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I think he was suggesting that the controller would somehow be able to detect the switch position, then treat the white bar as either a thru-only signal, a left-only signal, or a right-only signal depending on the position. However, can signal controllers really do that? Here's another issue...

You answered your own question. White bars are used when the streetcar that is facing it has priority over the entire intersection. Meaning that you cannot show it when there are any other concurrent movements that would conflict with any streetcar movements. And if you decide to allow it just...

So until actual transit signals get allowed, your solution is that a white bar means thru only (no turns) at a few intersections along roads such as King Street, then turns only at practically every other intersection? Or are you proposing that we modify most of our dedicated transit signals to...

That doesn't prove that Toronto already "means whatever you need it to based on the specific intersection". This is just another white bar for turn priority, which is how they basically always use white bars.

Examples?? The whole point of reworking the HTA rules about this stuff is that dedicated transit signals don't need to have green lights, eliminating the possibility that motorists get them confused. How about this: you draw up some diagrams explanining what you would do instead.

As a matter of fact, that is exactly what is trying to be done. Do you really expect them to show a red light for the transit vehicles every time the ped phases come on? Because that's what's gonna happen if you only let streetcars proceed on a "priority" phase. Why don't you draw some diagrams...

Let's say for example you show a white bar for Eastbound traffic. Transit vehicles turning left would conflict with pedestrians on the North crosswalk, and transit vehicles turning right would conflict with pedestrians on the South crosswalk. It's therefore not possible to give those crosswalks...

I don't think more signs is what we need. Especially at places like King Street, where the signage clutter has already gone off the rails. And white bars do not currently mean turning vehicles yield. I don't think so. The only real solution is a major HTA overhall to change the meaning of the...

That still means that they can't be on for both directions at the same time, and they can't be on concurrently with pedestrian movements. So about the transit signals with a red light, a yellow light, a green light, and a white bar. Without changing the legal meaning of the white bar, what...

You do know that turn priority means that they don't also have to yield to pedestrian is cyclists, either, right? Or opposing streetcars going straight. Meaning that if you exclusively used a white bar, EB streetcars and WB streetcars would need their own completely exclusive phase, then...

(as stated above) A vertical white bar would imply that streetcars have turn priority as well, similarly to a green arrow. The OTM currently mandates that every signal has a circular red light and a circular yellow light. And not white transit indication besides the vertical bar is allowed.

There's one thing besides the obvious HTA/OTM issue that complicates this further: Right now, we can't really change any of the green thru arrows or green balls in transit signals to vertical white bars, because vertical white bars are currently used for turn priority. Places like Quebec...

Just to be clear, the Transportation association of Canada, which publishes the Canadian MUTCD does support diagonal white bars for turns, right? They're briefly mentioned in the Ontario Traffic Manual here, though it's still an HTA issue. Does the TAC also support white triangles and horizontal...

What do you think should represent turns?

Unfortunately, that's still a conflict with the HTA Regulation 626, for pretty much the same reason red arrows are. That law specifically requires circular red and yellow lights. https://www.ontario.ca/laws/regulation/900626 EDIT: while we're on the subject of transit signals, Quebec does...

On the subject of Mississauga, does anyone else think that their clearance times for bike signals are quite overprotective? For example, at Mavis and Eglinton, the bike signal turns yellow when the pedestrian signal reaches 17 seconds. For record, I know what they are doing. They're using the...

Ottawa does this at some intersections along the Rideau Canal (but the visors are still yellow): https://maps.app.goo.gl/JFM5raJxyYVKCRxQ9 I also found these signals that do the opposite: black backboards and yellow casings: https://maps.app.goo.gl/P6utKip1t2TJYS3g7...

Per Chapter 5.5 of the OTM Book 12 (Table 25), municipilities are actually allowed to mount the "secondary" (left-side) signal head at a height of just 2.75 metres, without backplates, if the speed limit is less than 60 km/h . Here's the link as proof. That same chapter does say that backplates...

Yeah, it's infuriating how many municipialities still seem to think that having two bicycle signals on the far side is still mandatory, despite the fact that the HTA already has an exception for bike signals (O. Reg. 408/15, s. 1 (2).). The wording of OTM Book 12 also only recommends having two...

Here's what we could be doing in terms of bicycle signals: Stop going so overkill on the "bicycle signal" signs. If the bike signals are not placed in a way such that motorists could get them confused for their own signals, the signs are unnecessary. Same thing if the bicycle signal and the...