Excellent pics, and I'm about to cycle down there now to look around while it's still relatively deserted, but immediately, this concerns me:So from my vantage point, I would say there is good but far from absolute compliance with the new rules.[...]
I was led to believe from the renderings that the *whole loading/unloading area* for streetcars was to be hatched at the least, perhaps even barriers erected to delineate and protect the space, not to mention impatient cyclists (there's still a good number who do this) now having even less space to pass illegally while the streetcar is stopped, and passing even closer to the streetcar to do it in a blind spot for disembarking passengers to see.
Is this just one instance of how this is being done, and different stops are done more comprehensively as per dedicated and protected space?
This illustrates the implied flow for cyclists:
Got to get a closer look at this shortly, it rings alarm bells for pedestrian and TTC passenger safety. It seems to me that a better way would be for the access ramp to extend entirely to the stopped streetcar, blocking vehicular passage for all except the outside lane (where the tracks are), thus forcing them to stop when the streetcar does, and encouraging faster ingress/egress of passengers.
Got to see this first-hand before commenting further...
Another question: Does anyone know if using the opposing lane to pass a stopped streetcar is legal? This brings into question the single solid white/yellow line v double solid white/yellow line debate. It's an important point, because sure as hell some impatient motorist is going to try this, and it turns to grief. The actual meaning of a solid white/yellow line remains ambiguous under even the HTA. (careful when answering that, as it has huge implications for cyclists and cycle lanes, let alone motorists crossing them to turn, as discussed in the HTA but not comprehensively).