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Raised crosswalks are different than raised crosswalks with continuous sidewalks. There is a small nuance there.

Glad to hear your point of view articulated. It absolutely is a communication issue as well, most engineering problems are. I find that a lot of people are not really willing to hear the nuances in the technical details, specifically for transit and traffic with everyone having their own...

We can acknowledge that there are few alternatives available in terms of transportation, while still accepting that latent demand is a concept that is very much real with both academic and experiential data to support it. I'm very curious to understanding your general denial of the concept...

I guess that's why most of the places that do have coverings extend it over the track as well.

I've always been curious about the rational for platform canopies that don't cover the edge of the platform. Does anyone know what the rationale they are using for that is?

Additionally, there is also flexibility (when it comes to fleet replacement) to acquire longer vehicles, that will allow for the space between trains and extra cabs to be eliminated.

The Ontario Line unfortunately has been marketed poorly. The technology that is used on the Ontario Line is considered full metro and is used in many places internationally as full metro (and is in fact wider than most international systems). It's just that in Toronto, the trains can be...

Especially since, contraflow transit lanes or cycle lanes can serve to actually prioritize access by those sustainable modes. And sidewalks are always bidirectional

Yes, the one at the NE corner provides access to both Line 1 and OL.

The crossovers at the MSF site on the mainline are able to facilitate diversionary movements in case of disruption.

One of the biggest factors of the King Street Pilot is to prevent people from driving straight through intersections (or turning left) and if there's a red light, and you drive into the intersection, you have run a red light. The light doesn't have to change for it to mean that you've run the light.

The official response is actually concerns from the accessibility community. I would personally argue that faster closer would actually be more accessible because it's more predictable what will happen once the chime sounds with minimal delay.

I would expect this to be solved with the universal deployment of plate reading technology that seems to be in progress, given that HOT permits are issued and not instant.

That's likely the piece of the puzzle that will make this approach semi-work. Once the red light cameras are active, a couple of weeks will likely be all it takes to change behaviour. Although, the new set up is still confusing for people, compliance will come with enforcement.

You'd be surprised...

I think this is less of a commentary on maintenance and cleaning practices and more on the prevalence of passenger based rail transit. Where it serves a much larger population, with greater turnover at lower cost.

Access to Line 1 will still be possible through the Four Seasons Centre.

Most professionals in the municipality are paid annual salaries.

I'm not sure where you're getting that information, but it is definitely not universal. Hours are scoped in the workplan for public consultations at base rate even the ones held in evenings.

This strict modal thinking really needs to stop. Transit should function as a network, detailed calculations are done to determine if additional stops should be added and balanced against the people inconvenienced. In transit, there is no such thing as cannibalizing ridership, it only means that...