Honestly, if HFR is built then this does make sense for a stop; keep costs down by going greenfield. The issues with that plan go deeper than whether or not it’s in the right place.

Well, maybe they’re doing it on behalf of the real builders to line themselves up for the marketing job. It’s not like the Connolly is some scrub- there’s a reason it was one of, if not the first real condo site in the city of today. It’s just a slam-dunk project that’s too lucrative for its own...

This might’ve been “too little, too late” to get bi-directional commuting into Hamilton. By this time jobs were evaporating and the city began losing Burlington to the GTA, and with the state of service to Hamilton Centre to this day… yeah. But if it had came 20 years earlier, or continued via...

GRT is a funny duck. On the one hand I am usually floored at the frequency they can run, and when they do it’s amazing. The iON is packed, buses are packed, I don’t even have to check schedules most of the time. But there’s always a moment where things just don’t add up and it breaks the...

Yeah I think they just laid out a conceptual area for where the hub would be. I doubt the station would be that big, and I’m willing to give some leeway this early. Better to allocate more land than less. In concept this works as a smaller version of the peripheral HSR hubs in Chinese cities...

Im open to LRT in general as a means to upgrade local bus service, but in most situations it cannot be true RT since that entails speeds that are competitive with basically any other mode in a given context. So in my books that means the busier urban corridors with high ridership and alightings...

Let’s not blow this out of proportion. This might sound harsh, but I’m genuinely shocked this was published. Look closely at this map and tell me if any of it looks remotely as serious as “Union West”. Right off the bat this isn’t even drawn very well… that’s a good sign, lol. So let’s get into...

A portal could be built somewhere along the alignment fairly easily, it’s been discussed before that using the 401 is both unnecessary and not ideal anyway. You’d still need a portal, and the 401 lacks any significant ROW space for it compared to Sheppard anyhow. Now for a western extension...

Depends on if they go elevated/cut and cover, or bore it. If the former then logically a station at every major concession for a 1km stop spacing (modified slightly for Agincourt GO). If the latter, then probably much further apart (~2km), skipping a few major streets.

Depends. My last post here was basically me saying that the continuity of the line shown in the study area means nothing except that RT will be along the entire stretch. Most likely this means that the implied plan of subway to McCowan, LRT beyond to connect/become EELRT. But the ambiguity could...

My point was that it might be desirable if your trying to cut into truck traffic. I explicitly said it's not for a Van-TO situation, and as long as long distances like that are the game, it won't happen. The game would have to change, or a parallel game would have to start up Anywho, in such a...

Thanks. I was mostly interested in historical attempts, ie pre-2000 where it might've been distinct from the Midtown; GO might've just wanted to run a tiny number of trains to ad-hoc stations. A sort of 'pre-service' to more substantive improvements that never came, since it seems they did this...

Probably not at peak. Most GO Ridership post-covid is growing off-peak, which Milton cannot serve at all. So it does make sense that if peak trips are still generally down, a peak-only line doesn't need every trip slot.

Not speaking from experience at all here, but intuitively I think electrifying entire railroads as they exist today is a non-starter. I'm sure that once you get to a (sparse) nation-sized network, the economics of putting wires on all your tracks changes dramatically. Look to history and it was...

I asked a question in the fantasy thread.. but you got me thinking of another, older question. Since you did a diagram for the “Seaton Line” once, I’m wondering if GO ever seriously considered it, if the room existed for them, and if it did, why they didn’t bother. I imagine CP was far from...

How’d they do it? As in, how’d they negotiate it with CP and why haven’t they tried/succeeded to since?

clearly Metrolinx has optimized the electrification plan for track-kms over anything else. The alternative is to shaft many places to serve fewer/just one elsewhere. Take your pick of where electrification will end and there’s probably a $1B+ reason why: To/past Aldershot was explained above...

I don’t actually doubt something will get built here. Too lucrative not to. The question is if that happens before the rest of the church will have to be taken down or just collapses. The worst thing about this project is that it has been put on a clock and the transient owners don’t care.

There are some on SSP but they’re only relevant up to about 2020/21 iirc. Some new ones would be great though!

Since I’m not familiar enough with riding boundaries… could an extension beyond McCowan be a political play? It’d be easy to infer right now that the continuous study area/line is not meant to be continuous ( realign the western bit to the 427 and you have what’s actually planned as heavy rail...