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Agreed, but that's another reason why having stations closer together makes sense. If you have a station at almost every concession road (~2km apart), running local transit service on the roads would allow more local routes to more directly intersect with stations. When stations are 4+ km apart...

And with the introduction of RER on the Barrie Line, having stations 2km apart in suburban areas may not be a bad thing, so long as there's an option to run express trains on the inner portion of the line.

As some have pointed out, the primary purpose for public consultation should be two-fold: 1) Here is what we are proposing. 2) Are there any modifications we can make to the design that you feel would improve the design, or minimize the negative impacts of the design? Public consultations...

Exactly. I would argue that the posted speed should be the 85th percentile speed, since that would minimize the gap that you described. I would be surprised if MTO modified their design guidelines to lower the design speed.

Good news, but I was really hoping to see the 401 from the 418 to Cobourg included in this as well. While it does have elevation changes, the alignment is straight as an arrow, and it's 6 lanes the whole way.

One of the ways to counteract the "maxing out" of capacity on the Crosstown would be to build more perpendicular routes (or beef up existing routes) to lower the peak point ridership. In the west I think there won't be a capacity issue because you'll have the Kitchener Line hopefully up to RER...

I think the station designs will wind up looking a lot like what Ottawa's Confederation Line got. The stations went through the value engineering process as part of the DBFOM contract. They're nothing spectacular, but they're certainly not bland boxes either. Common materials and design...

A bridge has been my preferred option for a while now. There's the opportunity to do something really spectacular with the design of that bridge, especially considering the backdrop when looking at it from the west. Parliament Station is a natural hub for the downtown core too. Most Gatineau...

But extending the 402 around the north side of London and connecting with the existing 403 just east of Woodstock would also relieve the section of the 401 that is overcrowded. That would be a significantly shorter (and arguably more beneficial route for both local and long-distance travel...

I would argue that it does help with navigation. There is quite a bit of traffic that uses the 403-401-402 combination to reach the border crossing at Sarnia. We agree on it ending at Freeman though. As for the 410, I would argue that the 403-410 combination is a N-S highway with a small E-W...

IMO the 402 and 403 should be signed as one continuous highway, with a concurrency with the 401 through London, Ingesoll, and Woodstock connecting them. If it were up to me, the 402 would run from Sarnia to the Freeman Interchange in Burlington, and the Mississauga section of the 403 would be...

And in Ottawa, the Province even went so far as to actively avoid building more freeways through built-up areas. The original alignment for the 416 had it cutting through much more of Nepean than the final alignment did. The final alignment largely assumed the ROW of Cedarview Rd, and cut...

It would also allow them to electrify UP Express. I stand to be corrected, but wasn't one of the "deals" reached with the communities along the line (Weston in particular) was that UP would be electrified as soon as it was feasible?

https://www.hamilton.ca/hsr-bus-schedules-fares/riding-hsr/help-us-reenvision-hsr "We’re engaging all Hamilton residents, including current and potential customers. We want to find out how you feel about our current service and what you need from us in the future. With your voice, we’ll...

I'm actually in favour of using the 407 ROW as a rail corridor instead of a BRT corridor (my most recent fantasy map that I've been working on has this, FWIW). There's an opportunity to extend the line into Hamilton via existing GO infrastructure as well. That would in essence make it a modified...

As someone who lives not even 5 minutes from that interchange, I can tell you that during the PM peak it's a huge choke point. There are effectively only 2 through lanes on the 403 from the split westward. The leftmost lane comes right off the 407, and it's pretty much empty. The traffic from...

Agreed. I think we're going to see a lot of incremental improvements. There are probably quite a few track enhancements beyond the stringing of catenary included in this project, so we will likely see increases in diesel service levels before the electric component even comes online.

Yeah, I don't really understand the logic either. Maybe 11th is referring to the ability to go southbound from Finch and then eastbound or westbound on Sheppard, since the flow is generally towards downtown? That would add an extra transfer for most trips though, so I don't know if that logic...

That's good that the HOV lanes will continue along the QEW, but I really wish the MTO wasn't so shy about building dedicated HOV lane exits and overpasses. There's definitely an opportunity to build a high-level HOV-only overpass of the Freeman interchange, and have the HOV lanes land between...

I think Sheppard has greater demand up until about Kennedy, but Finch East has the greater demand overall. Since money is finite though, I would venture to say that doing dedicated transit lanes on both Finch East and Sheppard East would serve a greater good than only building LRT on Sheppard...