Indeed, I wouldn't be concerned about the eastern section. With the volume split between multiple transfer points - Yonge, Science Centre, Kennedy, the load is unlikely to exceed 5,000 pphpd at any given point. That can be handled, even with 2-car trains. Each train carrying up to 2 x 175 = 350...

Good point, I didn't think about it. YRT will have an issue with making its riders pay twice while traveling entirely within York Region. But even then, more frequent local service between RHC and Steeles will make more sense than continuing to run the express (Viva). Express is good for large...

At most, to Steeles. South of Steeles is the TTC service area.

A branch of Viva Orange running along Clark and terminating at the Clark Stn is possible. But any Viva route running along Yonge and duplicating the subway, not a chance. The ridership will be way too low to justify express service, as all long-haul riders will transfer to the subway at...

Pretty sure that Viva will not operate south of Richmond Hill Centre (that would be a very expensive way to provide local service). Hopefully, local service along that segment of Yonge will be enhanced. Either a 99a branch just between Steeles and RHC, or some re-routing of the #3, 5, 77 buses...

All those causes of delay are possible, but do not happen that often on the existing bus routes or surface streetcar routes. 95% of delays on those routes are caused by traffic congestion, which will not be the case for any part of ECLRT. I imagine that the majority of riders will prefer a...

Brentcliffe isn't dramatically worse than Science Centre, as a turnback location. Consider it functionally double service west of Yonge only, but with nearly-empty short-turning trains going to Brentcliffe and back. Yes, some wasted in-service time with little passenger load, but on the scale of...

That pattern definitely occurs. Say, Clark Ave may be the closest bus route for someone living just north of the rail line, but they can get both a more frequent service and the elimination of double fare if they walk extra 5 min to Steeles. Should be noted that the double fare thing won't go...

I don't see a need of full split though. More likely, the west section will have more trains and half of them will turn back at Brentcliffe.

Knowing that the western section will be tunneled; yes, it would be best to use light metro with higher capacity, and elevate or tunnel the eastern section. Or, follow the original Transit City pattern, with large at-grade sections both west and east; that would work as well.

Chicken and egg problem. Low ridership means low farebox revenue, and YRT can't afford to run more frequent service. Low frequencies means many residents don't want to rely on the bus. Once the subway extension opens, YRT technically can (and should) enhance the feeder routes leading to the...

I feel those numbers are too high, how can the west end of Line 2 handle 250K users per day? That would be 250K / 2 = 125K during the morning rush, or 125 / 3 = 42K per hour per direction. Line 2 doesn't even have that much capacity. Maybe, that's 250K users per day on the whole Line 2, split...

I think it will be hard to find a surface or elevated path for monorail / gondola / streetcar from the Exhibition station to Liberty Village GO. From Exhibition south to Ontario Place, elevated should be doable.

My response will be kind of mixed: Yes that low-rise residential doesn't automatically mean low transit ridership; there are some examples to the contrary. One is Drewry avenue, west of Yonge and running half-way between Finch and Steeles. All low-rise residential, but the TTC #125 bus leaves...

Anything can be intentionally delayed, but who would benefit? For the Ford's government, both Eglinton and Finch are leftovers from the previous times. They are proceeding with both projects because either one would be too messy to cancel, rather than because they expect to get a lot of credit...

If there is a shortage of downtown green space on one hand, and a financially struggling Ontario Place location on the other, then why not address both problems together and add green space at Ontario Place ..

Indeed, the demand for Eglinton West originating from Mississauga is a big wild card. The scale of that demand is hard to predict, because the pattern is virtually nonexistent today. There is no usable transit connection between Mississauga and Toronto Midtown. Only people in really desperate...

To some degree, yes, but then with the increased GO demand we might hit the capacity limits. Hopefully, GO can add enough capacity on the segment between Union and Bramalea station, where the tracks are fully owned by Metrolinx.

First of all, the P3 contracts aren't signed for eternity. They are probably for 15, 20, maybe 30 years, then up for renewal. At the renewal time, the customer - Metrolinx or whichever agency inherits its functions - can easily add a clause for partial interoperability, and the vendor would be...

A certain number of spelling errors must be present, as a confirmation of authenticity. If they release a communication with no errors at all, the public will be worried that MX has been hacked and the document planted by ransom seekers.