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No I mean, if you're travelling from Durham to STC, you can just transfer there to get on Line 4 and continue west, rather than having to travel 1 stop on Line 2 to do so.

The one thing I'll say in favour of STC is the fact that its the terminus of the DSBRT, and extending Line 4 there would mean being able to continue directly westward without having to divert 1 stop on Line 2. However I'm not sure if that alone exceeds the value of... everything else.

That... is a genuine yikes.

Also the other question this whole document raises is where exactly are they putting the station at Kennedy? Kennedy to Agincourt GO is 300m, meanwhile a full length subway platform is 150m. I really hope they don't just plop the station east of Kennedy, and require people to walk 150m to reach...

Its worth noting that the stop spacing here is much wider than Line 2. Line 2 has stations every 660m or so, this is between 600m and 2km in a few places. What this seems like to me is average speeds in different segments (so 30km/h between Don Mills and VP, 50km/h between SY and SW)

Just to be clear actually, the 30-50km/h operating speed means average speed right?

Elevated... Subway? Not a massive single bore tunnel with 4 story deep stations? ... Wait, this does not compute. Is... is the Ontario government building this... in a reasonable manner? I... I can't believe this... I... faints

The sad part is this isn't even the first. This happened in 2021, and I'm pretty sure there have been a few since then: Source: https://www.blogto.com/city/2021/11/car-stuck-eglinton-lrt-tracks-toronto/

I swear we've had this discussion before. The SRT wasn't bad because it used different vehicles from the rest of the system, it was bad because it used weirdly proprietary vehicles that didn't work well in the Toronto weather as @T3G said, but also it was a tiny stub line that required a linear...

The 40 pages on this thread haven't been discussing Calgary to Edmonton, they've mostly been about service to Sudbury, or connecting small towns/cities to nearby miniscule/irrelevant villages.

Line 5 didn't start running into issues until they started actually digging and building the stations. In other words, the OL has yet to reach a stage where we can say anything meaningful over whether it will do better or worse than Eglinton.

We're talking about a hypothetical future where the existing route "is in serious jeopardy of erosion and being abandoned". Assuming that this is in fact something that could happen and is in the line's future, I imagine the priority of the people in charge would be quite different than present...

He's referring to the southern section of the RH Line that travels through the Don Valley.

The big difference between Trams and Streetcars is that Europe slowly and over a long period of time upgraded their Trams to have dedicated lanes, larger vehicles, and overall resemble higher order light rail. North American cities meanwhile either ripped up their Streetcars, or left them to...

I don't understand why the alternate routes of the TCH through Ontario even exist. The TCH isn't a network of highways, it's just 1 specific coast to coast highway. Sure Toronto isn't served by it, but neither is Edmonton (Highway 16 is the Yellowhead Highway, not the TCH)

I mean the reason why there isn't a Highway 1 is because everyone wanted to be served by Highway 1, so the government took the pragmatic choice of not having one at all.

What, not even a wink towards the CP Don Sub?

3 or 4 times cheaper than a fully bored subway with 3/4 story deep stations? Ye sure. If we build it cut and cover/elevated with reasonable designs? Absolutely not. And the cost will go to a line that won't be slower than just painting some bus lanes.

Busses don't involve billions of dollars in infrastructure.

A good portion of the traditional Democratic voterbase is like this.