The underground section is under 3 km, any speed difference is going to be marginal, but the cost is $1.7 billion instead of $0.4 billion ($400 million).

There are people in the Region of Peel in charge of traffic signals, who are actively opposed to any pedestrian friendly changes if they in any way interfere with the flow of traffic.

The alternative to the tunnel or the awkward surface option is to do bus lanes in the downtown and remove car lanes between Wellington and Nelson, with cars looping around. Every parking garage would remain accessible, and when you combine a detour around Four Corners, with changing the speed to...

Aren't CN & CP probably going to need hydrogen to deal with the Canadian Shield?

Reminder, Toronto is expected to add a million people over the coming decades, where else other than golf courses can the City get enough green space for enjoyment by the masses? Does anyone know when Rail Deck Park is going to be done, 2025, 2030, 2035? Converting municipally owned golf courses...

I said accessible, not walking distance, downtown residents can take the subway, they are in walking distance from the subway. The Don Valley Golf Course is vastly larger than Rail Deck Park is going to be, and Dentonia is around 1.5x the size.

I have seen the point brought up periodically on Twitter that the City owns two golf courses near subway stations, and that converting them to proper parks would add reasonably accessible green space for downtown, at a tiny fraction of the cost of Rail Deck Park.

The 501A will resume when York University has decided to significantly resume in person classes.

Why is that an atrocity if it is more direct and probably faster? Note, the 5 is the 8th busiest bus route in Brampton from 2018 data, it isn't that busy

What does this have to do with the GTA West Corridor?

To get from Mount Pleasant to Square One, why wouldn't you take the 5 to Main and then take the 502 to Square One instead of going massively out of the way via Westwood?

I feel bad for Mississauga's budget, those PILTs are going to be bitter.

I was also there for stakeholder meetings, both multiple in person ones, and electronic ones. They argued it moved more cars, because the trips were shorter, and as such, even if the throughput is lower, more distinct people were moved.

Brampton has significantly outpaced population projections. Brampton staff argued that number of trips handled mattered more than volume. The only way out for the City of Brampton is transit. Brampton sees the GTA West Corridor as a boulevard, the provincial government sees it as a 400 series...

A billion doesn't buy much LRT, when you also need a maintenance and storage facility.

Internal sources tell me that marketing was reallocated to Strategic Communications, which of course has no idea what it is doing when it comes to transit.

Hydrogen makes more sense on long range freight vehicles where even if batteries get cheap, power to weight ratio would remain an issue.

The Province spends a lot, and Toronto cheaps out Basically it boils down to huge numbers of people coming from the west, heading east. That segment is after it has accumulated all the people, but before the people are getting off yet.

Ottawa commuters are unamused

The Dundas BRT is also about it being much easier to have it span a very long stretch of Dundas, with multiple transit agencies operating along it. Greyhound might be willing to surrender it's routes, if it can do the contracted secondary routes, provided they make at least as much money in the...