All posts in Railpath

Goings on at CP rail

click image to view their network.

click image to view their network.

..all text below the CP Rail site

Canadian Pacific clarifies changes to Board of Directors

​​​​Canadian Pacific Railway Ltd. (TSX: CP) (NYSE: CP) issued the following statement in response to questions from investors and to address inaccurate speculation concerning the recent board resignations and the health of CEO E. Hunter Harrison:

On July 3, 2015, CP director Stephen Tobias notified CP Board Chairman Gary Colter that he was prepared to resign from the board at a date of the board’s choosing. 

In consultation with Krystyna Hoeg, the Chair of the Nominating and Governance Committee, Mr. Colter caused the company to issue a press release stating that Mr. Tobias had resigned from the board as of June 29, 2015. The company has subsequently corrected this error. 

Mr. Colter caused this press release to be issued without consulting with the board and without seeking board action to accept Mr. Tobias’ offer to resign.

Because Mr. Tobias was a continuing director of the company through June 30, a majority of CP’s directors were U.S. citizens, and thus CP is no longer eligible for the SEC’s Foreign Private Issuer Exemption and will become a U.S. Issuer beginning in 2016.

The CP board is committed to the highest standards of corporate governance, and strives to be exemplary in this respect. Consistent with this philosophy, Mr. Colter and Ms. Hoeg offered to resign in light of how this issue was handled. The board unanimously accepted their resignations.

Concerning Mr. Harrison’s health, Mr. Harrison recently had stents implanted in order to improve circulation and reduce cramping in his legs. In addition, Mr. Harrison is recovering from a mild bout of pneumonia which has restricted his travel. His full recovery is expected in the coming weeks. He remains actively engaged in the company’s business, but elected not to travel to Calgary to participate in this morning’s earnings call.

Canadian Pacific Railway CPR Folk Festivals, 1928-1931 (a history post)

“While there is Still Time…” :

J. Murray Gibbon and the Spectacle of Difference in Three CPR Folk Festivals, 1928-1931

click image for full size view

Between 1928 and 1931, a series of 16 Folk music and handicraft festivals were staged across Canada under the auspices of the Canadian Pacific Railway. The principal architect of the festivals, John Murray Gibbon, would later popularize the now-ubiquitous and immeasurably influential phrase “Canadian Mosaic” to explain his vision of a united Canada comprised of distinct identities. This article establishes the foundational role played by the category “Folk” in Gibbon’s construction of the mosaic metaphor for Canadian cultural identity. It examines the construction of three major festivals and interrogates the very category “Folk” around which they were designed. It establishes connections between the structures of the festivals and the race, class, and gender-based cultural assumptions and ideologies that informed their organizers and participants. Finally, it explores the relationship between Gibbon’s emphasis on antimodern Folk identities and an increasingly intricate Canadian cultural matrix under the conditions of modernity.

Click image for larger view

Between 1928 and 1931, a series of 16 Folk music and handicraft festivals were staged across Canada under the auspices of the Canadian Pacific Railway.1 Largely the conception and design of enterprising CPR publicity agent J. Murray Gibbon, the festivals were structured in such a way as to reflect a deliberate vision of Canada and Canadians. A great believer in the power and primacy of the Folk, Gibbon conceived of the festivals as a means to promote cultural communication among immigrants and French and British “natives” in Canada.2 The category “Folk” operated for Gibbon on the level of primary, essential identity—he believed in particular racial groupings, or categories, and contended that the essential expression of any racial category was evident in its Folk culture. In developing the series of festivals, Gibbon was reflecting his growing concern that Canada (as a nation comprised of many racial categories) suffered from a paucity of cultural communication and interconnectivity. What was worse, the essential Folk practices and beliefs of each far-flung racial group were seen to be under sustained and concentrated assault as modern Canada moved away from its agrarian beginnings. The fear was thus two-fold: not only were racial groups failing to interact with one another and engage with a cohesive national identity, but the essential identities, the very meanings of each group, were disintegrating through the relentless process of modernity.

The wide success of the 16 Folk festivals did not entirely quell these immediate fears, but did serve as a foundation for a new understanding of cultural difference and community in Canada. Gibbon, who went on to explore the role of racial groups and essential identities more fully in his enormously influential book Canadian Mosaic (1938), stands as a key figure in the development of Canadian cultural identity.3 As the master mosaicist, Gibbon endeavored to impose order on an otherwise disordered cultural landscape through his various constructions of an inclusive Canada. His books, his countless speeches, his radio addresses, and the succession of CPR Folk festivals discussed below all demonstrate the master mosaicist at his life’s work of developing a participatory vision of Canadian identity and culture.

