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Nothing like that can be approved until there's a new government.

Which would be along the lines of what Metrolinx suggested in 2008 (no idea what they were thinking for layover/turnback ... I'd think it could just be a dead-end like at Pearson).

That's up to Mississauga.

Did we? I doubt many on the Durham BRT are going to be doing much else than getting on Line 2 southbound - at least those still on the bus after it leaves UTS - which surely would also be a Scarborough hub. Kennedy should also remain a hub with access to GO.

Won't that add an unnecessary 401 crossing? Would it even stop between UTS and STC? Local service on Sheppard would be the LRT to UTS; I don't see much point building LRT and BRT on the same route; rapid transit on both routes would be better.

Only within the limitations of their contract. If they can't move the tunnels horizontally, or change a creek crossing to ground surface from 50-metres deep - then it won't find the cheapest way.

No - but it's cheaper and faster than dealing with all the utilities under the streets. On the other hand, because they have chosen to go so deep, it does given them flexibilities to put much shallower curves downtown, under buildings - which lets them claim that it need to be so deep because...

Would it? It's about the same distance from the old Dundas station to McMaster than it is from West Harbour. Though with the long term plans to terminate some trains in Aldershot, it may well make sense to extend an hourly train to Brantford with a stop in Dundas.

If it was worse than the arrivals at international terminal in Mumbai in the 1990s I'd be shocked. And that's before you take into account the transfer back then from the international terminal to the domestic terminal!

I was wondering if the differences between the two sections of bridge means that they were twinned after the initial construction of the Brantford Bypass in the 1960s (it wasn't connected to the 401 at Woodstock until the late 1980s, and the stretch from Brantford to Ancaster wasn't finished...

Looking in Google Streetview, I don't see what that chunk of concrete is for. It doesn't look structural. Perhaps it was redundant after the 2015 renovations? https://www.google.ca/maps/@43.1654162,-80.2434359,3a,66.9y,251.12h,108.7t/data=!3m6!1e1!3m4!1spB8UiTebmG7dt3iAlBv2qA!2e0!7i16384!8i8192

I'd assume it would return on Lakeshore West at some point. I think they said it won't return for a few years on East because of the Ontario Line and RER construction.

The line was designed to add that one in. Ditto for Willowdale station. And I thought there were provisions for one between Lawrence and Eglinton as well.

A minority would be a PC loss - I don't see any other party supporting them in the house. Though I don't think any of the parties is promising a west extension of the Ontario line - so perhaps moot.

Some of the early works for the RER (like widening the embankment and building bridges) is already underway. Probably more so than the Ontario Line right now.

I thought that was the transitway to nowhere,.

New services sure - but with increasing covid-recovery ridership, there's no reason to stop the restoration of services.

I meant it being added to the official plan in 2020. There's line pretty much everywhere if you look at various options ... heck, I think even I have suggested Roncesvalles at some point here - extending at least Keele/St. Clair to provide good destinations for the 506 and 512, which would drive...

Was true? That surely is still where much of that corn grown locally goes. It's not for human consumption, and I don't think they need THAT much for livestock. What do they use for biofuel then - I'd just assumed it was corn.

Interesting to see that the official plan has the Ontario Line curving north to Roncesvalle, terminating at Dundas West station. One would assume with stations at Sorauren/Queen and Roncesvalles/Dundas/Howard Park. Had someone mentioned that being in the OP before?