To be fair, I think your view here is Toronto/Ontario centric. There are major infrastructure projects in Canada that are done competently. Where alto fits on a scale of Japan to Metrolinx remains to be seen.

So far we've got a survey from 2013 showing things split down the middle, and a kouvalis special. I'm not exactly feeling swamped with a comprehensive level of information.

Kouvalis is, at best, an extremely controversial figure in local politics. That's pretty well established in the public record. Ford is referencing that poll, not a separate government one. I could be wrong about that, but I didn't see any reference to a second poll. 47-45 seems to fit the...

Nick Kouvalis is a cynical partisan hack and is notorious for his push polls. I'd be very skeptical of anything coming from him. Polls like this are deeply unscientific and its very easy to sway the outcome. The level of controversy, across decades, suggests public opinion is likely more split...

Then, I suppose it's an argument of nuance. If that's the case, fine, but the argument can't be that each proposal is nuanced and unique and that @SubHuman is engaging in "histrionics." Especially when the two pictures are 70-80% the same. Those two pictures are moderately different proposals of...

I agree this is possible. It probably maps more onto the Ontario place deal. I just think it could go either way depending on the level of pushback.

I guess if you're isolating the length of each extension, it is a big difference. I'm just confused becasue , in totality, the length of those runways, and the impacts of each on the central waterfront, are more or less the same. I don't think any of it makes sense, so it just perplexes me that...

It's just not all that different. Picture one is 70-80% the same as picture two. It feels like a very narrow difference between modest and totally out there.

Even at 1500m, you're looking at probably 1700m assuming the same runway end space as today. That's only a 500m difference from what was pictured. I'm genuinely not trying to be glib here, but how is a difference of 500 meters histrionics on one end, and a modest expansion on the other when it's...

Milan/Rome is one of the best examples of rail being a massive disruption on flight routes. It's a famous example of air travel crashing after the opening of HSR. I think it went from 10% of all domestic seats to something like 1% or 2% of domestic seats. There will certainly still be flights...

Most people don't cut it that close. Most people show up an hour to the reccommended 90 minutes ahead of time. 3 hours is going to be the common travel time from BB to Montreal not including the longer trip from Trudeau to the CBD. It's simply not going to be competetive, and it's both more...

This has become a sematic debate when it comes to the number of flights. The point still stands that, by your numbers, Tokyo to Osaka has over 50-70% less air travel between the two cities on a per capita basis. Pearson is going to have a more resiliant Toronto to Montreal route as it will be...

It was the first result on Google. Also in the result was a link from air canada claiming 30 flights per day, and porter/west jet said about 10 each, so it seemed reasonable. I can send a screenshot if you don't believe me. Deeper digging does suggest an average of less than 75 though. I'm...

Doesn't Toronto to Montreal have like 75 flights per day? Crudely extrapolating that based on population would mean Tokyo to Osaka would have to have 750 flights per day to be like us. 30-40 isn't that many for cities of 20 and 30 million. I think there are 100 trains per day between the two...

500km is kind of in the sweet spot for HSR competetiveness over planes. At ~3 Hours travel time, city centre to city centre, it's going to be faster for most people to take the train Toronto to Montreal. Tokyo to Osaka is ~500km and those direct flights are pretty much based on connections from...