This ideal of the mosaic, apparently evocative yet ultimately imaginary, appeared to Gibbon in 1938 as “a decorated surface, bright with inlays of separate coloured pieces, not painted in colours blended with brush on palate. The original background in which the inlays are set is still visible, but these inlays cover more space than that background, and so the ensemble may truly be called a mosaic” (Gibbon 1938, viii). As he placed the tiles onto that background, arranging his festivals, his first large-scale experiments at the representation of a pluralist Canada, Gibbon may have been aiming towards just such a goal; but it was a pluralism built upon a stable foundation, an immutable background of [End Page 141] white Anglo-Celt (male) hegemony onto which he could manufacture his mosaic. His vision of the mosaic as an immovable surface bedecked by garlands suggests the inevitable unevenness in the power distribution he would develop.

For Gibbon, the work was imperative and pressing. “While there is still time,” he worried in 1938, “let us make a survey of these racial groups—see where they came from, what relationship, if any, they had with each other in Europe, what culture they enjoyed and how much of that culture they have been able to bring with them” (1938, viii). He believed that the representation of racial categories through primitive, archaic Folk expression would simplify cultural communication by breaking down the balkanizing barriers of foreign language, appearance, and values. In brief, Gibbon surmised that all European Folk cultures, when refined to their primitive, pre-modern essences, looked and sounded very much alike.4 The tactic, then, was to celebrate the differences in order to recognize the similarities.

Read the HTML version of the full article here

Rail safety Town Hall by Safe Rail Communities – Friday, June 12 at 7:00 pm-9:30 pm


Click on image for full size view.

Click on image for full size view.

all text the group.

Since March 2014, Safe Rail Communities has been advocating for greater safeguards and transparency with respect to the transportation by rail of dangerous goods, particularly volatile crude oil.

Despite the tragic loss of 47 lives during the July 6th, 2013 rail disaster in Lac-Mégantic, Canadians have witnessed two more fiery crude oil derailments in 2015. These derailments occurred within three weeks of each other, and both just outside the same town of Gogoma in northern Ontario. Each of these explosive derailments, as well as those of 2014, demonstrate that Minister Raitt’s response to the situation has been largely ineffective.

Please join us for an informative meeting on this important issue with special guest and moderator, Naomi Klein, and a panel of experts:

  • Ali Asgary: Disaster & Emergency Management Expert
  • Christine Collins: National President, Union of Canadian Transportation Employees
  • Bruce Campbell: Executive Director, Canadian Centre for Policy Alternatives
  • Greg Gormick: Rail Policy Expert

Invited guests include Minister Raitt, NDP Transport Critic Hoang Mai, and Liberal Transport Critic David McGuinty.  Also invited are all GTA MPs with rail lines in their riding, Mayor John Tory, and all Toronto City Councillors.

Please share this event on Facebook and Twitter

We look forward to seeing you there! Doors open at 6:30pm.

Patricia & Helen
Safe Rail Communities

WHEN: Friday, June 12 at 7:00 pm-9:30 pm
Doors will open at 6:30pm for the Town Hall
WHERE: Central YMCA Auditorium, 20 Grosvenor
(Yonge and Wellesley)

The Mc Murray Ave Rail bridge

The Mc Murray Ave Rail bridge

Safe Rail Communities west Toronto local petition to the city of Toronto

…info from the group about the effort below

Safe Rail Communities (SRC) is a community-based initiative, advocating for greater transparency and safeguards with respect to the transportation of hazardous materials along rail lines throughout Canada. Come out to learn more and sign our federal petition at the Community Environment Day on June 1st from 10am – 2pm. Located in the city parking lot at Lakeshore Blvd and Ellis Ave (just east of Ellis Ave).
For more information visit: (still in the works)

There on-line petition to the city of Toronto is also up and running;

click here to view


in other news about the subject of safe rail, here is a

link to a recent Toronto Star Article

GO Transit Service Walking Tours – June 12, 6

GO Transit Service Walking Tours – June 12, 6:00pm

GO walking tours are back! Join members of the West Toronto Diamond project team as we walk and talk about the ongoing construction, and what it means for your community.

