I don't have any consistent experience with MiWay, only rode them a few times in my whole life. It is regretful if they are so careless. I've been mostly on TTC, and sometimes on YRT. Both of them are not too bad in terms of acceleration. YRT drivers tend to be quite friendly, but their bus...

I think that's correct. If the above scenario, ~ 60 kph top speed is sufficient, no much use going above that. It would more useful to attempt a "smart" transit priority, that extends or shortens the transit phases in order to reduce the chance that the LRV has to wait at the traffic light.

I've rode TTC buses many thousand times, and TTC streetcars a few hundred times. Personally, I did not notice a huge difference in comfort. The buses are usually warm enough in winter, and not too hot in summer. In terms of reliability, Queen and Dundas streetcar routes used to be worse than...

Depends on the acceptable acceleration .. if we assume 0.2 g (= 2 m/s^^2), then: 80 kph = 22.2 m/s, can be reached in 11.1 s 60 kph = 16.7 m/s, can be reached in 8.4 s

They want to build a sea of highrises in that area. To attract more residents to transit, they want an LRT stop within a walking distance from the entrances. Kind of reasonable. Eglinton will be OK in terms of speed. Even if the eastern section disappoints, that line has a long tunnel in the...

There are multiple limits in the system. Some are based on the train capacity and frequency, some on the stations design. We might reach such a frequency that the trains can carry all passengers who want a ride, but the stairs / escalators at the key interchanges (Yonge, Allen Rd, Science...

Isn't that the opposite? Surface platforms can be expanded by reconfiguring the street. The process may be disruptive and messy, but will not cost too much. But, how can one expand the underground platforms if the need arises? If the worries about the ECLRT capacity are justified at all, then...

Depends on which section opens first .. if that was a section between Mt Dennis and Allen Road, then it could relief the crowding on the bus. No additional transfers necessary, all buses would still run through. However, riders who board at Mt Dennis or west of it and wish to reach the western...

I believe, the underground stations are easily expandable to 3 cars. Which might be good enough for a long time, if not forever. The actual stations are even longer, but the space beyond the 3-car length is used for some equipment. I don't know if that equipment can be squeezed more tightly to...

If so, even better :) I wasn't sure. That's from the document posted by Northern Light. The map shows higher demand north of Eglinton than south of it. I guess, a fair number of people would switch from the northern buses to Line 5 in order to reach some place midtown. Not necessarily. If...

I agree. However, an extension of the existing subway seems more likely. Converting to light metro is really beneficial if we think long term, and take into account an eventual extension beyond McCowan in the east, and beyond Dufferin in the west. If we only look at Phase 1, likely Sheppard...

From another thread .. The problem is greater than I thought. However, can think of a few ways to meet the demand, short of stopping the LRT service for several years in order to build a new tunnel. 1. The report mentions that "the current plan for 2-car trainsets on 5-min headways may not be...

If you say so. Honestly, it is hard to visualize that situation. Even in its present state with the surface section in the east, Line 5 will have capacity in the range of 13,000 per hour, in each of the 2 directions. In the morning rush, not every riders needs to go west towards the OL or Yonge...

The actual riders might not want to accept overcrowding in order to draw attention to transit :)

The design can be borrowed. However, will any bus routes benefit from diverting to a relatively short r.o.w. corridor half-way between Ellesmere and Sheppard? For example, an Ellesmere express bus .. it could run faster between McCowan and Midland using the guideway r.o.w., but that gain would...

Only 2 stops west of the 403, 15 other stops are east of the 403. Riders travelling between those 15 stops, who do not go to or from McMaster, will not be affected by the quality of the 403 crossing at all. Yes, it would be ideal to get the bridge included from the beginning. But, delaying the...

I can't imagine a single route diverting from Sheppard up Neilson to Malvern Centre, then returning back to Sheppard. That would add at least 10 minuntes to the trip between the Sheppard / MCowan subway station and the points east of Neilson. And then, a regular mixed-traffic all-stop bus that...

Does it? My guesstimate, 25 properties at 10 to 20 million each (on average), thus $250M to $500M in total. Not a huge amount compared to the tunneling and underground stations. Plus some of the land will be unneeded for 2 subway tracks (or LRT tracks), and can be used for other transit needs...

Although, if the goal is to get a subway to Malvern Centre, then it might be easier to send Line 2 there. In the tunnel to the south of CP corridor, then turn parallel to the CP line, and continue at the surface level. The area between the CP corridor and Nugget Ave / McLevin Ave is commercial...

It will be hard to use St. Clair for that purpose. That route has 2 massive gaps: Don Valley between St. Clair East and O'Connor, and the Humber river + some residential blocks between St. Clair West and Rathburn. And the existing section, while it serves the local residents reasonably well, is...