A lot of the ServiceOntario centres actually have pretty nice picnic areas, it's just easy to miss if you don't know to look for them.

Interestingly, it seems there are more active freight customers along the line from Stratford to Goderich than along the line between London and Kitchener. It does appear like a lot of the line between Kitchener and London might have been double-tracked in the past, so that might make it easier...

Just remember that Canada is a global leader in high-speed rail studies. We have to play to our strengths.

Driving home yesterday I noticed southbound traffic on Trafalgar was using the new bridge and the exit from westbound 401 to Trafalgar had been closed.

The east route has a number of problems: I'm not convinced that the new ROW michael_can proposes connecting the MacTier Subdivision to the old Newmarket Subdivision is even viable as there is some pretty steep topography on the west end of that section and it skirts through wetlands, which...

Are there any examples of returning a ROW to rail after a rails-to-trails conversion? I can't see any Barrie-Orillia connection being politically viable that uses the existing Oro Rail Trail.

When the 417 was built, Highway 17 continued to run parallel to it, so it didn't make sense for 417 numbering to be based on on it.

This isn't actually quite true. The weight limit of the Brooklyn Bridge is 6000 lbs and the curb weight of a Model X is 5421 lbs. The GVWR does exceed 6000 lbs, but that is true for many other large SUVs and all pickup trucks.

There's no clear pattern in English. It's ambiguous. To provide a contradicting example, biannually is twice a year.

As of this morning, the Winston Churchill overpass has jersey barriers separating the centre lane/boulevard and is now reduced to two through lanes crossing over on the North-bound side (the right-most lane no longer exits onto the 401). Any ideas what work they're going to be starting on it...

Count me as someone who would directly benefit from this highway (I regularly drive between KW and Orillia) but remain firmly opposed to it. The truth is that they sell you a highway, but what you actually get is a highway with thousands of acres of sprawl. I don't think it's worth permanently...

Have you paid attention to Ford at all? The only reason he is prioritizing this highway is for his developer friends. It would lead to huge swaths of agricultural land being paved over. Agricultural land is valuable for a whole host of reasons. Just because it isn't native Carolinian forest...

Based on what I've seen, it already seems they're back at it.

If you check the Design and Construction Report on the project website, it states the following: You can review the report here: https://hwy401grandriverbridges.ca/wp-content/uploads/2019/11/GWP-3080-12-00-Hwy-401-GRB-DCR-Final.pdf

Beyond the work that has been started at the Hespeler Rd. interchange in Cambridge, they have recently also cleared vegetation on both sides between Hespeler and Franklin Blvd.

I seem to recall that one of them (maybe the first) was dropped off at a plywood place just north of Northfield and they unloaded it there. Perhaps they'll do the same thing for this one.

As a cyclist, it would be great to have a connecting trail between the Elora-Cataract Trail and the Caledon Trailway, and the ROW between those points would be spectacular.

It's not for no reason. Diverting routes into a terminal adds significant time and variability to schedules. The reality is that the present stop locations are largely more optimal than a terminal stop would be anyway, except for riders transferring to GO.

It looks like a bus route uses it.

VIA is upgrading the platforms at the Ottawa station to allow level boarding and more space. I believe the intent is to allow quicker boarding, but I don't know that for sure.