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It seems to also be during weekdays. Their commuter lines are looking at ridership closer to 65-75% pre pandemic ridership, meanwhile the subways are stuck at 60%. My guess is more stringent office work requirements. Of course, we don't have day by day comparisons so it's hard to cross check.

Ridership from Kitchener has got to be at an all-time high, daily usage of the station is probably close to 1000 boardings and 1000 alighting's when it's not a student migration day. For those, see: Ironically, in some US cities, regional rail ridership recovery is actually exceeding that of...

Isn't basically all the remaining work indoor or building related? If they were laying track and there wasn't a penalty for delays, they probably would just wait till the spring for that, but if they're doing station work, there's no reason not to work through the winter.

As someone who takes that particular train at least weekly, it gets decent service - about as many if not more riders than VIA West of Kitchener. For one trip a day, it's honestly fine. Preferable to VIA even.

Air Transat does not fly Dreamliners, they fly A330s, but 3-3-3 on an A330 sounds brutal.

There's a corridor post D security that allows travelers to head to the E gates. It's a one way corridor though, so you can't go through E security to access D gates. You're thinking of Swing gates, T1 has like 20 of those, and those are a little different. 787s, 737 MAX's, and the 777's have...

Three weeks ago I had a similar good experience at Pearson, getting off a full A330 from LA, with like 4 other wide-body international red eyes (2 from India, one from London, and I believe one from SFO). Once I got off the plane, there was no issue getting to a machine (but those stupid things...

The longer the vehicle* Width affects loading gauge (or tunnel size)

I can't believe they even bothered putting that route in the map.

It's worth noting that part of the reason subway construction is so much more expensive now is because the quality control on these projects is immense, since the design lifecycle is >50 years. Operations? Yeah that's going to eat a lot of money on a subway, especially electricity for powering...

It's really not that simple. You still have to shore those cut and cover tunnels and deal with all the utilities. Anyone that has worked on Finch west will know that the shoring work for Finch West station and the approach is immense, time consuming as hell, and extremely expensive.

It really doesn't matter for the TYSSE stations. They weren't mined because the ground was all crap, and since they weren't mined stations, they had to be cut and cover. If you're digging a giant hole in an urban area with nowhere to store muck from your shaft, your cheapest bet is just to build...

Developers, and the unions, simple. They get new areas to build transit oriented development, and then charge premiums due to proximity to transit Unions get more work. Here's the hard truth: throwing money at transit is always going to pay off in some way: property values are going to go...

There is more...a lot more.

Few reasons: 1. This station is 3 years late (It was supposed to open when iON opened originally) 2. This terminal does not serve the University Avenue Bus routes (the 8, 12, 29, 202, in fact, those routes may not have direct transfers to iON anywhere except at terminal stations) 3. The terminal...

That's pretty much all it needs to be, at least for GRT. It's a transfer point between semi-frequent buses and the frequent iON. Generally, worst case scenario, you won't be waiting more than 8 minutes for a frequent bus. If you're a 31 rider, or transferring after 7 pm, you're SOL. For GO...

Still didn't think it was possible for the region to botch a bus terminal this badly since Central station...nope. Still botched as all hell.

Which is basically what I was implying...

The launch shaft actually isn't big enough to support a station box for Sheppard East station. Since the stations contract hasn't been awarded yet, and quite honestly, I'm not even sure if the full station design is complete yet, anything is really possible. It will be used for something...

VMC Tail track: 217 million dollars? That's more expensive than Downsview Park Station....the entire station.