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  1. Not according to Brampton Transit. The 501 will terminate at VMC, while 501A/C will continue to serve York University via Highway 407. Anyone using the 501 in Woodbridge to get to York U will be out of luck. York Region has basically wiped its hands clean, especially with the "restructuring" of Viva Purple. It's a nice euphemism for a service cutback, which forces two additional transfers on the trip. It's not just "part of the plan" as Dan suggests - it's a nearly total abandonment. There's no reason why Viva Purple couldn't continue to Pioneer Village except that York Region is stingy with funding transit operating costs.
  2. No. There are many bus queue-jump lanes at intersections on Queen, Bovaird, and Steeles, with far-side bus stops, but these are basically extensions of right turn lanes that allow buses pass cars stopped at red lights and clear intersections quicker.
  3. A few other points: The map is inconsistent when it comes to marking hospitals (only some are labelled, like Sunnybrook and the new Humber River Hospital, others are not). Connections to neighbouring transit agencies are inconsistent as well. Why label a connection to DRT (a rush hour only service) at Rouge Hill, and not to MiWay at Long Branch (two routes that run 7 days a week)? Why label connections to MiWay, GO, and Brampton Transit at Pearson Airport, yet miss noting the connections at Humber College? Overall, I like the new map, and support the idea of going with a schematic map, tossing aside perfect geographic accuracy and scale. It's much easier to read than anything published since the early 1980s. A few thoughts on my own blog: http://seanmarshall.ca/2016/02/02/a-new-ttc-system-map/
  4. Back in April, Brampton Transit staff said that a new roadway was being built that would connect the Sheridan College bus loop with McLaughlin Road, making it simple for buses off Steeles to enter/exit the campus. I guess it hasn't been built yet, much like the James Potter Road/ OBRY level crossing wasn't yet open when the map was published. The terminal map for Sheridan College (in the printed map) shows 11/511 stops on Steeles Avenue, not on Sheridan College property.
  5. The closed-off sectionof platform with the temporary wooden mini-platform was in use when the western pedestrian tunnel was constructed back over a decade ago when the south parking lot was built. It's been closed ever since.
  6. Fantastic - it's a beautiful map. One of my complaints about Mississauga's map is how the 502 is shown - as a very faint grey line even though it's quite useful for MT passengers, especially with the end of Route 102 and the cut-back of route 19.
  7. I hope it's better than that. There's been a lot more work completed since 2010 - there are now three mainline tracks through Brampton where there were two (from Halwest to west of Kennedy Road and from McMurchy Avenue to Mount Pleasant) , and two where there was one (between Union Street and Kennedy Road near Downtown Brampton). Brampton now has a second platform, and Mount Pleasant has three usable platforms. With proper scheduling, it should be possible to run hourly two-way service using only one track on the Halton Sub between Halwest and Mount Pleasant, leaving CN with the other one/two, using three trainsets between Mount Pleasant and Union Station. The rest of the Halton Sub, between Georgetown and Burlington, is single track with passing sidings. Since 2010, the GO Train bus service has been improved considerably; for passengers headed to/from Union from points west of Shoppers World/Brampton, I imagine it's far more convenient to use the 30 minute-frequency express bus than be forced to transfer at Bramalea to the train that based on the old schedule was less than hourly. I'd rather take the train-bus service to Union from Brampton then go back to the annoying, slower, less-than-hourly train-meet service.
  8. Brampton has a common problem for transit systems in the GTA - lots of money for capital expenditures, little money for operations. While York Region is building fancy new transitways, the service on those transitways and elsewhere is neglected or cut back. It's to do with provincial and federal funding for higher-order transit construction, meanwhile there's no funds from upper tier governments to run them. 511 Steeles probably shouldn't have been a Zum route to start out, but a weekday only express bus called 111 Steeles to supplement the 11. But Brampton has it branded as Zum because that's how it could purchase the new buses and get the transit priority. A lot of demand remains on the local 11 route, and demand is limited late evenings and weekends on that corridor. I agree that the 505 Bovaird needs to run until 10PM weekdays - that's a major oversight. I'd also really like to see additional service on the 502 (especially Saturdays).
  9. Indeed. Long suburban routes would likely benefit from parallel all-day express supplemental services. Another route that I would like to see get this treatment is the 96 Wilson - especially with the new mega-hospital campus at Downsview opening sometime in 2015. The 96E only goes to Wilson Station and only during peak periods; a reliable connection between the Yonge and Spadina lines, also serving Downsview, Rexdale and Humber College (and two hospitals along the way) could be really useful. As it is the 96/165 is one of the busiest suburban corridors in the system.
  10. Apparently it will run middays and early evenings Mondays through Fridays, and during the day on weekends (no evening service). With the deviation to York University and off-peak service, I guess it is enough to differentiate it from the base route. It is also supposed to have only 11 stops between the Jane Station and York U termini; the 35E runs local north of Sheppard.
  11. I think the 41 should still serve the campus, even just on a one-way loop via The Pond or York Blvd, Ian MacDonald and Founders, laying over off campus; it wouldn't be spending much time on the property. I think the 60C/F should as well, but it's much more doubtful. It's entirely possible that the 41 could end up terminating at Finch West and a shorter route given responsibility of serving Petrolia etc. I'm really curious as to what the TTC will figure out with its plans for route reorganization in that area. I'm hoping for improvements to the 84 Sheppard West once the 196 is eliminated; the crowding and long waits can be brutal between Downsview and Sheppard-Yonge.
  12. I saw the map. I don't know if Brampton actually made plans that are shown on it. Really, Brampton should extend the base 501 to Highway 407 station, allowing westbound passengers to board whatever comes first rather than force its customers to play roulette between Pioneer Village/407 or VMC stations.
  13. I wonder if Brampton already decided what to do with the 501/501A in 2016. It might be somewhat annoying to have to wait 30 minutes off-peak if you miss the 501 or 501A depending on where you get off the subway. At least the 501 and 501A stop nearby at York University.
  14. Oh yeah. The forced transfers at Bramalea were always fun when GO ran those midday trains a few years ago. It doesn't cut it. GO spent a lot of money triple tracking most of the Halton Subdivision, building a new platform at Brampton and a third track/platform at Mount Pleasant, with little to show for it so far. For the difficulties of getting more trains through downtown Brampton, it would still be minor compared to all the work needed on the Milton Line, especially around Streetsville.
  15. What gets me is all the money spent on the Georgetown South/Union Pearson express project, all-day service on the Kitchener Line has the least priority of all corridors. Even Richmond Hill, the lowest-ridership corridor, is bumped ahead. I know GO Transit has a long history of underserving and neglecting Brampton, but that annoys me a bit.
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