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Genuine Question, but doesn't it make more sense to build the metro with frequent close station above ground, and build whatever express tracks we want for LSE underground? Like sure, tunnels that would have to carry bilevels would be larger than OL tunnels, but at the same time you will almost...

Hey, not all of us are blessed enough to not be plagued by insomnia that lets us end up on this site to pass the time, before we're inevitably taken away by our sleep paralysis demon.

When was the last time they ever gave that number? Actually wait, let me back up a bit, when have they ever given that number? I know during the GO RER days they were estimating a completion of 2025, but that was at least over 7 years ago, and even then it was clear that that was a shot in the...

Correct, that's why I only included the 75km between SF and SJ. That being said (and I'm sorry mods that this is quite off-topic), just today some Bay Area lawmakers sent a letter to California begging for 2.2B of annual Cap+Trade funding, which they claim would help contribute to, among other...

That still requires them to install recharging infrastructure at those locations which would require quite a bit of work, on top of setting up the overall logistics for recharging across the entire network. This isn't exactly easy, nor would it involve "just ordering battery trains tomorrow"...

Which Parking Garages have they built? I'm actually interested if the current government has actually paid for any of them. All of the ones that opened this decade (at least that I can remember) were those that were planned and funded a decade ago at this point (Rutherford, Cooksville...

That's not the source I was referring to.

I'm not going to directly name the source, other than it comes from the same person that provided that screenshot of the current electrification plans that only had LSW/LSE/UP electrified by 2036 - the same screenshot that many on here are using to claim that GO Expansion is ABD. If you believe...

Correction: It has been descoped to ~100km of Lakeshore assuming that any and all funding is cut off immediately, and Metrolinx only has whatever they have already been given to work with.

... what exactly am I excusing? I'm not entirely sure what it is you think I'm arguing. I'm simply making a factual observation - comparing the quantity of parks in 2 completely arbitrary and non-comparable city limits is a pointless metric that doesn't give us any meaningful information...

Its also worth noting that Toronto is 5x larger in terms of area than Vancouver is, and its especially worth noting that compared to Toronto - Metro Vancouver is an extremely polycentric region with Vancouver itself really only being a small part of it. This isn't a one-to-one comparison.

Source: It was revealed to you in a dream

Worth noting I guess is that all you would need to do is grade separate Weldrick Drive - as well as provide pedestrian crossings for existing at-grade foot crossings. The corridor is probably wide enough to not upset CN significantly.

It really depends on where and how its built. Cut and Cover Subways like the Yonge and Bloor/Danforth Subway, as well as the NYC Subway function as excellent local rail service that really doesn't compromise in terms of accessibility (unless you're in a wheelchair unfortunately). In NYC...

Woah, what's the story behind the credit rating? Is this an industry wide thing or did Mobilinx mess up somehow?

Are we not counting the Transitway?

Let's spend $14B to re-upload most if not all of the highways that were downloaded in the 90s, and fix up the massive maintenance deficit that these former highways now have to deal with under counties that can't afford to maintain them. Way better use of money than buying back the 407.

Its not that much of a betrayal of what the Subway represents. The subway as it stands today isn't some sort of high capacity local Toronto service as much as it is a feeder Artery that is served by Toronto's main bread and butter - busses. By that view, this subway extension isn't much of a...

The benefit is that we're able to run increased headways in the tunneled section - meaning we can make better use of the billions of dollars we spent on the tunnel. This is why we have the pocket track east of Laird. We probably can't run consistent 90s headways, but 2 or 2.5 minute headways...

I've been repeatedly told by numerous sources that the interface between the surface and underground sections of Line 5 has consistently been a sore spot for testing and a significant contributor to Line 5's delays. Whilst its unfair to say that surface tramways are a problematic part of transit...