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For me, trolley buses are closer to trams / streetcars than to diesel buses in the quality of the experience. The ride is smoother, they are quieter, and the air is fresher. Riding in diesel city buses gives me a headache more often than not.

I was under the impression that small buildings can be moved. Surely that's easier than multi-year heritage preservation battles and cheaper than figuring out a different alignment.

Metrolinx now owns the tracks from Georgetown to Kitchener, though. Promises about the "Kitchener Line" are nevertheless hella confusing if they are about service that terminates at Mount Pleasant.

Or maybe it's expectation management? They just got into office with a majority government, I don't know why they would even bother starting an EA if they're not serious about HSR.

This isn't a new point, but arguably it's Toronto that would be the bedroom community for KW's tech sector if there were really good train service to Kitchener. Google is building a new 1000-or-so person office right next to the King/Victoria transit hub site, and even now it has many people...

Based on quotes I've seen and on my conversation with GO Transit's VP of operations at the announcement of the track purchase, they are looking to specifically double-track the corridor. They are currently determining how much work it will be to do the grade separations they want for all-day...

You can make urban roundabouts, they just need to have a smaller radius and narrower lanes. Here's an example that I think is pretty nice from Hamburg, NY. And here's a suburban subdivision roundabout in Waterloo.

Community CarShare is bringing 3 cars to downtown Brampton on November 1.

That's a good question. I'm sure it depends on the speed, frequency, and branding / communications of that service.

BMO is right - this isn't even about serving an existing ridership demand so much as creating it. The argument has been about the huge value to Ontario's economy of connecting a major engineering hub and innovation generator (Kitchener-Waterloo) to a major business and financial centre (Toronto)...

Keep in mind that the study I linked says it's about the Brantford to Cambridge transportation corridor, but it's really a Highway 24 by-pass study. We can still hope that they address intercity transit between those two cities, though someone would need to step up to operate it and to fund it.

There isn't just induced demand. There's also latent demand - e.g. people taking a different route that would prefer to take whichever stretch of the 401 if it were a bit less full. Induced demand takes years to work through changes in where people live, work, etc., but the latent demand can...

Not sure if it's been linked before, but Metrolinx has a new page on the Regional Express Rail project. One interesting detail:

I believe that's referring to the Brantford - Cambridge transportation corridor project.

These discussions have been higher-level than GRT, I think. There's a "Waterloo-Wellington-Brant inter-regional transportation planning initiative", the status of which I'd love to know.

This is such an important point. Running even single-track DMU passenger service would warrant keeping the corridor as rail. There isn't really any bus service between Cambridge and Guelph, but that doesn't mean there isn't demand for it. We have a very closed regulatory system for intercity...

This is great! There are a lot of challenging things that are possible. Or expensive things that can nevertheless be purchased.

It's the 25F that runs on Fridays and Sundays between UW, Laurier, and York via the 407. It's in the schedule for Route 25 Waterloo / Mississauga though it doesn't go to Mississauga.

That's how he was talking about it, but these figures indicate that the highest speed was to be London-Kitchener:

Well, Glen Murray's HSR time estimates boiled down to it being HSR west of Kitchener, and slightly faster, limited-stop regional rail east of Kitchener. So not necessarily too different!