KW LRT update 5 November 2016.
Signals
Along the dedicated ROW segments, signals are used to separate trains from each other. They are not used to alternate priority with conflicting traffic. At level crossings, there is no traffic signal for LRVs, only a white beacon to confirm that the crossing lights are working properly. In other words, there is no provision for anything less than 100% priority.
This block signal, southbound at University of Waterloo station, is demonstrating that the signals follow railway signal convention (red on bottom, green on top) rather than the road signal convention (green on bottom, red on top).
It is also demonstrating that this segment of line is fully operational, but tests can't begin until there are vehicles to run them with.
The on-street ROW segment uses a similar aspect order, with a vertical white bar on top and a horizontal red(?) bar on the bottom. This is the order specified by
Highway Traffic Act Regulation 626, which dictates the order of signal aspects. However, regulation 626 also dictates that signals have "one circular amber and one circular red indication"
HTA 626 1(1). This signal has a non-circular red and doesn't have any amber circular or otherwise.
This system is far better than the one required in Ontario, because it's almost impossible to confuse with an ordinary traffic signal.
The identical-looking signals used on the LRT in Houston (and probably some other American systems) use the sequence:
Solid White Bar: "green"
Flashing White Bar: "yellow"
Solid Red Bar: "red"
Flashing Red Bar: no equivalent on NA road signals, "red + yellow" on UK/DE signals; light is about to turn "green"
Also slightly astray from the Ontario guidelines on traffic signals is the placement of signals at intersections. The LRT signals are duplicated, as required, but one of them is located on the near side. However the HTA requires two sets of every signal on the far side, except pedestrian and bicycle signals. But yet again, the configuration installed here is actually better than the one required by provincial guidelines since it provides some signal spread rather than having two signals right next to each other as you'd find in Toronto.
King & Central Fresh Market northbound. Note that the pole on the far side carries traffic signals, overhead wires and streetlights. This is in contrast to certain recent streetcar projects in Toronto where the transit company, hydro company and traffic department each put up their own separate poles.
This particular intersection has fully-protected left turn signals (southbound; No U-turn northbound), allowing transit vehicles to operate in parallel with other motor traffic, similarly to St. Clair, Spadina and the Queensway in Toronto. But at most other intersections, there are no dedicated turn signals, which means that transit vehicles travelling straight still need a completely separate signal phase. The only signal in Toronto that still operates that way is Queens Quay & Dan Leckie.
Construction Status
Starting from downtown Kitchener and heading north to Waterloo.
King & Francis northbound - Downtown Kitchener
King & Victoria westbound. Note that the LRT crossing is not included in the signalized pedestrian crossing, similar to how the bike path crossing is not included in the signalized pedestrian crossings on Queens Quay. The difference is that here there is a clear indication to pedestrians that they need to check before crossing to the pedestrian button.
King-Victoria Transit Hub northbound (future GO/VIA/GRT/Greyhound/Megabus station), with a slightly premature reserved lane sign
Closeup of the reserved lane sign
King & Wellington northbound
King & Agnes northbound
King & Willis Way northbound - Uptown Waterloo
King & Willis Way southbound - Uptown Waterloo
University of Waterloo Station southbound. Note the two loop detectors on tracks at the platform.