Cal’s comment: I think hook turns could be useful in Toronto, but that requires a very good educational program for the public. One partial drawback is that it works best where left-turners per cycle are limited in number, since the queue space is limited to the width of the cross road, making it likely only enough space for two cars to wait to turn left without interfering with straight-through traffic or right-turners.

Had to make mental note that for us, their “right” means our “left” and their “left” means our “right”.

One difference right of the top is: stop at the rearmost of a tram, while for us it is two metres behind the rear doors of a streetcar where passengers are getting off or on.

They use red arrows instead of a full red lights for the U-turn signals. Much more logical use.

Cal’s comment: I forgot to point out the left/right swap as it comes naturally to me with Melbourne!

The two-metre rule is accurately paraphrased above (see section 166 of the Highway Traffic Act for actual wording), but I strongly suspect that once the new LRVs arrive and all-door loading will be used, the effect of the law will mean that one will have to stop at the rearmost of the LRV except where there is a platform in the street. Having said that, I really think it would be wise to update the HTA, as the current wording leaves too much to interpretation regarding what constitutes “until the passengers have got on or got safely to the side of the street.” Make it “while doors are open” or “while lights are flashing” (notice that in Melbourne the lights flash when the doors open at a stop), and there is little room for interpretation.

Cal’s comment: I have had some problems with my hosting provider. It started with the IP address getting on email blacklists, likely due to some virus on the shared hosting system. Their solution was to move me to another host and have the IP address changed, but shortly after this I found some redirection files had infected the system, thanks to an email from a regular visitor. I got that cleaned up, but it required some time for the good status to propagate around the internet.

Cal’s comment: What is the total width of the bike lanes and will they be together? If they are together, it is likely that the full width will easily fit an emergency vehicle. Unfortunately, the powers that be in this city have some sort of great fear of bicycle head-on collisions on roads and like to segregate opposite direction bike lanes from each other. Look at Jarvis as an example: why are they not simply turning the centre lane into a two-way space for bicycles? It would not only be less expensive, but also better for all if bikes don’t have to contend with curb lane issues.

In Europe, transit officials are trying to reduce the cost of LRT, while in north America, the opposite is happening and I am very worried for the outcome.

In Vancouver, TransLink will just love those very expensive LRT cost numbers to justify metro, as they have done in the past. I do think someone should investigate why cement encased track costs so much.

Our group has been working very closely with an English consultant for our “Return of the Interurban” plans and he has been very forthcoming on LRT construction costs in Europe and North America.

Cal’s comment: There is more to LRT construction than just laying tracks and stringing up overhead. Utility relocation, roadbed preparation (e.g.: the SELRT will widen the width of the roadway by about two lanes - this land is part of the ROW of the street, but needs to be prepared to handle traffic), and electrical substation construction are just a few of the things that must be part of the per kilometre cost of the lines. The figures I use also include vehicles, but do not include maintenance and storage facilities.

I agree that there has been a tendency in North America to over-engineer LRT projects, and this is a concern for me as well.