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mikeydale007

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IMO the best thing is to extend the Link Train in both directions. Have it terminate at the new GO station at Highway 27/Woodbine in the north and terminate at Renforth Station in the south. That way the Eglinton line can be extended west into the transitway in the future if it needs to, and no diversions of HSR/RER/Kitchener Line are necessary. That tunnel idea looks veeeeery expensive.
 

north-of-anything

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IMO the best thing is to extend the Link Train in both directions. Have it terminate at the new GO station at Highway 27/Woodbine in the north and terminate at Renforth Station in the south. That way the Eglinton line can be extended west into the transitway in the future if it needs to, and no diversions of HSR/RER/Kitchener Line are necessary. That tunnel idea looks veeeeery expensive.
Sounds like something to make into a map!
 

crs1026

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If you think that's bad, just imagine hauling your suitcase on a Flexity Freedom or Alstom train and sitting in one of those seats that face each other.
The silver lining is - there is so much wasted space in a low floor design, Alstom or Bombardier, that one can find a place to tuck a suitcase. You just can’t sit in a quad.

I do think that any transit line that feeds an airport ought to turn its mind to stowing luggage. That may well sacrifice a seat or two per railcar. It’s surprising how few actually do this.

- Paul
 

Bureaucromancer

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Sounds like something to make into a map!
Assuming it drops the Convair Dr detour I'd expect it to look pretty much like this

Peoplemover.png


As for my opinion on it... I actually lean toward liking the alignment and an independent service, but thinking it should probably be an Etobicoke north/south line from Kipling to Humber with free service on the Renforth/Woodbine section and TTC fares elsewhere... Which would also incentivize the airport to build an airside transit system.
 

mikeydale007

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In this scenario we would eliminate the UP Express, so the LINK train could use the current UP Express elevated spur to reach the GO station.
 

gweed123

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I used to be in favour of the extended LINK train option, but after having seen the plans for the transit hub, I think that option makes a lot more sense. If we want to change the modal split to Pearson, we need to locate the transit at Pearson, not just a short train ride away from Pearson. Every additional transfer hauling luggage makes people less likely to use it.
 

Coolstar

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I used to be in favour of the extended LINK train option, but after having seen the plans for the transit hub, I think that option makes a lot more sense. If we want to change the modal split to Pearson, we need to locate the transit at Pearson, not just a short train ride away from Pearson. Every additional transfer hauling luggage makes people less likely to use it.
Highly Agree. Though extending the LINK train to Malton or Woodbine is a good back up plan if things go wrong.
 

EastYorkTTCFan

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I used to be in favour of the extended LINK train option, but after having seen the plans for the transit hub, I think that option makes a lot more sense. If we want to change the modal split to Pearson, we need to locate the transit at Pearson, not just a short train ride away from Pearson. Every additional transfer hauling luggage makes people less likely to use it.
Highly Agree. Though extending the LINK train to Malton or Woodbine is a good back up plan if things go wrong.
The problem with extending the link train is that any additional stop to it could reduce its's capacity significantly due to the existing technology it uses. Right now it has two trains on separate tracks that are pulled along by a cable and it's only good with two or three stations on it.

 

Voltz

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The problem with extending the link train is that any additional stop to it could reduce its's capacity significantly due to the existing technology it uses. Right now it has two trains on separate tracks that are pulled along by a cable and it's only good with two or three stations on it.
There are other versions of that technology that allow for more than one train per track, such as a setup where the cable moves continuously and the trains detach at each station, and are moved by a set of motors in the track,

i don't think I would have the Link extended south to Eglinton, but I would much rather there be an extension of it. or a shuttle of some kind to the railway corridor instead of doing much more work to divert the railway corridor to the Airport. Also I don't think the transit hub idea as planned is worthwhile, would their still not be a need for a shuttle from it to the terminals? And with T1 especially there would be way to much unused space with removal of the check in and baggage claim areas. Also they would lose the three parking garages and the Sheraton Hotel.

There is enough room at T1 for transit services, and the Link people mover from Woodbine Station to both terminals should be more economical, and with no more transfers would be needed than with trains diverted to the transit hub.
 

rbt

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The problem with extending the link train is that any additional stop to it could reduce its's capacity significantly due to the existing technology it uses. Right now it has two trains on separate tracks that are pulled along by a cable and it's only good with two or three stations on it.
There are upgrade kits for the Link train available using some tricks from high-speed chairlifts/gondolas. A "Pinched Loop" conversion installs a single common track at the ends for turnbacks, cable selection within the trains (see high-speed chairlift/gondolas which allow changing speed at stops; this goes further by changing the direction cable too), and as a result enables multiple trains per track. The downside is you can no longer operating each track individually.

In addition, the trains are extremely light and easy to lengthen. Quadroupling capacity to 10kpphpd is possible without a huge investment; although downtime of a few months would be required.

Oakland Airport uses the Pinched Loop mechanism with 4 trains on 5.1km of track @ 50km/h peak speed.
 
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W. K. Lis

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Since they are in the planning stage, I can see them incorporating "social distancing" just in case for future pandemics. For example, I can see them having disinfecting stations for the taxis and limousines, between trips. Can see screen separating the backseat passenger and the driver being made mandatory.

See link.

As we continue to celebrate and support frontline healthcare workers who are sacrificing the most right now to fight COVID-19 under extremely dangerous conditions, we can't overlook others in public-facing positions who are taking risks with their health and safety to keep working, too.

Along with employees of essential businesses, cleaners, delivery and post office staff, public transit workers, those transporting essential goods and others are the drivers who are keeping residents moving where they need to go.

Keeping the requisite two-metre distance from others is difficult within the confines of a vehicle, and given that we now know that the virus can remain suspended in the air for hours and can be transmitted through normal breathing, taxi or rideshare drivers without proper personal protective equipment are susceptible to infection every time they accept a customer.

It may come as no surprise, then — especially because the outbreak began with recent travelers, though is now in the stage of community spread — that a number of taxi and limousine drivers who work out of the Toronto Pearson International Airport have in fact caught and succumbed to the infectious disease.
See link for UV light in cars and taxis.
 

lenaitch

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Since they are in the planning stage, I can see them incorporating "social distancing" just in case for future pandemics. For example, I can see them having disinfecting stations for the taxis and limousines, between trips. Can see screen separating the backseat passenger and the driver being made mandatory.

See link.

See link for UV light in cars and taxis.
I used to drive for an out-of-town van service to/from PIA. While a physical barrier might work in passengers cars, it would be quite a challenge in a van, primarily because of airflow disruption and any Transport Canada regulations. That might even be a problem with many standard passenger vehicle-based limos and taxis, as opposed to Lincoln Town Cars that have a more robust rear seat ventilation system. I don't know if any of the devices in the link along with the effectiveness and long-term health issuesof UV light and other offerings have been proven. The purchase, installation and maintenance costs of any aftermarket UV filtration system is going to have to be factored into the owner.operator costs, as well as lost revenue down-time if decontamination procedures are mandated. If it becomes too onerous and the fares go up or companies exit the business, it would drive passengers to transit (those who have that as an alternative) where they will sit cheek to jowl with other passengers anyway or private vehicles.

Serious Tesla, protect against a military-grade bioweapons attack?
 

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