While the operations of the surface section on Eglinton will remain to be seen in practice, you may all be happy to hear that it is much more optimized on Finch.

The technical reasoning for buses not having to slow down is friction. Rubber tires on asphalt is known to have good stopping performance, much better than steel wheels on steel track. Officially, buses are considered similar to automobiles. As a result of this, the signal timing is different...

Vision Zero remains a vision to strive for zero pedestrian fatalities. Any reduction in deaths and injuries is a successful step towards that goal. While statistically, zero is highly improbable for many things. Zero pedestrian fatalities is possible...

As part of some previous master planning work defining future transit in Halton, Halton is currently exploring what the potential benefits and structure of a Halton Region Transit would look like.

In fact, the utility and city upgrades are what made the project so rocky in the first place. It's something that MX and the City are still actively trying to work out in terms of scoping and cost sharing. But, ultimately that work must get done at this time, since it needs to be relocated...

IIRC, ATC on Line 2 is fully funded and currently underway. Albeit, very slowly. That still doesn't discount the need for new rolling stock. The current rolling stock does not have "tons" of life left. At most you can call in 25% of the expected lifespan.

Yes exactly, and there are a large number of technical issues surrounding its ability to be connected to Line 5. The new case of the Eglinton East LRT better fits the local context.

Certainly, passenger experience also contributes to it as well. Stuffy or compact underground spaces can be claustrophobic. I will say that in terms of the Ontario Line, substantial optioneering went into it (and continues to go into it) to ensure that we get the most functional station layouts...

There are definitely some ways to get around it, codes are always written with some redundancy. I'm not sure about the specifics regarding the Union station heights. But, your first question there is ultimately correct. Airflow modelling shows places where smoke can go, and essentially you want...

There are modern requirements in the fire code that dictate the amount of vertical space required within the stations. Which means even cut and cover stations would require higher ceilings than what exists on the existing TTC network.

The Transitway's location makes its success highly dependent on buses that can join and leave the corridor wherever. As an LRT it loses that ability. There's really only adjacent catchment on the portion in the east adjacent to Eglinton Avenue.

In fact the Ontario Line being there actually improves the case for a transit mall. Whether it will actually happen depends on politics.

I would say no, definitely not. As much as we like to lament the timeline of the ECLRT but, ECWE is not expected until 2030 at the earliest

We don't really have a shortage of trains though, I would imagine that they are quite old and would require a lot of adaptation. Are you suggesting using them instead of the T1s?

I heard way back that the surface section of Line 5 would be stop-on-call, would that not be the same on Line 6? Has that changed?

Toronto DID have one of the best transit systems in the world back in the 1980s...

Are you referring to the second and third in this image?

Yeah, this is not something that is available readily. 10% grades are extremely steep, even 5% grades require specific requirements already.

Certainly there are savings with this type of design. But we would not be talking about metres, there is still a track grade that has to be maintained.

There are a few developments happening along Queen Street that have basements that could conflict with the station. Additionally, the fewer utilities that have to be moved generally help to reduce risk. We all know how outdated some of the City's plans are and that "secret" utilities come up...