The flights records and the mesh-floor sampler kept identical copies of the equirectangular distance; both now import src/data/approxDistance.js. The changelog entry moves to changelog.d (#787), and CURRENT-STATE notes the antimeridian behaviour.
- i18n scanner: lastError sink, no false sinks on defaults and ternaries
- shared src/i18n/marker.js for modules that only mark strings
- wind field messages move to wind/fields.js; CITY_POIS imports from cityPois.js
- drop review IDs, change history and stale references from comments and docs
Co-Authored-By: Claude Opus 5.5 <[email protected]>
- Status pieces translate in one place (src/ui/statusText.js): a Local
ADS-B error with a single piece now translates, and the analyst card
splits empty-layer notes into pieces (Transit, Local ADS-B).
- Translate the ALPR retry chip text, the ECCC error on the Air quality
card, "Upstream response too large" and the "entry {n}" feed label.
- The unmarked-text check also sees error/loadingLabel/statusMessage/
status assignments, `status:` properties and showToast?.( /
this._showToast( calls; the scene import preview marks its pack
statuses, data and model-facing text carry i18n-ignore with a reason.
- Tests check the real code: the HUD locality formatter moves to
src/hudLocalityFormat.js, the unsaved-keys test pins the teardown.
- One copy each: city names come from src/cityPois.js, the GNSS HTTP
template and wind "field unavailable" texts; dead fallbacks removed.
- Leftovers of the reverted vessel-label change and the reformatting of
detectionHost.test.mjs / keySetup.test.mjs are back to main.
Catalogs: es/ru 2617 messages each, complete.
Co-Authored-By: Claude Opus 5.5 <[email protected]>
The vessels layer hid the detection callout for every vessel whose card
it published to the world overlay. The overlay paints only part of the
published cards (shared budget, collisions, UI chrome), so vessels whose
card was dropped lost all their text: with 60 vessels and Detection on,
21 showed only an arrow. Back to main's behaviour: the callout always
draws. Hiding it only under a painted card is HAL-628.
The translated speed unit in the callout stays.
Co-Authored-By: Claude Opus 5.5 <[email protected]>
The flights ground-floor pipeline subtracted longitudes without wrapping.
approxDistanceKm, and its copy in the mesh-floor sampler, measured two
points 0.2° apart either side of 180° (21 km at Fiji) as about 38,000 km,
so low and grounded aircraft just across the line from the viewer were
never floored or mesh-sampled. corridorFloorCells walked a segment across
180° the long way round, filling its cell budget with ground behind the
contact and never requesting the cells it was about to cross, and
stickyFloorCell dropped its hysteresis for a contact on the seam. Each now
takes the short way round, and corridor points are normalised back into
[-180, 180].
SEARCH NEARBY SITES centred its Google Places search on the mean of west
and east, which for a view across 180° (west > east) is longitude 0, and
sized the radius from the view's height alone. It now measures the view's
width through 180° and searches its real centre.
Conflicts:
- CCTV HUD: main's datasheet FOV, capability range and spec summary,
with their labels translated; specFovCapabilityToken takes a format
so the HUD can pass a translated one. Datasheet resolution labels are
camera data (i18n-ignore).
- Transit: main's route labels and operator mode words, with the
generic words still translated; an operator's own word stays a name.
Catalogs: es/ru 2566 messages each, complete.
Co-Authored-By: Claude Opus 5.5 <[email protected]>
- Bicing (543 stations, PBSC) and AMBici (237 e-bike stations across the
metropolitan area, nextbike) join the GBFS registry from the operators'
keyless GBFS 2.3 feeds, both listed in MobilityData's systems catalogue.
- gbfs.nextbike.net joins the proxy allowlist as an exact host.
- Credits, DATA_SOURCES, CURRENT-STATE and CHANGELOG updated; a test pins
each system's proxy reachability and the range check for its outermost
stations.
Co-Authored-By: Claude Opus 5.5 <[email protected]>
Replacement buses on 5xx streetcar routes were drawn as streetcars, and
Flexity streetcars reporting no route were drawn as buses. A feed can now
supply vehicleMode(id); TTC maps 4400-4699 to streetcars and every other
fleet number to buses, falling back to the route otherwise.
