But similar reasoning is why Canadian trams are worse than other countries, and it's not "good experienced engineering". In this nearly hour long rant by NotJustBikes[1] the section I've linked is about the technology and how the transit authority will not move on from 100 year old track technology which makes everything worse for customers. There are junctions where tram drivers have to stop and look at the track to make sure the junction is correctly set because the single-point switching is less reliable than modern designs. Or the driver has to stop the tram and get out to use a stick to move the track and change the junction because they aren't electrified. And then pass through junctions as slowly as 10km/h because the old track design has higher risk of derailment than modern designs.

The designs for the electrified track switches were made by one company which was sold, re-sold, and then burned down and the designs lost, and there isn't anywhere else to buy them because nowhere else uses such old track design anymore, so not only is Toronto struggling to buy parts to continue electrifying the manual junctions, it's struggling to custom-make enough replacement parts to keep the aging electric switches working faster than they fail.

And they were using trolley poles to connect to the overhead power lines instead of Pantographs until 2017, 50-100 years after everywhere else, which meant a) they couldn't get enough power through them to run air conditioning, and b) they are more likely to fall off the power line and the tram stops and the driver has to get out and reconnect them, and c) their newer trams now have to have custom dual-power connections to go through older parts of the network, and d) the carbon shoes on the trolley poles wear out quicker which means the trams are dirtier and taken out of service for maintenance more often in the wet which is when people want to use trams more.

[1] https://youtu.be/HhQxNHrD6fA?t=2311