Recent content by adys123

The underground speed restrictions of 60 km/h (until March) probably have something to do with that.

Just to add to this, the "absolute priority" TSP that people refer to is more accurately known as signal pre-emption (see also transit and emergency vehicle pre-emption).

One thing I'll note (in addition to @untitled space craft) about my observations at Spadina and Dundas, it appears that only SB streetcars can trigger a phase rotation (for now) and it is triggered everytime, even when they are bunched. From my crude timing, it appears that there were no...

The provisions for overbuild were built into the structural components on the station. It would be inaccurate to claim that there were "no provisions" for TOD, when the station is designed to support additional load (no matter if you disagree with the way it was implemented).

That's how the signal on Bathurst and Adelaide work on the north leg. The streetcar can extend the signal until the queue is cleared (up to a maximum)

And to add on, stops were added on the surface segment of Line 5 to avoid a parallel bus service - but later, it was found that people still wanted a parallel bus service, so that has been reinstated. What you're left with is the LRT that has far too many stops to be rapid transit, and...

In addition to what @crs1026 said, a conceptual design business case is not considered an engineering document, and thus does not require it to be sealed.

Yes, the design is able to cross the rail corridor without a rebuild.

And there is definitely the attitude on Ontario Line that they have to get the elevated segment right, to ensure that it remains palatable in the future.

Some of these things like the environmental assessment and substantial design work has already been complete. Changing the mode would mean spending the time and money to redo those aspects of it.

The line would have economies of scale by default, as it will use existing rolling stock and maintenance and storage facilities. It will also provide additional network resiliency.

Well, lucky for you (and maybe all of us), the TTC will not be involved in operating the Ontario Line for the first 30 years.

This is where I'd jump on my 24-hour clock soapbox :p - way easier to see at first glance. Also, we definitely need to get rid of the exceptions that land on the 30-minutes of every hour. Too much text

Another situation that demonstrates the superiority of the 24 hour clock, at least for transit. There are so many different messages on this.

Because the white bar transit signal allows for absolutely all-direction movement for transit vehicles, it cannot be used on King Street as is - because you cannot have any conflicting movements for the transit vehicles either.