The seven feeds publish no licence, operator or attribution fields, so DATA_SOURCES records that and credits the operator. Adds a registry test per city: allowed host and path, provider, and activation over its outermost live station.
Number() reads null, blank strings and booleans as 0 (or 1), and
/api/cctv/sources sends an unknown number as JSON null. A source-pack
camera that left out its pose therefore reached the browser as zeros
clamped to each field's floor (north, pitch -2, FOV 20, range 120 m,
mount 6 m, ground 0 m) instead of taking the defaults, and a null or
blank position put the camera at 0,0.
toFiniteNumber (server) and safeNumber (browser) now return the fallback
for absent, blank and boolean values, as validateBox already does for
Recent Imagery. The same conversion fixes the per-pack paths: a Tallinn
row with a null heading no longer reads as a high-confidence north-facing
camera, a Caltrans camera with a blank elevation keeps its 150 m ground
prior, and TfL or Catalonia cameras with a null or blank coordinate are
dropped instead of kept at 0,0 or on the zero meridian.
Not one of HSR's 80 route ids equals the number on the bus. Hamilton was
registered without a routeLabel, so every vehicle in the city read as
"Route 5783" where a rider would say 5 DELAWARE — 228 of them in an
afternoon sample. The mechanism to fix it already existed and simply was
never pointed at this feed.
Two details the table cannot skip:
Hamilton runs two generations of route id at once. `5688` and `5780` are
both the 2 BARTON, and both arrive in the live feed, so both are listed.
That is why 80 ids collapse to 46 distinct routes.
The seasonal and event shuttles publish a name where the local routes
publish a number — TC230, PEACH, ROCKTON. Those are already what a rider
would say, so they survive as published rather than being forced into a
number they do not have. Numbers are unpadded to match the rest of the
registry: routes.txt says `02`, a rider says 2.
Ids and names are from the City's own published GTFS routes.txt, which
sits under the same open-data licence as the realtime feed. Checked
against the live feed: all 30 route ids in service translate, none fall
through.
YRT encodes a branch as a two-digit suffix on the base route id. The Viva
table already depended on that scheme — `60102` is Viva Blue's B branch —
but local routes were passed through whole, on the reasoning that a YRT
route id is already the number on the bus. For a plain route it is. For a
branch it is not: a rider watching route 83's B-branch bus saw "8301".
A 15:41 EDT sample of the live feed found four branch ids in service.
Three are published in York Region's GTFS `routes.txt` and are named here
from it, unpadded to match the local routes beside them (the file says
`083A`; the registry has always preferred `105` to `005`):
10702 -> 107B KEELE
8301 -> 83A TRENCH
9002 -> 90B LESLIE
The fourth, `9101`, runs in the realtime feed but appears nowhere in
`routes.txt`. The pattern all but spells "91A" and that is precisely why
it is absent: the registry translates published names, it does not infer
them. It stays opaque until York Region publishes it.
Renamed YRT_VIVA_ROUTE_NAMES to YRT_ROUTE_NAMES, since the table is no
longer only about Viva.
Burlington's route ids are internal keys with a trap in them: `351` is
route 1 while `3510` is route 10, so no prefix trim is correct and the
table is a real join against the City's own published GTFS. Its licence is
the same 2011 municipal template as Mississauga — revocable, and the terms
must travel with the data, so licenseUrl is the terms document itself.
Plain http:// has no listener at all, so https is mandatory, not preferred.
Barrie and YRT ship on. Both operators invite acceptance of their licence
through a form, and both licences also state that use is itself acceptance
("By using Barrie Transit Data, you agree to be bound by these terms";
"Your Use of Information indicates Your acceptance"). This deployment
relies on that clause, and both entries record it so the reasoning does not
have to be re-derived.
Nine Ontario feeds now, all verified live against their upstreams.
York Region's feed is first-party infrastructure under an open licence that
permits commercial use and does not even require attribution. It is the one
feed that fills the gap north of Toronto, and it is switched off anyway.
The operator asks that its licence be accepted through a form collecting a
name, company, phone and email. No credential is issued and nothing gates
the endpoint — the licence body says use is itself acceptance — but a form
asking for contact details is close enough to the registration this registry
refuses that a person should decide it, not a poller. Barrie is off for the
same reason. Both are one line from on.
