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Those chimes are used by default on a lot of Bombardier train products. Like the Doppelstockwagen used on DB Regio services in Germany

It is not classified as such under the Highway Traffic Act and can't be classified as such under HTA because the technical design and intended use of the system and vehicles doesn't meet the technical definition of a streetcar. Light Rail itself meets the definition of a train because:

On-street sections using embedded track are speed restricted which reduce the regulated access control requirements. The ballasted track segments are less speed restricted and hence require stricter access control. The crossings previous to ION construction work were grandfathered under older...

Temporal separation of freight and passenger doesn't exempt any rail section that falls under the regulations from the requirements for access control, trespass mitigation and risk management

ION isn't classified as a streetcar.

Sections that are ballasted track require grade crossing signals at all points where pedestrians or vehicles cross the tracks. Before ION construction there was reduced risk of interaction between pedestrians and vehicles due to the twice a day trains. Because frequency of trains is now...

it's a Transport Canada requirement for the grade separated sections

The station is here on a map https://www.google.ca/maps/place/ION+Station:+Research+%26+Technology/@43.4815963,-80.5456587,19z/data=!3m1!4b1!4m5!3m4!1s0x882bf156149b12c9:0x1c84fd8725be6727!8m2!3d43.4815953!4d-80.5451115

Not necessarily true. Hespeler Rd. is the slowest segment of the 200 iXpress by far. Even with all the twists and turns in the route the main difference between the 200 iXpress and this route is that the ION won't have to stop for traffic lights or deal with congested lanes.

Metrolinx and Bombardier are not required to adhere to TTC interior guidelines which require normal seats to be a deep red and accessible seats to be blue. Since all the seats have blue in the fabric pattern, having an all blue seat could be a cause for confusion.

there are 2 modules per vehicle with double doors. they are labeled on the exterior with the accessibility symbol. when coupled in pairs that makes 4 accessible modules. when 3 are coupled together there will be 6 accessible modules.

Accessiblility seating is in the modules with double doors.

not true. There is definitely more than one in the building. they are just only using one for yard testing.

The Flexity Freedoms will be able to accelerate/decelerate much more akin to the subway through the below ground sections due to the fact that the stations have better pedestrian access control as they are setup more like subway stations than the surface stations are.

GEXR doesn't own the line from Kitchener to London. CN does, GEXR was only leasing it. CN has taken over freight operations on the Guelph Sub since November 2018

There's a huge difference between building a station box that will be below a roadway intersection and building a condo. The weight and forces are more predictable in a condo than for the station box. Even then, pouring 1 floor a week is entirely timed around concrete curing time.

There's a much simpler explanation. If they recently poured concrete for the wall forms, they can't do any work that could disturb the setting concrete and cause it to set improperly. It may take up to 3 weeks depending on the weather before the concrete is cured enough for work to resume.

This could be somewhat useful:

Once the the transit portion of the Transit Hub project is complete Charles Terminal will be completely decommissioned and likely demolished and replaced with a mixed use development of some sorts.

The pace of testing only appears to be glacial on the outside mostly because they really don't have any system integration testing left to do at this point. Most of the work is happening behind the scenes.