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A trolleybus does need to be directly aligned with the wires - the trolley poles have a reasonable range on either side of the bus so it can pull over to a stop or get around an obstacle.

We could waste years on transit planning political back-and-forth that does nothing to improve projects, or we could build more transit cheaper and faster. The former is great for grandstanding, the latter is great for the public interest.

There are also massive traffic jams from construction, but yet we suffer through. In this case, like construction, the traffic jams would be temporary. Some people would shift to carpooling, some to different times of day, more people would shift to transit, etc. And the massive traffic jams...

This isn't hard, and doesn't require guilt trips and insults: 1) Cars are a blight on our cities, making them unnecessarily dangerous and taking up scarce space. 2) With the way our metropolitan areas are built and planned, and the level of transit service available, cars are unavoidable for...

There is no municipal transit between Kitchener and Guelph. Both the Region of Waterloo and Guelph have talked about such a connection, but no concrete action has been taken towards this end. Greyhound runs some service between the two cities, most of it going via Sportsworld. This is...

If you want to run transit between municipalities in Ontario, you need to get a license from the Ontario Highway Transport Board, which will require you to demonstrate that a new service would serve a public need and convenience. Such an application could be disputed by a current license holder...

I think service on any corridor is going to have to start with buses.

It's interesting that after a while of trying to convince GO Transit that they should use Stratford as a layover site, they have (I assume) convinced VIA Rail to do just that.

The wayfinding from Pearson to the long-term parking is appalling, and I guess it's the same problem. It does not seem like anyone in charge has actually attempted to follow the signs out of the airport, or else this would have been remedied.

Metrolinx would also need to purchase the existing freight corridors. A lot of time and money is expended on negotiations with the freight companies, who don't seem particularly keen on investing in corridors they own. If Metrolinx bought up "mainline" corridors, then it could build by-passes...

Why not have Metrolinx explicitly build and own freight rail infrastructure, and charge CN, CP, etc. to use it?

The language of "deserving" transit is such a toxic one. Is it a good investment? Does it improve quality of life, the future development of a city, etc.? There's no reason why we can't all have good transit infrastructure that meets the current and future needs of our communities, even if some...

As mentioned, Community CarShare has close to 20 cars in Hamilton - unless you have that much brand loyalty, you don't need to wait for Zipcar in order to get car-sharing in Hamilton. As for Zipcar being at GO stations, that's part of a contract they won with Metrolinx.

Yeah, you need a solid bus network to support a rapid transit system. Which is different than "we only need better buses, thanks". I'd think it would be easier since there's no utility relocation work needed.

Having seen the "better buses" crowd and "Taxpayers for Sensible Transit" crowd in Waterloo Region that supposedly wanted BRT, I claim BS. In our case and I think in Hamilton's case, BRT is mostly a way to say you don't want streets converted for transit use, without sounding anti-transit. If...

I do believe the Waterloo spur was purchased by the Region of Waterloo a number of years back with an eye to its potential use for rapid transit. It's making good use of that investment: in addition to the LRT west of King Street, the portion of the corridor east of King Street is currently...

It's the closest station to Laurier, which is a pretty big transit destination. Seagram Drive is not that well known. There's definitely politics behind the name choice as well, but I don't think the name is unreasonable.

The uneasy political role of Cambridge within the Region of Waterloo is a factor for sure. But if you think that ION is primarily a transit project, you are sorely mistaken. It has always been first and foremost about helping to guide development to occur in Waterloo Region's central urban spine...

Those are the old ones before Waterloo fixed the zoning. Here's an example of the buildings now going up in the University District: one- and two-bedroom rentals with commercial at ground level, parking rates of 0.25 per bedroom, and interesting design.

There is nothing that isn't up in the air about the new Kitchener multimodal station, and probably the uncertainty about intercity services is part of the reason for that.