I agree on that one. A 'Humberlea' station at Wilson and an Emery station at Finch (and the LRT) would probably be welcome. In either alignment, I think they were also suggesting a station at Islington and 407, linking to the transit busway.
Ah, well done. I still kinda like the Neptis one just because of the different land use overlays and whatnot. I didn't really have a sluggish issue. But had they gone with anything Google Earth-related, I'd avoid it like the plague. Something about GE always messes up on my comp. Google Maps I'm still okay with.
Convert the GO Stouffville line to Electric Multiple Units (EMU) with 3-4 minute headways. The route goes along the Lakeshore (4th track installed), then at Gerrard and Pape we go down the Relief Line (RL) tunnel, switching the RL to EMU technology as well. The crosstown under Queen Street becomes EMU avoiding all the Union Station issues. We meet up with the Union Pearson Express (UPX), which we then salvage by converting it to EMU and add a few more stations and serve north-west Toronto. A third track of the crosstown from Osgood Station goes up Pape, crosses a couple of bridges across the Don Valley and then up Don Mills Road.
The Sheppard LRT meets the Stouffville line.. The Steeles, Finch, Agincourt, Lawrence stations will significantly shorten bus routes in Scarborough. Most Scarborough bus routes will run east/west to feed the Stouffville line. As the east/west bus routes run faster than north/south routes transit times will be shortened.
The Stouffville line replaces the Scarborough Subway Extension (SSE) and alleviates the Yonge/Bloor crisis.
The idea is to get Metrolinx to work on a digestible project where they can gain experience with PTC train signaling and EMUs. It would be easy on Stouffville and UPX. Toronto needs both crosstown and relief line so it would be a good connector.
The proposal seeks to solve the issue of the lack of a high speed mode of travel across the north of the city. The only two feasible solutions to that are an underground subway or surface rail. Obviously the former is cost prohibitive given the probable low ridership of the corridor. Light rail isn't a good option since that's slower in speed and more local in nature.
So if we want to solve the problem of the lack of high speed travel mode across the top of the city, this seems like the only thing that would work.
IIRC, the plurality of trips on the network start and end in the suburbs, and the modal show of suburban to suburban travel is very low within Toronto (around 20%). The lack of a high speed link connecting our suburbs without detouring downtown is a problem worth trying to solve