West Toronto Diamond Tour
Wednesday, June 12 – Starts at 6:00 p.m.
Meet at 18 Hook Avenue, Suite 204 (Community Office)

Unbelievable effort and a gift to our city – EDWARD J. LEVY – Toronto-focused rapid transit book (free)



Visit site via this link


DOWNLOAD & PRINT site link  in section or whole

When I started work on this history, my intention was straightforward: to create a comprehensive record of Toronto-focused rapid transit planning documents prepared since the vision of a rapid transit network was first articulated more than a century ago. I planned to arrange the major reports, monographs, maps, and articles chronologically and supplement each one with a brief commentary. It was not to be a history complete with secondary sources and a wealth of background detail and context, but a record of primary documents on a common theme, arranged and annotated for the interested reader.

I wanted to demonstrate the astounding volume of analytic work done, and to contrast this output with the relatively meagre achievements to date on (or under) the ground. The idea arose from my own frustration after more than 50 years of professional involvement in advocacy, planning, and design relating to public transit and from the realization that in so many ways, my efforts, and those of many colleagues, have been and continue to be in vain.

My task soon proved to be far more complicated and onerous than I had initially envisaged. What was to be a mere compilation of key documents threatened to become a voluminous historical epic replete with an array of technical visions ranging from the overambitious to the niggardly, mirroring changes in political and fiscal circumstances throughout the period. Moreover, I was finding it increasingly difficult to devise a logical point at which to end the narrative, because new initiatives and variations were continually emerging from the bureaucracy, its advisors, and various interest groups. I also found it difficult to refrain from including my own comments on the merits of the various plans and on the decisions of those who were presented with those plans.

Certain core concepts relating to primary public transit service continually recurred in my research, such as the need for major transit routes to follow the arterial corridors originally created by the rectilinear grid typical of the British survey and land subdivision system dating back to 18th-century Upper Canada. This system in turn dictated the form and growth pattern of the future urban area, and in so doing also dictated the configuration of primary public transit services. The relationships between planning and infrastructure made sense before the era of underground railways, when all communal transportation services were necessarily confined to public road rights-of-way (with the exception of railways).

When the idea of subways emerged in Toronto early in the 20th century, the decision to keep the underground lines as shallow as possible to avoid the cost of deep tunnelling and deep stations (and thereby minimize overall trip duration) essentially meant that the lines would either follow or closely parallel the arterial corridors of the primary grid, such as Yonge Street and the Bloor-Danforth corridor. [1]

In the end, I found that the basic characteristics of the rapid transit system were established and later confirmed and refined by way of a relatively small number of key planning initiatives. Indeed, I have concluded that there were only four breakthroughs in the history of general and transportation planning for Toronto and its region:

  1. Initial concepts for the primary north-south corridor (Yonge-Bay) as well as important east-west corridors (King, Queen, Bloor-Danforth) during the period 1909–1915.
  2. The series of studies undertaken for the Province of Ontario relating to the Metropolitan Toronto Planning Area and neighbouring counties (prior to the formation of the Regional Municipalities) known as the Metropolitan Toronto and Region Transportation Study (MTARTS) during the period 1962–1968.
  3. The monumental series of study reports constituting the Metropolitan Toronto Transportation Plan Review (MTTPR) issued during the period 1973–1975. Among the topics documented was the importance of expanding the rapid transit system into anetwork serving the city’s central area with lines oriented in all cardinal directions, including an early concept for the Downtown Relief Line or downtown “U”-shaped distributor; and an east-west line serving the burgeoning upper-midtown districts of Metropolitan Toronto following the Eglinton arterial corridor.
  4. The profusely documented Regional Transportation Study (“The Big Move”) produced by Metrolinx (initially the Greater Toronto Area/Hamilton Transportation Authority), for the Province of Ontario, during the period 2007–2008.

All else is really a series of politically constrained “footnotes,” generated by or on behalf of successive municipal government agencies and advisors in almost invariably futile attempts to win sustained fiscal support from senior governments.

In putting this information on the web, I hope to remind decision-makers and others of the many important ideas that have been proposed over the years that are still relevant in 21stcentury Toronto. May good sense leading to firm political and fiscal support ultimately lead to the creation of the transportation network that this fast-growing conurbation so desperately needs.

