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Dundas is a pale shadow of its former self. Now 15 minute Local service all day instead of 8-10 minutes. No more branch to bypass UTM. Riders of 45 Winston Churchill looking for an East-West Route to transfer to now forced into UTM, because 26 Burnhamthorpe does NOT GO WEST OF SOUTH COMMON. Express service to Uptown Core still not restored despite shortening of route at Kipling and continued development along the Dundas Street in Oakville. With the loss of the 1C, the residents along The Collegeway are forced to use the useless 48 Erin Mills instead. Sad!
 
doady said:
Dundas is a pale shadow of its former self. Now 15 minute Local service all day instead of 8-10 minutes. No more branch to bypass UTM. Riders of 45 Winston Churchill looking for an East-West Route to transfer to now forced into UTM, because 26 Burnhamthorpe does NOT GO WEST OF SOUTH COMMON. Express service to Uptown Core still not restored despite shortening of route at Kipling and continued development along the Dundas Street in Oakville. With the loss of the 1C, the residents along The Collegeway are forced to use the useless 48 Erin Mills instead. Sad!
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Although I do agree that the Dundas service continues to pale in comparison to its pre-pandemic self, this service change nonetheless is a significant improvement from where it currently stands. While those coming from west of UTM along Dundas are now forced to ride through UTM, it would be unwise to overlook the fact that service will be far more frequent than even pre-pandemic service and those connecting along Dundas from the 13, 29, 45 and 110 will have drastically reduced connection times at all times.

Ultimately transit is about trade-offs and for the time being I think it is a decent trade off. I would also point out that riders perceive wait times far more negatively than on-vehicle time. It's well understood that wait time has a 1:1.6 to 1:2 time perception ratio (1 minute of wait time feels like 1.6 to 2 minutes) as compared to the 1:1 time perception ratio for on-vehicle time.

Thankfully there is plans to extend the 26 west past South Common which I think is far overdue.
 
Mississauga city council yesterday approved a $13.6 million garage expansion for MiWay. They also approved the purchase of 3.9 acres of vacant land for MiWay, adjacent to the existing Central Parkway garage. The details of the staff report are not being made public, but the motion approving the expansion is public. The motion occurred at the 2 hour 14 minute mark of the recording of the general committee meeting yesterday.
 
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Sauga89 said:
Mississauga city council yesterday approved a $13.6 million garage expansion for MiWay. They also approved the purchase of 3.9 acres of vacant land for MiWay, adjacent to the existing Central Parkway garage. The details of the staff report are not being made public, but the motion approving the expansion is public. The motion occurred at the 2 hour 14 minute mark of the recording of the general committee meeting yesterday.
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The $13.6 million is for the acquisition cost of a parcel of land which is located on the southside of Central Parkway adjacent to MiWay's administration office on Semenyk Court. It may only end up being an overflow lot rather than an actual garage building. Based on the available space I would say a conservative estimate for its capacity would be at least 100 buses while allowing for staff parking and adequate space to move vehicles with ease.

Apart from an $8 million capital budget line for garage improvements across 2026-2027 there's currently no other approved capital dollars for garage construction.

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Toffy said:
The $13.6 million is for the acquisition cost of a parcel of land which is located on the southside of Central Parkway adjacent to MiWay's administration office on Semenyk Court. It may only end up being an overflow lot rather than an actual garage building. Based on the available space I would say a conservative estimate for its capacity would be at least 100 buses while allowing for staff parking and adequate space to move vehicles with ease.

Apart from an $8 million capital budget line for garage improvements across 2026-2027 there's currently no other approved capital dollars for garage construction.

View attachment 716400

View attachment 716401
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I have seen buses parked there a few times last year and saw no indication as to why that extra space for Central.
 
RapidTransit said:
Hoping to see work on the 3rd garage. Any updates with that?
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As far as I know, its in designing stage or out to tender for someone to design it. May see a tender in 2027 to build it and open by 2030. Its being design for ebuses with no tenders at this time for them. Once open, buses from the other garages will be shifted there to allow the other garages to be updated and support ebuses in phases.

Don't see any tender or results for the garage

Edit: Came upon a result for MiWay's Infrastructure Growth Plan in 2025 with no date other than December nor what for to AECOM Canada ULC for $597,573.32
 
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drum118 said:
As far as I know, its in designing stage or out to tender for someone to design it. May see a tender in 2027 to build it and open by 2030. Its being design for ebuses with no tenders at this time for them. Once open, buses from the other garages will be shifted there to allow the other garages to be updated and support ebuses in phases.

Don't see any tender or results for the garage
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Here is the tender for design work for the third garage.
 
APTA Q4 2025 numbers are out and it is bleak. Over 10% loss in 2025.


HOWEVER, 2024 was a record high, after correcting for overcounting of ridership in previous years. The 2023 ridership was corrected from over 45.1 million (59.6 million boardings) down to ~42 million (55 million boardings) due to "new methodology". In the past, they "corrected" the 2004 ridership of 25.5 million to 27.3 million, and I guess this can be considered a "recorrection". By 2024 standards, the 2019 ridership was overcounted, which means 2025 ridership was actually on par with 2019. Not so bad.

Unfortunately, Brampton Transit seems to have cancelled their APTA membership, possibly as one of their cost-cutting measures, so we can't compare, and YRT mistakenly reports revenue ridership (linked trips) to APTA instead of boardings (unlinked trips). We know Brampton fell to 38 million revenue rides, and YRT at 24 million revenue riders is probably around 32-33 million boardings. YRT seems steady for the year overall, but look closely you can see 4% loss for the quarter. Winnipeg Transit and STM with a whopping 14% loss for the quarter.

Seems like things going to get worse before they get better, so don't expect to many improvements this year, especially for the routes serving Brampton. Maybe the financial hit not so bad because Brampton riders only pay half fare anyways (MiWay doesn't get compensation for One Fare as far as I know). McLaughlin probably take the biggest hit with fewer international students and manufacturing struggles, but non-industrial routes further south like Dundas and Bloor probably doing okay, maybe even better with the back to work mandates. And let's not forget that MiWay also been really slow to catch up to ridership growth, 2025 service hours still below 2019 level, so it's not like the buses are suddenly empty that will force them to cut (but somehow I wouldn't be surprised to see them cut anyways).
 
doady said:
Graph comparing transit/walk/bike mode share of various suburbs in US and Canada. As you can see, Mississauga still has a lot of catching up to do.

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For a moment there I thought that was Cambridge, Ontario and I had to give my head a shake - surely that's Massachusetts lol.

As for Mississauga, I'm delusion-ally optimistic that the bike lanes that are coming online with the HuLRT are going to ramp up the biking numbers. As someone that bikes semi-frequently in the City it's like playing Russian roulette trying to travel N/S in this City and pass through the on/off ramps on the QEW. Then of course the transit numbers as well I would think are going to get a big boost from HuLRT and Dundas BRT.
 
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