Search results

Look again and it's clear you haven't driven it often. Virtually all of the congestion is due to the 400 interchange. Drivers will be incentivized to take 413 just to avoid 401/400.

High level plans do exist that accomplish continuing the express/collector from 427 to 409. At the 427 interchange it involved replacing virtually every bridge and adding many more. Highway 413 will result in improved capacity of that area as well by giving everyone going 401 to 400 an...

You can thank City of Brampton for approving those development plans. At least the Humber Station interchange won’t be too far away. But I guess the quickest access for Bolton to Hwy 427 will still be highway 50. until the highway 427 extension, that is

How do you figure? Wouldn't Hwy 50 have more traffic? Although difficult to forecast once 427 is extended to 413 and all is open to traffic.

Pretty cringe

The widening of 401 from Ajax easterly to extend the express/collector system has had the preliminary design work completed for many years now. Here are just a few articles from 2015 describing it, so this is nothing new...

You can see it was awarded to AECOM here https://www.raqsesp.merx.com/public/solicitations/1786540178/abstract

It's in the EA/Preliminary Design phase now (south of Queen to north of Bovaird). So expect detail design in a couple years, construction starting maybe 2026 and lasting 2-3 years.

They don't need to increase capacity. They'll just increase the tolls in those sections to lower demand to keep rush hour flowing at 120 km/hr.

I'm guessing very few people on here actually drove 407 in rush hour pre-pandemic. If trucks could use it for free then it would become immediately congested and destroy their whole business model (pay extra to travel across town at 120 km/hr).

A lot of times the design build contract will include 30 year maintenance. Similar to the Highway 427 Extension. The raw construction cost was about $250M, but price tag was $620M including design, financing, operation, maintenance, etc.

These environmental groups seem to just be arguing for the sake of arguing. According to them, the highway will 'pave over' 400 acres of Greenbelt. But of course what they don't tell you is that this is only 0.02% of the Greenbelt.

An HOV lane only requires another 1.25m (the painted buffer) of width. That is a marginal extra cost of roadway platform for obvious gains. It's not like carpool lanes are only used in Ontario - they are world wide. The idea is to get people carpooling to reduce the # of vehicles on the road...

The EA process actually started in 2005 with the Preliminary Design being completed in 2010. It has been a long time coming.

That's unusual...the Ministry never lets subsequent interchange ramps be closed at the same time. Must have a been a combination of unlikely factors that led to that happening

On the other hand...people will just learn to ignore the NROR signs if they are installed too early - before any significant foot or bicycle travel.

You've both been intentionally misled by groups like Waterfront Toronto when they use Origin/Destination statistics. Refer to my attachment (Insert B) to grasp just how much traffic the DVP and Gardiner carry in the average day. The Gardiner (12 years ago) carries over 80,000 vehicles per...

The only highway I could see being removed is the Allen expressway. Except I'm sure the residents on the east side don't actually want that barrier removed so they can keep a buffer with the poorer areas west of it. Funny how that works.

Toronto already effectively removed its less useful highways by not building them 60 years ago. As a result, today we only have the bare minimum. The only reason those articles are published is because they can highlight "racism" that happened 70 years ago.

Big surprise that a town of 200,000 people with a declining population didn't need it's own freeway loop downtown.