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My PRESTO sits in the money pocket of the wallet, and I've had no issue on the TTC's new gate readers.

I'm not so sure. They can get higher rent from other tenants down there, they're putting a big sign on the top of their current HQ, the offices in there are relatively new and quite nice, and lastly that location is a part of their signature retail property, and closer to their signature office...

Or Bolton-Mount Dennis.

Actually, they had done a pretty comprehensive lifecycle cost study of diesel vs. hybrid vs. electric in a report that accompanied the Board discussion. They did their homework on it.

Looks like the existing Unilever building is going to be re-purposed and built above...I don't think it survived in earlier versions of the proposal.

If you're talking about doubling the width of the tunnel to accommodate four tracks, then that means a bore with 4x the cross-sectional area. That means it has to be deeper and with a thicker wall. Maybe you can squeeze it to 3x the area if you stack the tracks, but that adds immense cost in...

And more cost-effective. Remember, one of the main contributors to the overruns on TYSSE were adding the desire for world-class designs at stations AFTER the initial contracts had been awarded. Plus TYSSE was largely greenfield, acres of land for each station, while all of the underground...

Podium parking, with 2-level street retail below. You could even build amenity space over the existing store's roof(?)

Judging by the tunnel entrance/exits, I think you could quite easily build a tower where the Joe Fresh is and barely touch the existing store (which they renovated in the last couple of years).

I can definitively say that there are many more faces on the UP platforms for my commutes than there were on the GO platform. There also used to be space in the GO lots, and there aren't when UPX dropped their fares...they even added reserved spots to the secondary lot, which didn't originally...

Wikipedia says its capacity is 60,000 per day, but it regularly hits 100,000/day. So that's $130M/year for weekdays, and assume maybe half traffic on weekends adds another $26M,....so all in about $160M per year in tolls. That's my calcs...looks like the City report on it has more info...

They're about 750M apart on TYSSE, so you'd likely only need one between Jane and Queensway (~1.8Km), which is roughly where the existing South Kingsway Parkette is.

Problem there is that if you're down an A for maintenance, you're down a trainset if you can't run AB. That doesn't work.

I just mean a fully underground tunnel going up South Kingsway to get from the GO corridor up to Line 2, no surface construction.

I think I've only seen it in the planters at the ends of the platforms.

I think a Jane LRT works well with the first one, and the lower portion is essentially replaced by the second one below. Two options for DRL west: - Queen-Roncy-Dundas West-Jane: Stations @ Spadina, Bathurst, Bellwoods, Dufferin, Sunnyside (Lakeshore GO), Dundas West, Junction (@ Keele)...

Why would the City want to take on the risk of turning a bus operator into an LRT operator.

I'd be curious to know whether they'll actually shift the use of this property for either the construction staging or the actual tunnel start of the 401 tunnel. I'm curious to see an early 30% design concept of how they plan on doing it, what with the existing Islington bridge and Resource Rd...

Didn't put much thought into it...maybe above ground crossing Bloor but using the existing intersection light...red to everyone while a streetcar passes though.