Here’s a close up at the same scale for Edmonton’s terminal, parking, etc vs Billy Bishop’s current terminal. To fit 10 million passengers, Billy Bishop may well need a terminal as big (or bigger) than what Edmonton uses to service 8.1 million passenger - presumably, this means more lake-filling.

This doesn’t seem like an adequate drop off area for an airport serving 10 million passengers? Lol The contrast with Ottawa’s pick up / drop off area is wild.

Looking at the size of the terminals, aprons, & taxiway areas for these other airports - all handling fewer pax than then 10 million planned for Billy Bishop - it’s hard to see how you would be able to fit so many more pax without filling in more of the harbour to expand the terminal & add gates, eg

Edmonton airport had 8.1 million passengers in 2025, but is vastly larger than Billy Bishop. Here are the two airports at the same scale but showing only one of Edmonton’s two long runways

Or look at Winnipeg airport - again at the same scale as Billy Bishop - which handled 4.4 million passengers in 2025, compared to the 10 million planned for Billy Bishop.

Likewise, Halifax airport - with 4.1 million passengers in 2025 - has a much larger footprint than Billy Bishop.

Or look at Buffalo airport - which had 5.1 million passengers in 2025 - at the same scale. The terminal is much larger than Billy Bishop’s current terminal.

Just compare the size of the terminal at Ottawa airport, which handled 4.9 million passengers in 2025. Does Billy Bishop - shown at the same scale - look like it could handle 10 million passenger within the existing terminal footprint?

This suggests farside stops absent effective transit signal priority continue to result in delays of 30-40+ seconds per stop Charts showing travel times on the same stretch in Mar 2026 & Oct 2025 show little has changed Hopefully TSP upgrades fix this and equalize or reverse this time penalty

New data from June is now out to test whether near or farside stops are faster for 510 streetcar riders N/B route on lower Spadina (with 3x farside stops) is still slower than S/B (with 3x nearside stops) by 2+ minutes This suggests Transit Signal Priority is not activated yet (or not working)

Thinking about this further, I think that tripping hazard issue is manageable. We already do something similar to manage bus rider / cyclist conflict in bike lanes. Raised edge seemingly not an issue. No reason not to at least try the same approach to remind drivers to stop for streetcar riders.

I agree with transit signal priority efforts but that’s quite a different situation as Spadina involves a dedicated right of way as well as island platforms. We need to figure out a fix for tider safety on the rest of the system, including along Bathurst as identified in the original article.

The other side of the equation is how much time would be taken up with the movement right. Measurements at Queen and Woodbine - where there is a similar track config- could give us a real world answer to this question so we can compare that added delay against time saving from no wait for left turns

It would be good to explore what options 2 and 5 could look like. I’m not married to any particular idea, it’s just disturbing that there’s so many near misses with cars going by streetcar open doors. Something like this raised and differentiated curb lane at a tram stop in Vienna could work too

There would be some loss of road space if you have a brief bump out or barrier to allow the tram to move right, and some space needed to accommodate that move, but if you presume the tram is slowing for a stop anyway, that track shift could take place in as little as 25 m, as per the Exhibition stop

Based on the distance needed to move over one lane on Carleton this might take ~135m or so, of which ~15-20m would be in an intersection, therefore not really lost More to the point where one entire lane is being reserved for transit anyway, there’s not really a loss to use the curb lane for stops

This stretch of bathurst appears to be one of the worst for unsafe door open passing, and this prevents that Protected bump outs would be cheaper and easier, but they might be politically a harder sell as they reduce perceived auto flow

I think you could manage the lane change with a cafe TO style chicago barrier bump out, beyond which only streetcars are permitted in the curb lane for a stretch including a platform, then have the streetcar merge left again at the intersection on a transit only cycle. Eg at bathurst & harbord

Here’s a mock up of what I mean. Basically the idea would be to increase the safety of stops, reduce left turn conflicts, and to make it more politically palatable by allowing for passing by auto on the left. Could be useful for streets like Bathurst or Queen.

This is basically how roncesvalles is configured, as an aside

Another day, another serious collision on Bathurst Street

Imagine having the gall to discuss road safety while literally attending a city council meeting taking a video call from your car. Hands-free calls (and videocalls while at work as a public official!) are still distracted driving and this should not be permitted

People have figured out how to use sand to capture the sun’s energy and how to use salt to store it. Truly an age of miracles and wonder.

That’s great news - hopefully all the homebuilding starts to push rents back down to reasonable levels and not whatever this is (from @jensvb.bsky.social )

Here are images of both poles just north of Avenal, on the west side of Bathurst St., after they were struck by drivers- this time, horribly, along with people including a toddler! - only months apart.

New poll shows Quebecers strongly support high speed rail, PQ are out to lunch, you love to see it

We can do so much better. And more affordable elevators make livable large unit single stair apartment designs more accessible & attractive. Some relatives in Portugal have an elevator servicing four units in one single stair townhouse complex. It’s both very nice and easy to age in.

This Edmonton speeding study is consistent with data from Calgary showing per capita traffic fatalities have increased markedly since photo radar was restricted by the province in 2022 - Calgary went from being safer than Toronto to notably worse. Reckless speeding kills.

There are still dozens but many many fewer than the existing route. It it ought to have an expropriation value of <$100m so even if you spent ~ $10 million per crossing on ~90 level crossing you could get to 200 kph service quite cheaply with some track upgrades, say $2-3 billion total.

Given that nearly all subway and LRT stations are now accessible we should consider changing the stations dots back to basic circles with special marking only for the few stations that are not accessible. Would make the map easier to read I think.