Viva route ids get labels: YRT publishes `601` where every station sign says
Viva Blue. The numeric local routes already read correctly and carry no
entry, so the table is six lines, not 125.
No vehicle in this feed carries a bearing; heading comes from observed
movement, as with Durham.
Guelph's feed publishes the internal database key of a route (`2991`)
where the rider sees the number on the bus (`1`), which would have put
"Route 2991" on the label a person reads. So a feed may now carry its own
`routeLabel`, the same way it may carry its own `modeWords`. Guelph's table
is its 33 routes, taken from the City's own published GTFS; an id missing
from it renders unchanged, because a raw id you can compare against the bus
beats a blank. Every other feed is identity and carries no table.
Kingston is catalogued by the City against this exact URL. Its licence PDF
link is pinned to the canonical location rather than the legacy path that
currently redirects there — Durham's entry records what happens when such a
redirect is eventually dropped.
Barrie ships REGISTERED AND OFF. The City offers its licence for acceptance
behind a click-through gate, and nobody on this project has accepted it.
Whether to accept is a person's decision, not an assumption a poller should
make, so the feed is visible, documented, and one line from enabled.
Three keyless GTFS-Realtime feeds around Toronto, each verified live: all
vehicles carry real coordinates, and each is polled only near its own
region rather than across the Golden Horseshoe.
The licences differ in ways the registry now records rather than flattens:
Hamilton PRESCRIBES its attribution wording, so the credit is that exact
sentence; Durham makes credit optional and its catalogued licence PDF is
dead after a site relaunch, so licenseUrl points at the live page where the
v.1.0 text was actually read; Mississauga's licence is revocable and asks
that the terms travel with the data, so licenseUrl is the terms themselves.
All three are bus-only and set no route hint, so their modes default rather
than resolve. Durham publishes no bearing on any vehicle — heading comes
from observed movement, as with any feed that omits it.
GO Transit / Metrolinx stays out: its feed requires an API key.
A Toronto 501 and a Helsinki 1010 are both the `tram` mode. Only one of
them is called a tram by the people who ride it, and the detection label
is documented as "what a person standing at the stop would call it".
So the mode stays shared — same silhouette, same speed limits — and a
registry entry may carry `modeWords` naming the modes it runs. Everything
without an override falls through to the shared table, so this renames one
word for one operator and nothing else.
Threading the feed to the detection metric needed a resolver in queries.js,
since the cached-contact path has only the entry. It answers from live feeds
first, so a feed disabled mid-session stops supplying vocabulary.
TTC BusTime publishes keyless GTFS-Realtime VehiclePositions with real
coordinates for the surface network: ~1,180 buses and streetcars with
bearing and per-vehicle timestamps. Registering it is one registry row.
The subway is deliberately absent. BusTime covers surface vehicles only
and the subway publishes no positions, so Lines 1/2/4 are left out rather
than inferred from schedules — the same rule that keeps NYCT out.
Route numbers establish the mode: the three-digit 500-series is streetcar,
as are the four Blue Night routes on streetcar trackage. A leading 5 alone
would misclassify bus routes 50-59, so the rule is anchored and tested.
Licensing is the portal-wide Open Government Licence - Toronto; the CKAN
record for the BusTime NVAS dataset leaves its own licence field blank,
and the terms note says so rather than overstating the grant.
Refs #70
Maintainer follow-up for #741, no runtime change.
- CURRENT-STATE: advisory issue and position times up to and including
90 minutes ahead of the server clock are accepted because NHC can release
advisories before their nominal time; 90 minutes is the app's tolerance,
not an NHC limit. Later, non-canonical and over-12-hour-old times still
reject the snapshot.
- Tests: pin exact 90-minute acceptance and +1 ms rejection, and exact
12-hour acceptance and +1 ms rejection, for issuance and lastUpdate
independently; the early-publication test now asserts
invalid_cyclone_data.
Co-Authored-By: Claude Opus 5.5 <[email protected]>
Resolve the CHANGELOG.md conflict by keeping both sides: this PR's cyclone
entry stays above main's newer entries; no text changed.
Co-Authored-By: Claude Opus 5.5 <[email protected]>
Sameh Khamis