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The streetcar fleet doesn't have auto self-levelling like the LRVs on Line 5 and 6 do. So consistent boarding height is not assumed.

I know Queen-Spadina isn't quite Chinatown, but I like that it gives the area significance and hopefully will instill preservation in that neighbourhood as well.

Something to consider, that this streetcar extension will help will position the network for additional redundancy with second phase extensions along Broadview and Commissioners to Leslie Barns.

The interface shows the current speed limitation with a different colour between the current limit and the maximum limit of the segment. And it adjusts based on the position, the area that it goes down to 35 km/h shows that the "infrastructure" limit for that area is 55km/h. Understandably, it...

Based on the views of the driver's interface, it appears that an increase in the speed to 80 km/h in the tunnels from 60 km/h will also increase the part where trains slow down when approaching stations from 35 km/h to 55 km/h. So that can save some additional time as well.

The plan as currently envisioned would see separate services on Waterfront West and East with services terminating at Union Station. While a through running service is not precluded, ridership is geared towards Union Station.

It does still see enforcement, I wouldn't say "regular" but there were many times I'd observe TPS pulling over vehicles. Automated enforcement would make this much less of a problem...

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...