Edward J. Levy, P.Eng. Toronto, Ontario

February 20, 2013

further info from the site

In summarizing the 100‐year history of rapid transit planning and development in the Toronto area using maps and interpretive text, I will emphasize the recurring concept of an enhanced central area rapid transit network. In doing so, I hope to make the strongest possible case for creating such a network within the City of

I should explain that I do not consider the terms “system” and “network” synonyms, and I have been careful to avoid using them as such.

  • system is an arrangement of two or more lines that intersect at either a single interchange station (or at two which are very close to one another), resulting in little route redundancy; that is, a means by which riders could follow alternative routes to their destinations to bypass closures caused by service disruptions or emergencies on specific route segments. Rapid transit systems typically offer less‐than‐optimum area coverage and average journey time, and in general, lack operational robustness in terms of service flexibility and balanced demand/capacity relationships.
  • network is an arrangement of two or more lines that meet at two or more spatially well distributed interchange stations, thereby providing route redundancy, resulting in effective passenger load balance on pairs of parallel lines, providing enhanced area coverage and options for bypassing service disruptions. A network is robust in that it allows for not only operational flexibility, but also for growth, change, and progressive land use diversification – all essential for a successful and expanding major urban area such as the Toronto region.

Virtually all major cities that have rapid transit enjoy network service, although a few lack certain characteristics. Toronto, however, has a system, not a network: Bloor/Yonge station is the key interchange between the two most heavily used lines, and as such is a point of particular vulnerability in terms of service disruption on the entire system.

A true network, as opposed to the existing skeletal system, would provide more well‐distributed interchange opportunities, and sufficient capacity to handle future travel demand in several currently underserved key corridors across the City of Toronto and the Greater Toronto Area. The current practice of providing inadequate numbers of “replacement buses” during line closures leads to operational chaos as well as rider (and staff) frustration. This situation can only worsen as the more heavily built‐up parts of the urban area (particularly the historic centre) continue to diversify and add population and jobs.

The evolution of a network would involve supplementing existing subway services (essentially the oldest, most underdesigned sections of the system) with strategically planned new lines. Analyses carried out over many decades clearly indicate that the initial additions should include links between the Financial District and the northeast and northwest districts of the city. The rapidly regenerating districts immediately east and west of the financial district, as well as the burgeoning central waterfront, would also be served by such a “U”‐shaped distributor alignment. In addition to the distributor, an east‐west line in the Eglinton corridor would be an essential northern section of an expanded central area network.

Initially, the new lines (forming a circumferential loop configuration) could take the form of “pre-metro” facilities; i.e., grade-separated lines designed at the outset for LRT (light rapid transit, or enhanced streetcar) operation, served by relatively short platforms, designed for eventual upgrading to accommodate conventional high‐capacity subway service, without the need for wholesale reconstruction or expansion of stations and tunnels.[1]

After much debate by Toronto City Council, it has been decided to make the Eglinton Crosstown line into a light rail transit line rather than a full subway. Unfortunately, the Eglinton line is not being designed as a “pre‐metro” that could be converted later to full subway (heavy rapid transit) operation without having to substantially rebuild the stations, turnouts, pocket (storage) tracks, etc., even though a design that could ultimately handle wider subway rolling stock could be provided at the outset without greatly increasing the capital budget. As things now stand, however, any hope of future conversion would likely be too disruptive and costly to carry out. Many areas along Eglinton Avenue have the potential for intensified redevelopment in conjunction with the construction of the tunnel, and this once‐in‐a‐century opportunity could well be hobbled by inadequate line capacity during its operating life.

Technology Harvests Energy from Railroad Train Vibrations

Stony Brook University engineers have won a national award. The award was entitled” Energy Harvesting” at the Energy Harvesting and Storage USA 2012 conference.

The group researched process and equipment to create an energy harvester that converts the irregular, oscillatory motion of that trains make as they travel over rail track. The system converts the vibrations into regular, unidirectional motion, in the same way that an electric voltage rectifier converts AC voltage into DC.

Top savings from the installation and use of the new invention…according to the researchers…,

save more than $10 million in trackside power supply costs for railroads in New York State alone.

along with a reduction of 3000 tons per year of CO2

and a half million dollars of electricity savings.

