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What about that is preferable to Fergus?

Oh please, the things operating in Ukraine are LITERALLY RBMKs. You know, as in fifty plus year old, Soviet designed, lacking containment. They have nothing whatsoever to do with modern reactors, or even older western designs.

I was going to say; I definitely think that mountain investment would make sense, but the better approach might actually be to build a new publicly owned corridor that can allow passenger prioritization and mostly sell access to the freight operators. Even with infrastructure on the level of...

The note I’d toss into this is that I really don’t think we should bother with a Brantford GO train unless it involves rebuilding the GRR/GVR and running a Guelph - Cambridge - Brantford - Hamilton service; ultimately the VIA service is perfectly capable of serving Brantford without the...

This is right on point to me, and I’ll add that it is why the sale of CN still annoys me so much. Given the type of infrastructure this country needs, and the nature of our railways, a national carrier without enforced monopoly made all the sense in the world.

I’m a huge advocate for re-opening an Ottawa Valley route, most likely under ONTC auspices, but even at that would grant that meaningful speed improvements probably aren’t worth doing right now. To me this is less something that is likely to look good in any kind of business terms today, but is...

Realistically I think the only path forward now would be a single project encompassing CDPQs above ground eastern element and an entirely underground central link and extension to Lachine so it also amounts to the west end of the Pink Line. Stage the opening as needed, preserve the metro...

Honestly, I’m sure there would be demand for longer distance services if they extended the runway; the limitation the runway length puts on operations is the biggest reason so few operators are viable there. With that said, I’m torn. I definitely get where the “no jets” folks are coming from...

My take is that we should keep the airport, but redevelop everything south of the main runway as affordable housing. Serve the airport with an underground streetcar looping at the Hanlan’s dock and keep the islands car free.

ugh; this debacle says far too much about how seriously VIA views itself. As low as the numbers got, commuting was still a thing at the peak of COVID. If trains were to be cut these were never the ones that made sense.

You sure about that? Because low/zero emission aircraft, be they hydrogen, electric or just high efficiency are prone to be more amenable to sites like the island than the bulk of what's flying today...

I agree about your cutoff point, and would add that somewhere between Richmond Hill and Aurora is where we can and should look at building a connection between the Barrie and Richmond Hill corridors.

You know, it would genuinely clean up jurisdictional issues if the boundary was pushed up to the 407.

So fun realization about the newer form of TTC fare gates: they have both a time out and seemingly no sensor unless you are actually obstructing the gate. Even a slight delay between tapping and moving through (like, say, dropping the **** card) results in the gate slamming in your face...

With the added note that most of the forms of North American PTC ARE fundamentally fixed block.

This map isn't quite as I'd imagine it, but I'd definitely advocate for a new Galt - Brantford line, most likely on more or less the Grand Valley ROW. Direct GO service to Brantford seems somewhat unnecessary, imo we'd do just as well establishing clockface VIA service at least as far as London...

One thing that has occurred to me about Milton extensions is that using the Guelph Junction to reach Guelph might make a lot more sense than a direct run to Cambridge. Making the Guelph terminal work would be “interesting”, but it’s not a hugely indirect route and definitely gives better...

In short? The same reason I stick the MCC portion at the bottom of my own priority list; however desirable a bit of duplicate service might be I'd rather avoid it while we've got a list of needed transit projects as long as it is.

As far as prioritization goes, I'm thinking in terms of a "stage 0" replacing the Eglinton extension to Pearson, such that we would be looking at : Stage 0: Renforth- Pearson - Woodbine Stage 1: Woodbine - 407 Terminal Stage 2: 407 - Terminal - Yonge Stage 3: Yonge - Unionville Stage 4...

Agreed entirely, but wow, that is one of the most infuriatingly “Toronto public meeting” statements I’ve heard. With a definite emphasis on the very IDEA of it somehow totally discrediting whoever suggested it with a dash of considering the idea actually offensive.