Either Garment District or Fashion District would only speak to the historical uses of the area. But would be confusing for people looking to buy garments or fashion. The Chinatown name, while on the border will add prominence to the Chinatown area and likely instill efforts to further protect...

Maybe this also has to do with expanded policing for the airport?

Its actually until Queen! Per the last Cycling update, it is supposed to include poured in place concrete barriers for the cycle track.

The subway never had vehicle locations, and uses a different API than the bus/streetcar, which is GTFS-RT/NextBus. The API endpoint is here: ntas.ttc.ca/api/ntas/get-next-train-time/16323 (where the last 5 digits is the stop code). You can see from the Line 1 API output that it only shows the...

Oh this is definitely a factor, when schedules are excessively padded it definitely creates more operator variance than if they were more aggressively scheduled.

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.