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Yes, the design is able to cross the rail corridor without a rebuild.

And there is definitely the attitude on Ontario Line that they have to get the elevated segment right, to ensure that it remains palatable in the future.

Some of these things like the environmental assessment and substantial design work has already been complete. Changing the mode would mean spending the time and money to redo those aspects of it.

The line would have economies of scale by default, as it will use existing rolling stock and maintenance and storage facilities. It will also provide additional network resiliency.

Well, lucky for you (and maybe all of us), the TTC will not be involved in operating the Ontario Line for the first 30 years.

This is where I'd jump on my 24-hour clock soapbox :p - way easier to see at first glance. Also, we definitely need to get rid of the exceptions that land on the 30-minutes of every hour. Too much text

Another situation that demonstrates the superiority of the 24 hour clock, at least for transit. There are so many different messages on this.

Because the white bar transit signal allows for absolutely all-direction movement for transit vehicles, it cannot be used on King Street as is - because you cannot have any conflicting movements for the transit vehicles either.

I'm not sure I agree with your assessment here, as it seems like the Mayor is trying to engage with her constituents.

Would "any other prescribed purpose" not apply directly to removing lanes for anything? It does seem rather clear in that way.

It looks like he's coming after transit lanes as well... https://www.ola.org/en/legislative-business/bills/parliament-44/session-1/bill-60 Prohibition re reduction of lanes 195.3 (1) Except as permitted by the regulations, a municipality shall not, by by-law or otherwise, reduce or permit a...

That's correct, for both the situation at Osgoode and Pape. Pape transfers will also happen at a concourse/mezzanine level.

I don't think total elimination would be the product of a more nodal focuses rapid transit network, as there are still benefits to having a street level transit system to serve other needs - including local access. Making surface routes more consistent and reliable would still be the goal...

This was actually a change that was made a couple months back!

The signals have been timed based on the length of the trains. Amber signals when viewed by a driver or operator have a certain point of no return, such that if you see the signal at that physical point - you will be able to proceed and clear the intersection. The transit signals turn yellow...

Exhibition has always been one of the signature stations of the project, with a separate team dedicated to it in the beginning. So, it is likely to remain as is.

Thanks for this, so you are in fact saying that Lower-Queen does have a role in the future as part of OL and Line 1 transfers.

IIRC correctly the Queen-Yonge streetcar station excavation will be used as part of the concourse/mezzanine.

Any news on the Bestco at Peter and Adelaide?

The case that you refer to in transit is true, but unlike driving, it supports climate goals, compact and livable cities, and more vibrancy in urban spaces. Transit induces positive externalities, whereas driving induces negative externalities. So the same argument cannot be applied to both...