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I think you've got that backwards. A tricky situation like Union is where you want to deploy a good architect. Its not just a matter of choosing the tile colour. Constraints require thinking, which is why you hire an architect. Out at Steeles West any architect or engineering firm can...

But service to Etobicoke, especially the north could have seen a big improvement from having a subway so close.

Yes, obviously I was referring to the new mostly internal projects, which do nothing to enhance the grandeur of the original building. I agree, its early to judge the renderings and plans as we've seen them. But I am concerned that we're going to end up with a generic basement shopping mall...

I'd argue that the entire interior could use a good architect. The concourses are the busiest places in the city. Might as well design them well, in terms of both aesthetics and circulation.

You can never be sure an architect is working on the project when you hire an architecture and engineering firm. The fact that its an historic building makes an even better case for hiring a good architect. There are plenty in Toronto. From what I've seen of all the Union Station projects...

Norr is a local architecture and engineering firm. Nothing at all like Foster.

Thats the last thing I would have through of. Anyway, its reasonable to have routes that would otherwise terminate at VMC to continue to 407 station and terminate at the bus bays there. There won't be a fare-paid zone anyway, so it won't be a huge loss to have an on street 'transit mall'...

whats the 'M' in VMC?

The more likely conversion option would be to convert the outer ends, either in phases or all at once, from at-grade to grade separated. That wouldn't require significant closure time, but it would allow subway speeds and reliability with a good capacity (probably enough for eglinton well...

Will a central subway with BRT ends really be better? The central section is already being built to HSR standards (so they say). So converting it in the future will not cost very much. What your plan does is force a transfer for all the BRT passengers who can take the LRT all the way to...

Its a bit misleading to suggest that all we get for a billion dollars is 5-6kph. We also get better vehicles, higher capacity, and a quieter and cleaner street environment. I'm not saying its the right thing to do, but there is more to this project than a small speed increase.

Of course transfers are a necessity, but the point is that we should be making those transfers happen at places that are destinations, as much as possible, so that not as many people need to transfer.

Fare integration doesn't matter. The problem is adding a one-stop transfer on the subway for people going to Dundas and Islington. It makes transit less attractive for those people.

It certainly makes sense for Burnhamthorpe buses to continue to terminate at Islington, since burnhamthorpe goes right to the station. The disadvantage of MT buses switching to Kipling or East Mall is that Islington is a real destination, with offices and residences. All the mississaugans...

The Land Use Plan posted by Waterloowarrior makes a strong case for King. It passes straight through the vast 'regeneration' areas east and west of the core. Those are former industrial districts that already have solid residential density and are gaining a lot of mid and high-rise condos on...

I just want to note that development doesn't equal "50 storey condo towers". The potential along Queen (mostly to the south) and King (both sides) lies in the existing underused industrial buildings, as well as various small and large lots along the line. I don't think East Bayfront, West...

Two questions: First, I can't ever recall seeing any document outlining proposed commercial/office development in the East Bayfront, West Donlands, etc. Does anyone have any solid information about the jobs we can expect to be created here? Second, to Keithz, can you explain why a rail...

Agreed, it will probably never see the volume that King, Queen, etc. But there are two big differences. First, being on a GO line means this station will see little traffic most of the day, then a big spike in traffic when a GO train lets its passengers off. It needs to be designed for this...

I'm not convinced that these are overbuilt. York U is a major destination that will see big volumes at certain times. And Sheppard West may be in the middle of nowhere, but it is a transfer station (to Barrie GO line). It could see some significant use if GO ever manages to transform itself...