I bet this was MS Paint.

Helsinki is indeed extremely relevant to North American cities as an example of what's possible.

Outside of its inner city, it's not particularly dense, and it has a good share of mid-to-low-density suburbs.

The resultant combination of mobility, accessibility, and urban environment is phenomenal.

As the public gets to experience this completely new level of access to the city they live in, and the brilliant modern driverless rail technology behind it, now is the best time ever to come back to the important conversation focused on bringing REM de l'Est to reality, too.

This will hopefully open up discussion on the role of the rail network in the Greater Montréal, particularly regional rail, with its severely limited frequencies and span.
While REM, just like Métro, runs every few minutes, the regional rail lines run few services a day.
A better vision is needed.

'Instagrammability' does not do this marvel of engineering and art full justice: it is a refreshingly pleasant space to be in, and one that is so easy to traverse.
A lot of extremely clever design thinking went into making these stations superior in user experience to any other railway in Australia.

'Inner city core' should be quite fine, unless there's a specific geographic reference for the area in question, which some cities have.

Oh it's a pity I can't fly in for this one!
So close!

Naturally, they could afford state-of-the art shit without asking anyone or dealing with government procurement.

Stadler placed a bet on this as their best chance to get into the 1520 market, as their core product could have taken the niche Russia couldn't, and built a factory near Minsk, Belarus.

The double-decker EMUs became possible in Russia due to Aeroexpress being a for-profit private operator at the time.

Thanks to Moscow's notorious congestion and lack of shortage of affluent clientele in all of its airports, these trains were just as expensive as they were ridiculously successful.

I don't have great insights into it but the last time I checked it was a combination of factors, including what the industry is best designed to delivering, especially the structural and shell, and what the client (which is basically one client nationwide) wants to buy and deal with.

They have figured out the double-decker 4-axle conventional cars, though, and those are getting better with each new generation, including both sleeper and seater versions.
But that's a different thing.

EMUs and DMUs.
Russian manufacturers can neither deliver the double-deckers, nor the low-floor trains.

Okay, there's another one:
3. Azerbaijan has been gradually electrifying its railway network at 25kV AC, except for the immediate surroundings of Baku where these trains operate, because they run on 3kV DC power.

no but really
it was January yesterday

Essentially, it allows two different railway lines get to the innermost city and interline there without the need for a dead-end terminus, which is operationally brilliant.

Melbourne's City Loop is much more complicated, and unnecessarily so.

The reality is that Museum and St.James stations are both a couple blocks away from Town Hall station, so it isn't that much useful for coverage, after all.
What makes it incredibly useful is Circular Quay station which is the primary boat terminal and a key inner city area other trains don't go to.

These are, of course, mere inconveniences compared to what people suffering from murderous evil are experiencing in many places around the world.
But these mere inconveniences can grow in more evil, as we know from history, and I don't think that's what the world needs today.