Recent content by adys123

Yes, it's much better for pedestrian distribution and flow, and adds significant capacity. Also helps with fires and smoke.

That's not the story I heard from folks in early design team meetings, but I sense it may have been one of those things that came around and went around. Do you know if anyone is working on resolving it?

Conditional and unconditional TSP describe separate things (the way it's activated), and not the techniques that it would operate under. For example, you can absolutely have conditional phase rotation.

The implementation they have been testing on Spadina (which is likely the same as on Eglinton) is phase rotation - if it detects an LRV, it rotates the left turn phase to be lagging, but normally operates in the leading phase. This is not lagging or leading left exclusively.

Yes that makes sense, as I've personally witness phase rotation at Dundas and College. So I wouldn't imagine that this installation at King would be different.

They've been active with the streetcars for a few weeks now - so it's been getting good use.

I'm thinking it would be great at getting people out of the City, as it would have a direct interface with the King Streetcar. I know it would be useful for me to get to Brampton that way without further detours.

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.