A third track is frankly often going to be less useful than short sections of quad track for overtaking, by its nature a third track is best suited to an asymmetrical service pattern and thus is often going to have a poor capacity cost benefit.

Stouffville being quite a bit shorter (especially when demand weighted) certainly makes more sense as the local. Lots of things are possible and the specific track layout has not been determined, that's what the whole design and development phase is about. From what I hear through the...

This is not really a change from the status quo, in sections with four tracks - i.e. from Union to Scarborough, you have Stouffville make most stops while LSE skips (thus effectively always running "express") on the inner section, beyond Scarborough you are in the same place you are today. But...

The junction will not be a flat junction based on every plan I have seen - and based on the conversation I had with Phil that was referenced. The current plan has the Stouffville Line using the two northern tracks on the shared section with the LSE (and through the USRC of course) which is...

Singapore is starting to do this - Jurong Region Line trains have batteries for exactly what you say - limping to the next station

I agree with your direction, but it is not correct that third rail cannot be higher than 750 V DC for the reasons you stated. A number of systems do have higher voltages . . . including BART (1000V), Hamburgs S-Bahn (1200V in the third rail sections), and Shanghai Line 17 which uses . . ...

How does the Path connection to CIBC Square work? It's a pretty big difference . . .

The amount of space closed off right now is crazy. I really wish it would make Yorkdale and Eaton consider offering a bit more than just shopping (Yorkdale does seem to have more restaurants than it used to but nothing compared to malls internationally). I really wonder about the pretty early...

I mean it's just a case of not using the gates in a reasonable way that definitely worsens flow. Obviously expansion is generally also needed. Using the gates the way they are intended shouldn't require a pilot (and we are still not doing it right)

TTC was supposed to install it's new wayfinding measures at Dundas, it has mostly not done so https://x.com/RM_Transit/status/1719115568954171706?s=20

Of course there is. But passenger coaches have lots of this stuff too . . . It's silly to even debate EMUs over whether they are too loud for passengers from North America where we don't really use EMUs much less modern ones (CalTrains are basically the only exception)! Europeans and Asians...

Idk about that, as you know I am a huge supporter of this project but, 4 car TRs ~100m at 40tph or even 32tph are a ton of capacity, I would prioritize frequency over train length for a line like this too where a lot of connections are likely to be made. I do not see the need for 6 car sets -...

I will say the lack of a super short connection to West Harbour is very annoying - with service getting better and better it sucks that getting that done is going to require a whole process and probably (as ridiculous as it is) several years of additional waiting

I figure with Stouffville and Kitchener line progress where they are we could see half hourly through running service concurrently with Eglinton opening which would be really nice.

Eglinton will have ATC and could have PSDs if that decision was made. Might even be easier because the platforms are not cantilevered because they are so short.