While I disagree with the section between Steeles and Finch being a bus Rapidway, the section between Highway 7 and Steeles could have been a great showcase of the benefits of dedicated bus lanes and signal priority, which could have lead to more dedicated bus lane projects around the region...

I think the idea of the "Bridge-center" station between Highway 7 and Highway 407 is neat. It makes use of that dead space and has great potential for transfers to the Richmond Hill Line. Would it be considered a partially elevated bus terminal? I think the station at High Tech Road is fine as...

Would making Highway 407 free to use or reduce tolls by 90% result in more benefit to the economy than building Highway 413? Even if it costed 5 times more to do so?

I don't think the suggestion is that controversial. It's not like I'm suggesting to remove left turns from the entire corridor and require U-turns. I always thought that render was of Yonge and Highway 7, not Major Mackenzie.

I think reconstructing the intersection is the only solution here and it doesn't even have to be much. To obtain more space, the northbound left turn lane can be closed and traffic can turn one light earlier at Hopkins Street with a new traffic signal added at Atkinson Street to turn onto Major...

I wonder if the 407 Transitway will allow for any bus only ramps on Highway 400? The existing plans don't seem to have anything. Currently, there is no easy way for those busses to serve the Highway 407 Station terminal.

LRT is a spectrum of different implementations of public transit operations with different priority and vehicle types. It can range from mixed traffic, on street corridor with signal priority, grade separated right of way with some on street operations, all the way to fully grade separated...

Highway 413 should be added to this thread's name.

You see those two people walking north towards Major Mackenzie at 20:17? They are walking towards the Major Mackenzie rather than south to take the actual way. This is a major transfer location, so making people walk further is an inconvenience.

Since we're talking about what "could have been", here's my take:

More images from https://blog.metrolinx.com/2020/11/16/torontos-new-union-station-bus-terminal-gets-ready-to-open-heres-what-you-need-to-know-to-get-on-the-bus/

From the above article: I think the best thing that came out of this review is that the Osgoode and Queen station platform are not in the centre area between the two lines (City Hall focused). From the image, the Ontario Line's Osgoode platform is a lot to the west, which is good assuming...

There will be a north and a south connector, but I think they were looking for a central connector that connects both Bay Teamways underground, potentially connecting with the streetcar station without going into the fare paid zone. It might take longer to travel compared to the south connector...

Is Zum 501 terminating at VMC station actually a good service pattern? Is there any merit to terminating at Highway 50 and transferring to Viva Orange instead? I know those from Brampton taking the subway will complain that they have to transfer, but isn't having BT going that deep into YRT...

Add the images as thumbnails, not full image.

I think that was the idea decades ago. However, since land prices have increased, more bridges for elevated (or tunneled) ramps are cheaper than using more land for highways.

Isn't that video like a month old?

Do you mean along Yonge between Highway 7 and Finch? That's been ruled out over a decade ago when the Provincial Government announced potential funding for the subway extension. If you mean fully connecting the existing parts of the rapidways, such as Highway 7 West between Dufferin and Bowes...

This whole thread has become off topic.