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Only by way of a double transfer with a one stop connection on BD, but yes, I assume such a connection would include Agincourt, why on earth would you come that close and not?
it would require a double transfer if coming from centennial but just about every other major destination on there connects to Sheppard-McCowan somehow. Maybe if the area around Agincourt GO was more of a destination but I just don't think there's the ridership between Agincourt and stc to support an entirely new segment of lrt just to avoid a transfer, when both are already on the subway system.
Quite the brt plan there damn I like the idea of the drt brt going past Scarborough centre but unless it goes downtown there's really no point. It really just needs to be a shuttle from Durham to the subway. Makes more sense as a separate Ellesmere/York mills brt. The use of the rail corridor on the eelrt is interesting though!
In a perfect world, express busses are run by a regional agency. So the highway 2/ellesmere bus doesn't care much about municipal boundaries. The STC to york mills route could be a forced transfer to balance frequencies and schedules though. My other thought is to run the route from Malvern to York Mills. The BRT infrastructure is good as it can be implemented in stages, allows flexible routing, and can run at comparable frequencies and speeds to on-street LRT. Assuming there are decent higher-order connections in the area, Scarborough is good for BRT as it has wide ROWs and density spread enough that you don't overload a corridor between higher-order connection points. My plan does require some of the higher-order connections though, I'd say the priority order would probably be:
I do like the malvern to york mills station idea, though i think running it to utsc would be more useful. Have the durham-scarborough brt utilize much of the same infrastructure and there you have a tone of busses from stc to utsc really shuttling them to and from the subway, and then less but still very frequent busses running from stc to york mills, and utsc to Oshawa
I like the split of line 1.
Nice. Where does the Vincent name come from at Dundas West-Bloor? Why no RH from Union?
The reason I named 'Dundas West/Bloor' "Vincent is mostly that I like to avoid names with "West"/"East"/"North"/"South" as much as possible. Vincent is also not as long of a name and can fit a bit easier on the diagram than a longer name. you can also find that I renamed the current 'Lawrence West' to Marlee and gave the station at Lawrence/Dufferin "Lawrence West" (mostly to avoid a "Dufferin North" station name of which there is no precedent for in the city thus far).
The RH corridor runs largely through the Don Valley flood plain, which makes it very unsuitable for frequent service, and likely wouldn't have service at all had it not been 'grandfathered' in. Iinstead included it on the midtown corridor lineusing the Leaside spur to connect with the rest of the RH corridorwhich doesn't run through a flood plain. The routing in the Don valley is also very long, windy, and generally slow to travel through, sodespite an extra transfer this configuration still is very likely to save more time, especially since all core sections of the suburban lines run at metro-level frequencies as is suggested by the REM branding.
I mean our housing prices are already there, so do we really need anything else?
