I expect quite a few multistoreys around the Sheppard / McCowan terminus, assuming the city doesn't uphold some stupid zoning. Somewhat similar to North York: multiple highrises next to Yonge, SFH areas remain 1 km from Yonge on each side. EDIT: it should be very easy to develop 3 corners (NW...

I wouldn't dismiss batteries altogether, just because GO Expansive is very expensive either way. The network has sections where CN / CP will resist the catenary even when the installation doesn't cost them anything. The catenary will still make their operations harder because of the...

We know that all transit cost estimates are sliding up as the time goes, you can find a range of estimates for both OL and DRL. I took the estimates for both lines from the same page, that should reduce the uncerntainty due to the time-of-estimate. Under that condition, the city agrees to...

https://reliefline.ca/ Ontario Line/Relief Line comparison: Length: 15.5km – 7.4km Estimated cost: $10.4b to $12b – $8b to $9.2b Taking the average cost and calculating the cost per km: Ontario Line: (10.4 + 12.0) / 2 / 15.5 = 0.72b/km Relief Line: (8.0 +9.2) / 2 / 7.4 = 1.16b/km Ratio: 1.16...

TTC subways surely don't cost twice as much as the OL scale subways. A tunnel is a tunnel. There will be some saving due to the switch to OL: smaller / cheaper stations, and it is easier to thread the line through various tight spots therefore the length of surface / elevated sections will be...

Fortunately the Jane station will be elevated, not in a tunnel. Which means, even if the crossover or the Jane LRT connection is not built originally, they can be added later at a reasonable cost. I've even seen that kind of infrequent headways in smaller European cities. One city in Germany...

Indeed, I wouldn't suggest retiring the diesel trains sooner than they approach their scheduled EOL. And indeed, not that many suitable branches, but quite a few outer-end sections that may not be equipped with catenary in Phase 1, either because of the CN / CP objections or just because of the...

Going to Steeles Stn is one option. Or they can combine #5 with #2 and create one continuous route, which passes by the Clark Stn.

Catenary is best for the frequent / trunk sections, but having some battery trains will add the flexibility to serve branches. A dual catenary-battery train can self-charge while it serves the section that has catenary, then use the battery power to serve the branch.

Technically, two, but the one at the south-west corner is huge. I counted it as multiple, sorry for not being accurate.

If I am not mistaken, half of trains will short-turn at Steeles.

The situation with the Yonge Line crowding will be (hopefully) addressed by adding the Ontario Line. Removing some of the riders transferring to Yonge line at Bloor should make the whole line run more smoothly and with fewer delays. I agree that the "funding envelope" concept is weird in this...

Ranking all the "community" stations: Clark comes first, with many highrises on the west side of Yonge, and no obstacles to adding density a bit further west along Clark. The "only 1,250 new riders" statement doesn't show the whole situation, because it discounts the riders who will be on the...

I wouldn't say that. Without Royal Orchard Stn, the gap between Clark and Hwy 7 stations will be about 3 km, amongst the widest on the system. This may be comparable to gaps from Warden to Kennedy, or from Kennedy to Lawrence East on the future SSE, but all other gaps are a lot shorter...

I don't know the exact routing, but would guess they will not connect to the underground section of EWLRT. That would require rather complicated construction, and the underground T-interchange would pose a safety risk. There is an appeal in the route you suggest, up West or East Mall, then up...

Well, the tracks are compatible, the tunnel sizes are probably compatible as well. Full revenue interoperability may not be possible right now because of the rolling stocks, signal systems etc; but the lines are not going to be connected soon anyway. By the time they are connected, new rolling...

Not sure about the benefits of running ECLRT and Finch as a single line, even if the train length is the same. The single-line operation will make it more difficult to run smoothly and avoid delays. And the number of riders who want to, say, board at Eglinton & Kipling and travel to Rexdale via...

Hopefully, every horse is equipped with a certain tool located right behind the horse. Otherwise, cycling on the same trail will be very problematic :)

If no prior examples, then we should try to create one :) A trail is nice to have, but a rail line has a greater impact and serves more people ..

That would be one of the options. Barrie to Orillia: using the CP line is a possibility. Orillia to Washago: I just don't know if the rail through Orillia still can be reclaimed. If yes, then surely that's a better broute, serving downtown Orillia and then using the existing Bala sub corridor...