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Also, to the points above. Our transit system's reliance on large scale orders that happen only at large discrete intervals is why we end up with so little choice in the market and situations where we have to create orders to keep that manufacturing expertise. If we procured rail vehicles like...

No changes to streetcar services are expected with the opening of the Ontario Line in regards to track removal.

I'm glad you asked. Here are images from transit malls in Munich and Amsterdam. The design choices used here maximize the compliance. Munich Amsterdam If we make a concerted effort to build out those platforms, and introduce more materiality, along with changing the look so that the...

Enforcement is certainly an option. But clearer and more intentional design that makes obvious what you can and cannot do is much more effective, both in terms of costs and in compliance.

For anyone who brings up that pedestrianization will stop deliveries and people living there from parking, it is a fallacy. Pedestrianization in most large scale applications always maintains local access and deliveries as they are usually incorporated into mixed use or commercial areas. It is...

There's always a balance. Track and OCS maintenance with operators, vehicles, fuel costs. It's not always as clear cut as just having extra infrastructure.

This is a bit of an odd argument given the fact that dedicated transit lanes can be used by both buses and trams. And it would probably need the same level of enforcement or redesign to function properly. So it is a rather contradictory argument.

Just so everyone is aware, renderings at this stage of design are not representative of the final product. There are usually a lot of inconsistencies in them as they try to highlight the bigger picture, so I wouldn't put too much weight on the details of it. There are a lot of placeholders.

The basis of the City's financial struggles is that while they are a centre of economic activity, the systems are not in place for the municipality to capture that equivalent increase in activity. And the other things that the City pays for that it shouldn't.

This is nice too! "It is expected that the proponent will start some limited, mostly in-corridor, work in 2023-2024. Metrolinx anticipates there will be improvements to service starting in approximately 2024-2025, with additional service being introduced incrementally as various work phases are...

It was a sarcastic response to the above post by mistersq1. Both my academic and professional backgrounds are in transportation engineering and planning, so I'm well aware of the misunderstandings in the general public.

The decision making and history of local politics here is very important. It is also a decision that was made 15 years ago, so I'm not sure what point you are trying to get now. It is a bit too late to change the decision now.

Oh nice, now induced demand is a conspiracy

I mean, it was a more recent decision to purchase a new fleet. They were planning on rebuilding and extending the life of T1s through the 2030s, up until quite recently. The lessons learned from the CLRV and ALRV rebuild process is that it cost far more and produced far fewer results...

One thing to consider when looking at the 2051 GGH Plan is that it outlines conceptual network level connections. Actual operations will differ based on feasibility and demand. Just because it's labelled as one/two lines does not mean that it will be a through service with the same frequencies...

What would be your criteria for a neutral third part with inside scoop?

I disagree, the research has changed. As a result, methodologies change, attitudes change, mindsets change. Different methodologies bring different results, the reports that I write today, and the traffic analysis that I do today is different than the reports that I read from the past. That is...

Usually agreeing to disagree applies to opinions, not academically researched facts. Keep in mind, these are also observations, not observations on the hourly or daily scale; but on the yearly and multi-year scale.

Research changes, it's no longer considered good transportation planning policy to put highways everywhere. I could make similar arguments about the freeways that Robert Moses pushed for in New York, using the research at the time. There are still a few of the old guard (particularly traffic...

Let's not forget that the 413 also has a lot of research that indicates that it is not necessary, and only after the new government came in, did new 'research' come to light...