“With the MMR design, the technology advances the traditional energy harvesting, including directly generating high-quality DC power without an electrical rectifier in the vibration environment; enabling an electrical generator to rotate in one direction with relative steady speed in a more efficient speed region; and changing the negative influence of motion inertia into positive, thus reducing the mechanical stress and increasing system reliability,” he said. “Such a design not only avoids the challenges of friction and impact induced by oscillation motion, but also enables us to make full use of the pulse-like features of track vibration to harvest more energy.”says Professor Zuo

Here’s the abstract of the presented paper. The blog will finish reading the paper and update this post with images and extracts.


Anelectromagnetic energy harvester is designed to harness the vibrational power from railroad track deflections due to passing trains. Whereas typical existing vibration energy harvester technologies are built for low power applications of milliwatts range, the proposed harvester will be designed for higher power applications for major track-side equipment such as warning signals, switches, and health monitoring sensors, which typically require a power supply of 10 Watts or more. To achieve this goal, we implement a new patent pending motion conversion mechanism which converts irregular pulse-like bidirectional linear vibration into regulated unidirectional rotational motion. Features of the motion mechanism include bidirectional to unidirectional conversion and flywheel speed regulation, with advantages of improved reliability, efficiency, and quality of output power. It also allows production of DC power directly from bidirectional vibration without electronic diodes. Preliminary harvester prototype testing results illustrate the features and benefits of the proposed motion mechanism, showing reduction of continual system loading, regulation of generator speed, and capability for continuous DC power generation.

Location:Quebec Ave,Toronto,Canada

The need for explicit walks in the Junction – new place with the creation of an expressed walk

The need for explicit walks in the Junction – an example from another place, which has become a new place with the creation of an expressed walk.


The need for explicit walks in the Junction – and why the RailPath is such an important creation in the Greater Junction Area. We all should be so thankful for what must have and probably still is a long, time-consuming effort on their part.

Although the Greater Junction Area is rife with recreation centers and parks, parkettes and playground. Amenities we have in greater amounts than most parts of the city. We have little in terms of walks that gather together our history, present and future. The RailPath does all that for the areas it moves though and tentacles itself throughout the GJA with the buildings, lots and streets it passes by. However off the Railpath we have so few walks.

An explicit walk, build – created from just about anything natural materials, car parts, stones in water – the Spiral Jetty [1] can bring about just about anything in our minds. Creating a walk that is explicit – clearly expressed; leaving nothing implied.
defined or formulated, with its place as a juxtaposition or bound to the walk can create “generalizations that are powerful, precise, and explicit” (Frederick Turner).

Good explicitly in walk is forthrightness and an unreserved attitude of expression.


One person who has created a great explicit walk elsewhere is Jon Piasecki, text from and images from Landscape Architecture magazine – the monthly magazine of the American Society of Landscape Architects.


[1] For those of you thinking the blog is crazy for including the Spiral Jetty, the blog begs to differ, although very inaccessible and at times flooded it has created a new place.
Pls remember to uses to visit this blog.

Junction Rd / Weston Rd shutdown to last for months more.

The west Toronto Diamond separation projection will keep the Junction Rd / Weston Rd roadway shutdown to last for months more.

This section of the airport rail link involves the construction of a major underpass where one railroad track will pass over another.

Historically the trains traveled over trackage that crossed each other at a level crossing, requiring one train to stop while another passed.

All this construction will remove this rail travel limitation.

The congestion this construction causes it appears to be a major headache for the local police who have to come down to southern part of their division by Keele St only.

The reopening of the Junction Rd / Weston Rd way will allow the police a much quicker travel way into the south end of their division.

So what’s the work at the Junction Rd / Weston Rd diamond separate now.

Here are a number of photographs of the site currently. The large round objects are the concrete filled steel tubes that will
form the barrier wall as the dig out the ground to form the underpass.

The following images are of sound deadening shrouds used during the driving in of the steel piles.

The blog intends to put a page of all the image being sent in once the uploading issue presently troubling the blog is fixed.

Bike superhighways just what Toronto needs and probably will never see.

Blue painted area is bike superhighway for cyclists


The City of London just announced that because of the opening of two bike superhighways in July of 2010 bike traffic is up 70% on two major thoroughfares in London in the year following. Build to get people on bikes instead of in their cars laying down safe, straightforward  cycling paths from outer neighborhoods into the city. They plan to  install an easy to navigate cycling super numerical series of such super pathways.

