Hurontario-Main is an important corridor for the future of Mississauga and Brampton. An effective transit system through this corridor will be a means to effective, sustainable economic and residential growth. The LRT will meet north-south transportation needs – promoting development along its route – as well as providing connections to inter-regional links such as Bus Rapid Transit corridors and GO Transit.
One of the objectives of the Preliminary Design/TPAP Phase is to determine what will be required to ensure a successful, sustainable, affordable LRT system. Until those design calculations have been determined, as part of the outcome of this project phase, it is premature to estimate the current/future cost of construction and operation. As this phase of the project progresses, further information will be available about future costs and funding sources.
Metrolinx has identified the Hurontario-Main LRT project as a high priority, and the cities are working with Metrolinx as part of funding discussions. In addition to municipal funds, both the provincial and federal governments will be asked to contribute funding once the preliminary costs have been determined.
The Hurontario-Main corridor is a heavily travelled thoroughfare, and is currently facing congestion challenges. Without an effective public transit system this will only get worse as the population grows. One of the key benefits of LRT is that it will provide a reliable, attractive alternative to driving. Building the LRT is estimated to reduce the number of vehicle lanes, but with fewer cars on the road to help increase mobility and transit-orientated development and connectivity.
From 2008 – 2011, the cities undertook a Corridor Master Plan Study and Directions Report to research and develop a coordinated vision for the corridor that integrated land use, urban design and transportation. This work sought to inform and guide development of the most appropriate rapid transit solution for the corridor.
The Master Plan Study looked at a range of rapid transit technologies including:
• Bus Rapid Transit (BRT)
• Light Rail Transit (LRT)
• Automated Guideway Transit
From these technologies, BRT and LRT were identified as the most appropriate for the corridor because of their lower costs, ability to operate exclusively or in mixed traffic and the ease of integration with other systems.
Transit Orientated Development (TOD) is development located within walking distance of transit stations, integrated with transit use, and is generally characterized by:
• Compact development that is relatively dense compared to its surroundings;
• A mix of uses including, where possible, transit origins (housing) and transit destinations (employment, institutions, or retail), with pedestrian-supportive uses at street level;
• A safe, attractive and interconnected public realm, featuring ‘complete streets’ that invite pedestrian and bicycle access; and
• An approach to parking that includes less supply than in non-transit locations, a pedestrian-supportive design, and shared use of facilities.
TOD is one of the most effective planning strategies to support an improved quality of life and sustainability of a city.
Yes. Systems around the world operate in many different weather conditions, including extreme cold in places such as Sweden, Norway, Poland, Germany and in North America including Edmonton, Calgary and Minneapolis.
At this stage, delivery of the project has not been determined. Metrolinx will work with the municipalities to determine which delivery and operations plan are most suitable.
Fares collection options are being examined as part of the project, and further information will be available once the analysis is completed. Fare levels have not yet been determined but, in line with the objective of meeting the people moving needs of the corridor, are expected to be consistent with fares charged elsewhere on the Mississauga and Brampton transit systems.
The location of the LRT stops must effectively serve those along the Hurontario-Main corridor and ensure smooth, easy transfers to key destinations between other transit connections. The preferred locations of the LRT stops along the alignment have been selected with this understanding in mind, supported by catchment analysis and incorporating feedback from PIC #1 , PIC #2 and PIC#3.
Intermodal stops provide a connection point between different transit systems and modes of transit.
As part of the current study we will be looking to ensure there is good connectivity to the local transit network and the wider regional bus and GO train services. Other potential amenities beyond the stop such as parking provision at GO Stations or mobility hubs are outside of the scope of this project. To provide Metrolinx with your GO Station comments, please call their Customer Service staff 416.874.5900.
The system is anticipated to run from 5am to 1:30 a.m. Monday to Saturday and from 7am to midnight on Sundays. The exact times of operation for the Hurontario-Main LRT will be determined as the project develops. At this stage we will be looking at potential operating scenarios and determining those that best meet demand.
Traction power sub-stations take electrical power and convert it to the necessary voltage to power the light rail vehicles. Typically they are located about every 1.5 km along the route and would be housed in small buildings which have been designed to be as unobtrusive as possible and fit into the general streetscape.
The Maintenance and Storage Facility (MSF) will be located south of the 407 on lands bounded by the 407, Kennedy, Hurontario and the Hydro corridor.
The Züm Bus Rapid Transit (BRT) system was designed to accommodate future capacity and growth but cannot meet long-term corridor ridership needs. LRT is being planned to accommodate long-term growth in transit ridership. Without LRT, buses will run at more frequent intervals resulting in increased congestion and reduced transit service levels. The Züm infrastructure, such as the station stops, can also be moved to future BRT lines in Brampton. Züm buses can also be redeployed to other existing or future BRT routes.
The project is moving to procurment and implementation. The project team will provide updates as the project advances.