to table it.

The previous plan, which had all (most) lines converging on one station located at the current parking lot across from the Alt hotel is, IMO, a solid one. I do think there are flaws in the execution (the idea of a passenger processer here is absurd). However if the plan is to support both transit to the airport and development of a hub for the surrounding businesses (which I think it should) than it needs to be centrally located.

I'll reiterate that I'd like to see the GTAA consolidate some of the properties it has acquired over the past decades into the transit hub. Specifically:
- The Airway Centre complex into one or two office towers connected to the station. The Airway Centre has in total about 700,000 square feet of leasable area (not even sure that much space is needed in today's real estate market). A 20 floor building with a floor plate averaging about 30,000 square feet would provide the same square footage. This would free up the airway centre land for redevelopment, perhaps a new hotel.
- The International Centre also relocated to the terminal. The International Centre claims to have 500,000 square feet of conference space, roughly 700x700 feet. This would be more difficult and might require stacking the event space across 2 or more floors. This would also free up land around Malton Station for development and/or expansion of Malton.
 
Woodbridge_Heights said:
The problem is that this isn't a priority for the GTAA, and likely won't be for another decade or so given their current LIFT plans. Without the GTAA advocating for this the Federal, Provincial, and Municipal governments aren't about to table it.
Click to expand...
I suspect that the biggest progress blocker right now is the massive interdependence with Regional Express Rail and HSR, which means that as long as until the ongoing expansion plans for Union Station, the Kitchener Corridor and ALTO are finalized, there is very little which can be done for the future Intermodal hub station at Pearson. With ALTO finally releasing some routing details as part of their public consultations starting next month, the momentum should be back to discuss how to eventually extend HSR to Pearson and beyond…
 
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