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The reason why the surface sections can't have ATC right now is that the intersection crossings and guideways are all essentially unprotected and subject to incursion by pedestrians, cyclists and automobiles. Trains don't stop on a dime so automation is almost completely reliant on grade separation.

https://www.canada.ca/en/revenue-agency/services/tax/individuals/topics/about-your-tax-return/tax-return/completing-a-tax-return/deductions-credits-expenses/line-31350-digital-news-subscription-expenses.html

unless a road plow somehow manages to create a windrow that is at least half the height of a Flexity Freedom LRV you aren't going to see any issues with the LRVs just bashing a hole through windrows on their own. Winter maintenance of an LRT line usually just involves running the trains. ION for...

Over 30 years $12B For Line 5 Eglinton is entirely sane costing. Total Hamilton costs sound pretty sane to me too. $1B for construction, $2.7B for vehicles, property, equipment and other capital expenses, and ~$2.2B over 30 years for operations, maintenance and debt financing. $73,333,333.33/yr...

1. The bus terminal is for intercity buses only. GRT buses stop on the street. 2, 3. Answered with image above 4. There's future plans for mixed use development on the property that will address this.

what you lose in "wasted space" you gain in operational flexibility. There's very little need to run a 3 car train at 11 PM most of the time.

Last I heard the project was proceeding to the Environmental Assessment stage.

That may be true for the TTC's streetcar network switches due to some unique aspects to the surface network and that they are embedded, but that is not true for the majority of rail switches. A non-embedded switch, that uses standard profile rail, that is in "normal" position can be traversed at...

This vehicle now parked on a track at EMSF

could be being switched onto a train Lampton Yard is about 1 km or so to the west of there, as is the CP North Toronto Sub - MacTier Sub - Galt Sub junction.

Orange is too close to red such that under certain lighting conditions it becomes indistinguishable from red.

This is still the Hamilton LRT thread. KevinT brought up ION as a comparative and a debate was started about ION's system length

https://en.wikipedia.org/wiki/Network_length_(transport) Route length is most often used to describe the length of track in a specific network. What you found was line length. Route length though is still 19km. C G K / \ / \ / \...

19km is the end-to-end system length. Full stop. No double counting involved. the 16 number is the number of stations you'll encounter in a single direction journey. there are 19 total stations.

I mean.... there was the incident of body panels coming off the trains during winter testing on the line last year... and the wheel crack issues this year...

Is it that unusual when they are looking for shovel ready projects for the economic recovery stimulus spending?

Bob Bratina is a back-bencher with little influence on cabinet decisions at the Federal level and with the Federal Minister of Infrastructure Catherine McKenna indicating it's the only shovel ready project in Hamilton that would seem to indicate that the Feds might just throw some money at it.

Pantographs are bi-directional... but the vehicles have to be bi-directional as well which means cabs at both ends. The Toronto Flexity Outlook does not have a cab at both ends so loops are required.

If Left turns remain allowed at Leslie and Eglinton they will have to be during a fully protected left turn phase which would not be active while trains have permissive signals to travel through the intersection. In that case if you are turning left into an oncoming train you'd be running a red...

ION does this with several intersections. You can still end up on the side street that you have a permanent turn prohibition at by making a U-Turn at the intersections on either side of that turn prohibited intersection. Leslie / Eglinton would be an unusual case for something like this though...