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  1. I apologise if this has been addressed or it's a bad question, but why did they move the stops within the area far-side, as opposed to near-side? Doesn't it slow things down somewhat, even with the signal priority?
  2. Why do you think he minds having to pay for it? If he manages to get the TTC upload, then the province can count that as an asset, and it doesn't show up directly as "debt". And if the shovels could actually get in the ground by 2022, then he has a huge reelection talking point. I would be far more concerned with the future upload will impact the maintenance and upkeep of the subways. In particular, how much do you think Doug Ford will help out with that $33 billion capital maintenance plan?😂
  3. Yes those are decent points regarding the drawbacks, but it has been apparent for long enough now that an LRT replacement was never going to be built (for pretty darn political reasons), long enough to change course on a full RT revamp. Also, it appears the Sheppard LRT may not come to fruition either, but become a full subway, so that advantage is no longer there. To be fair I was just parroting the points made in that report I linked (also raised by some UofT prof). In essence it’s too late now to turn back on the subway, but there was a window where the LRT was dead and the subway was alive, but still with a chance to turn back and save billions of dollars. You must not be familiar with Ottawa’s Confederation Line... jk... that is all very true.
  4. The real question is, why are they getting rid of it? Even building a new LRT would cost more than just buying new trains and adjusting the tight curves, or even having custom-built trains that can handle the tighter curves. Hasn't Vancouver been running (some) of their Skytrain for the same amount of time as Line 3?
  5. I agree with both of you about capacity, light metro may quite literally be too light for the Relief Line. It's one thing to use a technology because it's cheaper and can be built quicker, but if it's not good enough in the long run then those benefits quickly dissipate (simply calling traditional heavy rail technology outdated isn't a very good point either, since one can still build it with automated signalling and driverless trains and what have you). So hopefully many more details come out and the planning confirms that this is a feasible way to go.
  6. Apparently, the plan is for it to carry 400,000 per day, about half of Line 1. Also, it *seems* to divert the previously projected 9,000 per hour from Bloor-Yonge, so it appears at the moment that it meets the required capacity criteria. Now, wasn't the "Relief Line North" planned to eventually go up to Sheppard (albeit at a much later date)? I wonder what happens with that.
  7. This Star article refers to a report written by a now Metrolinx employee ("Senior rail expert"). So light metro is a pretty good guess, but still a guess. http://www.neptis.org/sites/default/files/metrolinx_review_2013/neptis_schabas_report_dec_2013_finaljuly23.pdf Interestingly, the author suggested grade-separating (burying or elevating) the entire Eglinton Crosstown and running it as a light metro with Mark 3 trains. He also proposes converting the Sheppard Subway to this light metro and building an elevated line to connect with the Scarborough subway.
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