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That's a possibility, but I always saw the close proximity of the SLRT and the SELRT in the area between McCowan and Progress to be a bit of duplication (yes, I know they're on different sides of the 401, but still). I can't think of anywhere else on the system aside from downtown where two...

Hallelujah! That 403-6 interchange is a death trap, particularly going from 6 SB to 403 EB. Merging into the left lane with such a short taper is a nightmare during peak periods. I drive that route every day (or at least I did before COVID), and the rightmost lane heading EB on the 403 from Main...

Unless they opt to build the yard somewhere else along the line. Personally, I'd much rather see the extension portion of the SRT/SLRT alignment built than the SELRT. Have a direct connection between STC and Centennial College, and then you can potentially make use of the SRT yard space east of...

Especially with the Line 2 extension now reaching McCowan & Sheppard, I don't think the Sheppard East corridor warrants LRT. One of the main rationales for LRT was that you would have most people travelling westbound in the AM peak, and that the peak point ridership just east of Don Mills...

I really hope that the planned interchange for Book Rd is included in this twinning. With the AEGD (Airport Employment Growth District) starting to come online within the planning & construction timeline of this project, the removal of the one signal along the entire stretch would go a long way...

That is a seriously impressive map! The layout is fantastic (I'm a big fan of using either right angles or 45º lines). The one suggestion I might make is to add some type of striping or something to the bus routes to further differentiate them from the rail routes. I know you have the different...

Agreed completely. In the ultimate (or even mid-future) service plan, most of the trains serving the outlying areas are going to run express or semi-express once they reach the "metro" GTHA. Operationally, one of the main benefits from electrification is the ability to run rolling stock that...

Exactly. If GO is going to operate more long-haul services, they need rolling stock that is a hybrid between their existing bi-levels and the coaches VIA offers. More comfortable seats, smaller vehicles, and maybe some food options (but not full service like VIA offers). Personally, I think...

They likely are, but it's very clear that wasn't Metrolinx's preference. If the station could be switched from a LSW station to an OL station, I don't think you'd see too many objections over there.

In terms of a western extension of the OL, I wonder if continuing in the LSW corridor and terminating at Humber Bay South would be an option. Add stations at Sunnyside & HBS. That may be a good way for Metrolinx to avoid having to build the HBS Station on the LSW route, since they clearly don't...

I don't think the concern is so much capacity, but rather speed. Even with signal priority (which is something the TTC doesn't exact have a stellar record with), the at-grade section will be slower than the tunnelled section. IMO, the Golden Mile section of the ECLRT was a missed "golden"...

I wasn't referring to low vs high floor from a reliability standpoint, but rather from a capacity standpoint. Low floor really only makes sense if you have street-level platforms. If your system is entirely grade-separated and using full stations, high floor increases the capacity of each...

It honestly looks like the City just copied/kept the requirements from the old N-S line, which did have street running sections. When the decision was made to go 100% grade-separated, either nobody went back to do an analysis on whether low-floor LRVs was still the best option, or if they did...

Honestly, I think we need rail expansion, coupled with selective highway projects. Bradford Bypass, Morriston Bypass (Hwy 6), and linking the 427 to the 400 (basically the far eastern portion of the 413) would be projects I would support. But I'd like to see the Missing Link and substantial GO...

It's a bit of a shame that the Bradford Bypass has been grouped in with the 413, since I think they're serving different purposes. The 413 is basically to encourage sprawl, while the Bradford Bypass is a connecting link between two major N-S routes when no other high capacity E-W routes exist...

The new track under the 401 will help pretty substantially with that once it's complete, no? From what I gather it's a pretty big bottleneck at the moment.

I think that that should be the goal as well. Get the travel times down using non-electrified dedicated track, mostly on existing ROWs. Spend the money on grade separations and bypasses of curvy sections of the existing ROW, which would yield a series of incremental gains. It may even be worth...

Thanks everyone! It's certainly been an adventure so far, haha. As for Eglinton vs Sheppard, there's more to consider than just the adjacent density or how "suburban" it is. One of the biggest drivers of the TTC subway system is the bus network. Eglinton West itself may be very low density...

Good looking map! One more suggestion for the labels though: What I do is I put a box (either white for a white background, or black for a black background) at around 50% opacity behind the label but above the line. It allows you to still see the line underneath it, but it just makes the label a...

That would certainly work as well.