I am not sure I like the idea of the entirely new 401 rail line, separate from the Sheppard subway. I see two issues. First, obviously, the duplication of capacity. Sheppard subway is far from being at capacity, then why spend money to create a separate rail corridor right next to it...

In the case of Sheppard corridor vs the 401 corridor, my preference would be a mixed approach. Not immediately swinging to the 401 at both ends of the existing subway, but rather, going under the street in the middle, and using the 401 corridor at the edges to reach further without spending too...

In the early days of Transit City, modeling was done for a surface LRT line with 400 m average stop spacing. The predicted average speed was 23 kph (and that includes the dwell time at stops). Finch LRT, on the other hand, has average stop spacing of 630 m (10.7 km length / 17 stop distances)...

Those delays should be averaged out. The "average" surface section speed already includes the delays at traffic lights.

Modern urbanist thinking may, in some cases, be at odds with the interests of actual transit users. First of all, although the presense of a highway is a negative for pedestrian appeal, it is not always a deciding factor. Distillery District is pretty walkable and busy, yet it is located right...

No, they do not need to stop and wait to adjust the spacing. Let's say they run at 30 kph in the tunnel section, and the service interval is 5 min. That means, the distance between the trains in the tunnel is 30 x 5 / 60 = 2.5 km. Then, one of them exits the tunnel, and runs on surface at 20...

That's not how it works. Trains will run faster in the underground section, and maintain longer distances between trains. Then, they will run slower in the surface section, with shorter distances between trains. Same throughput at every point. Plain physics.

Some of the Ward 24 residents can benefit from that line, even though it won't pass through the ward. Dependent on the location of stations; might be as little as 2 km to the north, or 4-5 km to the west. And then, a longer rail trip.

They drive like maniacs, and yet accidents involving public transit buses are rare. Can we get the right kind of maniacs trained for the LRT operations, too? Otherwise, light rail will be artificially disadvantaged, and we might not see any new LRT lines built for a long time, because the...

I am surprised that the bus 36 scheduled trip time is so much greater than the actual trip time. Maybe, the scheduled time includes several minutes for the terminal recovery?

Probably not at Union. A terminal station needs more tracks than a through station. As it stands, Union only has 2 tracks. Would have to allocate 1 track for each of the separate branches, which means, no room for delays at all. Could try to run two overlapping services, something like one from...

Line 2 - is it O-Train? Or, the new Ottawa LRT? I did not have a chance to visit and ride the new LRT since it opened. On the OC Transpo map, it shows the new LRT as Line 1, and O-Train as Line 2. But if we are talking about the new LRT, then I am a bit puzzled how the underground line can end...

People's preferences vary. Shakiness is not a factor for me, but may be a factor for other riders. On Eglinton, we can expect a massive inflow of riders, but it will be hard to classify what brought them to this line because multiple factors will be in play. New residential construction => a...

They should consider adding a short (20 sec) streetcar-only phase before the general left-turn phase. So the streetcar has a chance to pass the intersection either before the left-turns (its own phase), or after the left-turns (with the general through phase). The full traffic-lights cycle at a...

My guess, this has less to do with comfort, and more with the frequency and reliability. I am mode neutral, it does not matter for me if a bus or a streetcar serves a particular route. Speed and frequency are the reasons to take this route, or look for alternative options.