Read more: London’s Bike Superhighways Help Bike Traffic Increase by 70% | Inhabitat – Green Design Will Save the World

Read More: concerning the input of cyclists in the design of the Bike superhighways

Other cities have built such roadways for decades such that they are a normal part of the transportation choices for people in the  Netherlands – which didn’t get its extensive network of separated bicycle facilities overnight—it took decades 1

Another city – Portland—which may spend $600 million on bicycle infrastructure over the next 20 years, with a goal of upping the cycling rate to 25 percent of all trips by 2030—that has most energetically taken on the bicycle boulevard concept…1

And further…

Sweden Plans A New Superhighway For Cyclists

Those Scandinavians are so cutting edge and bike friendly. Now they’re going a step further, connecting two cities with a major artery that’s for bikes only3


Chicago has a series of  protected bike lanes which probably would be a good idea for your Toronto with its car non-centrism around the rights of people moving and people driving.


Protected bike lanes are designed with all kinds of people in mind.

Protected bike lanes are designed with all kinds of people in mind, Chicago, Click image to visit source of image site,



Transport for London’s Cycle Superhighways site click here to view.

Bridge link over the tracks always wanted in the Junction …another close by west end community gets one.

King Liberty Pedestrian/Cyclist Link location on image to go to the cities site on this project


One of the 1st items many people who come to live in the Junction wish for is a bridge over the tracks to connect the two areas north and south of  Canadian Pacific Railway tracks. This has been an always ongoing discussion in the Junction and while there are some locations for the ground fall of the bridge on the north side of the tracks there are few if any on the south side.

This want/need? in bound to get even more community interest as development on the north side of tracks increases. Although this author can see such as bridge, …which the author is not so interested in having but wonders if it would be a good community addition… would service a very small section of the the community.

A railroad bridge in the Junction would probably be well used residents just north of Annette St. Would those people living south of Annette St. walk or ride over the bridge enough to justify building a bridge, and would northern residents come south over the bridge?


..well here the info on the King Liberty area Railroad topping bridge….

full study link at City of Toronto site

full study link at this blog



The City of Toronto undertook the
 “Toronto West-Central Area Strategic
Network Review” in 2006 and identified
 the need to better integrate the communities
north and south of the CN/GO railway corridor
between Atlantic Avenue and Strachan
Avenue. At its meeting of February 13, 2007,
 Toronto and East York Community Council
in considering a further report on a proposed
 pedestrian link at this location (TE3.45)
recommended that Transportation Services
 undertake an Environmental Assessment (EA)
study for a Pedestrian Link between King
 Street West and Liberty Village.

This item was considered by Public Works and Infrastructure Committee
 on November 3, 2011 and was adopted with amendments.
It will be considered by City Council on November 29, 2011.

further in package  Reference Drawings / Plans / Profiles appendix_e_reference_drawings and Stage 1 Archaeological Assessment appendix_d_arch_assessment
same files as package hosted at this blog

CN and CPR history book a great railroad community read


Rails Across Canada: The History of Canadian Pacific and Canadian National Railways  by Tom MurrayVoyageur Press | 2011 | ISBN: 0760340080 | 320 Pages | PDF | 155 MB
$22.50 Flexibound  and ebook edition

Publishers text

Few stories in the annals of railroading are as compelling as the construction, evolution, and astounding successes of the Canadian Pacific and Canadian National railways. This sprawling volume combines two of Voyageur Press’ most successful Railroad Color History titles into one volume taking in the grand scope of both railroads. Author Tom Murray presents fastidiously researched and concisely presented histories of each railroad, along with more than 300 photographs, including rare archival black-and-white images and modern and period color photography sourced from national archives and private collections.

ELSEWARE …winners of high speed rail comp

ELSEWARE is going to be a part of the blog  posting links to articles with similar happenings in the Junction.

This one is about a completion to discuss and provide ideas about high speed rail as as the  West Toronto Diamond project.


Click on the image to go to the site.

click on the image to go to the site, this author really enjoyed the HOU(S)TATION configures a new suburban morphology founded on the logics of high-speed rail. article and the The Effect of High-Speed Rail on Six Lives proposes an ad campaign aimed at the high-speed rail public. By demonstrating the diverse set of people who could benefit from HSR, the project reminds us how personal transportation really is article.

CPR maintenance of way train in west Toronto yard north of Junction