Man, sorry guys I have been busy. It is a pain to go though all this, but I will try my best.
You realize, right, that the reason MCC is so spread out and sparse is because the original designers never thought that future transportation would involve anything but cars.
There are no original designers of MCC. MCC is not something that was built all at once, you should know this. It is not even near "completion." The concept of MCC has evolved over time and MCC itself has evolved over time.
The earliest buildings date back from the 50's and designs of buildings since then vary wildly. But I see very little evidence of any attempt to discourage pedestrians in MCC. And only a couple of buildings seem designed solely for the car. Even Square One itself has had pedestrian access improved over the years.
If you want to see a place in Mississauga designed solely for the car, try Heartland. It is horrible.
I never said that Hurontario is equivalent to Hwy 401. It's not.
You said it is as bad as a 400-series highway. And, yes, the 401 is a 400-series highway.
Haven't we already concluded that Downtown Mississauga was built in perhaps the least transit friendly way possible?
How so? You still have said nothing true to support this.
Haven't we already concluded that Downtown Mississauga was built in perhaps the least transit friendly way possible?
You don't even know what transit friendly means since you singled out Hurontario is being unfit for transit. Again, the highest ridership in the 905, the most efficient the GTA, despite no connection to the TTC. Need I say more?
The very problem with it is design mistakes like putting enormous empty spaces between developments
Buildings in MCC are not spaced-out, let alone deliberately so. Stop spreading these lies. Look at the conceptual model for a "completed" MCC in City Hall and tell me if you still really think that the city wants buildings to be widely-spaced apart.
Just look at the Widesuites development and the tiny space it occupies. They have to close off the street just build it! Enormous spaces, eh?
Really? In those empty fields? I have no doubt a lot of people get on and off in the Eglinton area, and at the Terminal inside Square One, but really, you're telling me the empty field in the photo is a heavily used bus stop??
That empty field is not served by the 19 (and even if it was it means nothing because it is a small part of the corridor).
I will repeat again. Every stop
along the 19 between Bristol and the QEW is heavily used. It is as simple as that.
I was talking about the overall usage of Hurontario by all modes, not just bus. The bus rider makes up only a small fraction of the users of this road.
Wow, so you are basically saying that the bus is the dominating mode of transport for short-distance travel along Hurontario? C'mon, lets get real here. This is the suburbs.
It is far more likely that the bus represents just a small fraction of the total local traffic volume along Hurontario, just like any other corridor in the 905. And since Hurontario has the highest volume of local bus traffic in the 905, and it is likely to have highest volume of local car traffic as well. Long-distance travel by car along Hurontario is not nearly as prevalent as you claim.
Again, as I said, if Hurontario was a regional corridor, the demand for local bus services would be very low. Demand for Mississauga Transit overall would be very low as well, if so many people had to cross borders to get to work. Mississauga Transit would not have 2 or 2.5 times the transit ridership per capita of Brampton or York Region if long distance commutes were as prevalant.
But I am glad you bring up this concept of distance though, because minimizing distances is the key to a truly urban environment. Not just the straight-line distance but also the effective distance, which takes into account obstacles to walking, i.e the actual distance walked. When people talk about increasing density, or encouraging mixed uses, or improving "permeability", they are actually talking about the reductions in euclidean and effective distances between places for walking, biking, and transit. Because no matter how aesthetically pleasing a place is, if the distances are too far, walking, transit, and biking becoming impossible. And therefore small distances are essential for a truly urban environment.
And obviously Mississauga has had more success with reducing distances than the rest of the 905. And Phoenix too for that matter.
