This is a key physical constraint for sure. I would think something that would make-or-break the line is also the number of people switching from using Line 2 to using Line 5, as that determines how big of an issue the design is. I imagine it won’t be a small number given how many buses will be...

This is pretty big, no? 2252 units is more than one tower. More than one 30-storey Hamilton special at that. Imo it’s a good spot to start intensifying, I just didn’t expect it to see anything this soon.

It is worth considering there are no further subway extensions planned that are not for the elevated Ontario Line. In a certain respect, we are “getting them out the way“ even if we don’t start driving costs down. This speaks to @crs1026 ‘a comment, and hopefully points to getting wiser with...

Are you saying that the current rate of say, 4 simultaneous u/c projects is unsustainable? Or having this many projects in this tight of a timeline in general? The latter is more about the 'rate' of projects staying high, ie. we get new projects going every few years. The former is more...

Yeah, I understand this. Hence why it would be a bit of a play- we can estimate the cost of such a project, and (thankfully) it’s within the range of one subway project- anywhere from $2-4B. It’s the kind of scope that would mean putting off another plan, or what the internal planners say needs...

I would agree that that Mx should focus on improving service to where they already serve/own track. But we must wonder if we’re going about rail operations right- I think buses are a piece of clear tape on a policy watermelon with 100 elastic bands on it. First, what I meant by “rail city” is...

The Ford Governments motif has been subways subways subways. What I think this has manifested as is prioritizing our subway projects at the expense of planning new surface LRT projects. Even if it’s because subways align with key voters, it is probably money wise in the long-term given our...

I know this isn’t the takeaway your looking for, but in short, to even say what you have said should be embarrassing for our nation or whomever you choose to attribute blame. On a historical and economic policy level, we should really ask if it is right that Cambridge, a railway town, can only...

I know this isn’t the point of your post, but I think the expression that there’s ‘only two lines’ undersells/suggests something smaller than what the TTC subway is. It might be only two lines, but by length it’s comparable to some NA systems with 3-4+ lines. And, the TTC has 4 “spokes” to...

Yeah, that’s what I figured- you necessarily must have the ability to run more tightly than 90sec to actually achieve such reliably. I think the 60sec figure was a generalization for explaining how that’s actually done in practice, hence the backtracking on the exact number. It’s not that...

I vividly recall this too, but last time I brought it up someone- I think Reece himself- corrected me on it, so I don’t know anymore. I claimed it was 60sec they were planning for to reach 90sec.

Well actually, thats exactly it. I worked in the area for a good while and I thought Centre/John made more intuitive sense. Guess thats my opinion. I rarely ever saw any YRT buses off Yonge street, so I guess that didn't click for me either.

Something that’s always bothered me is why a station wasn’t planned at or between Centre/John St, functionally being the “missing” concession between Steeles and Hwy 7. Knowing Royal Orchards situation, I must assume Clark was a coverage/TOD decision? I feel like you’d get better local YRT...

Would certainly be nice, but I don’t think there’s room/time slots for GO to go to Brantford as-is without usurping VIA services. It’s my understanding this is CNs mainline, hence they wouldnt be really willing to budge. We only associate this behaviour with CP because we actively do use their...

I don’t see how a Milton extension is better. Not only is CP’s mainline a tough duck to expand service on, it also doesn’t have as many options for local trips or leave much room for service expansion if successful. The number of people going from Cambridge to Milton is low compared to Guelph...

This seems to be the idea- any services terminating at WH today will simply be extended to Confederation. It makes sense considering the factors that determine the “breaks” in LSW service levels around here are all between Aldershot and WH; anything beyond is more or less the same (with CN)...

Uhh…. What about Chicago? Our literal sister city known for its architecture and similar geography?

This might speak more to how they feel about where 117 Jackson will go at the OLT than anything.

I’ve agreed with you when discussing this prior, well said. This would be a great block for some sort of different use, and the height need not match or even exceed its neighbours. Though I’d rather it be different enough in height to stand out, whether that be 15 stories shorter or taller than...

I feel like this can all be boiled down to acknowledging the large marginal improvement to transit access in the core with the OL, BUT even with it, Toronto will still not have similar aggregate transit access typical in city centres more broadly. Both can be true.