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TTC: Other Items (catch all)

nfitz said:
For the first time I've ever seen, there aren't any reduced speed zones on Line 2, in the December 1 update.
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Richard White said:
Which is deceptive. There was in fact a slow order between Vic Park and Warden recently.
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6ixGod said:
Can someone explain what is the deal with Line 2 trains slowing to a crawl midway between each station and then crawling into each station? I mean how the heck is anybody supposed to get around when service is this unreliable?
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@nfitz my sweet summer child, the official RSZ isn't accurate... Yes, in theory, there aren't that many RSZs but what is there to explain @6ixGod post and the minimum 7 minute slower than Google Maps ETA trip I experience from Union to North York Centre/Finch even with 0 RSZs northbound before the recent Union to King RSZ. And this is for trips that are NOT stuck holding at a station due to a real "delay" like a security incident.

The Line 1 trains are just plain slow, even outside the official RSZs. This is why I have repeatedly called these slow zones permanent RSZs. Case in point the entire above-ground Yonge section. A real delay where the train is stuck at a station only makes it worse (https://ttcdelayinsights.ca/).

I am tired of people citing Google Maps, the official TTC RSZ website, or the service summary. Please actually ride Line 1 more than 5 stops and you'll notice a longer than expected headway, and/or at least a longer than expected trip time. To those unfamiliar, the service summary lists theoretical headways at different times of day.

To explain how I feel when I see people pedantically repeat how theoretically-fast-and-definitely-not-delayed Line 1 is despite not riding it regularly, if ever, I am going to remix this post:
yurt2022 said:
Bros on copium

"N-no ackshually guys the TTC is actually always on-time when there isn't a person on the tracks, trust me!111!!"
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6ixGod said:
Can someone explain what is the deal with Line 2 trains slowing to a crawl midway between each station and then crawling into each station? I mean how the heck is anybody supposed to get around when service is this unreliable?
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Going east from Yonge this usually happens at Broadview, for headway control at the interlocking signal, Coxwell for crew changes, and Kennedy when trains are approaching the station more frequently then they are dispatched in the opposite direction. So the following trains get stuck at red signals until the first trains leaves the station. How bad it can be depends on how many trains get stuck in the jam and how fast the TTC can do things like crew changes. This was a problem pre-COVID (and the TTC tried various crewing strategies at the terminals to minimize it) and with the pre-COVID headways back this problem likely won't go away fully until ATC is installed on line 2 (or the TTC is willing to do short turns. which there aren't many spots for on Line 2). The current peak headway is now pretty much the maximum the signal system can support which means even tiny delays (like someone forcing the doors open) can cascade quickly.
 
christiesplits said:
Another question, in line with what @nightstreak asked.

Do we anticipate that Line 5 and Line 6 will reduce car congestion on Highway 401, as some intra-city, east/westbound travelers move to transit?
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Basically very minimal/next to no effect on reducing 401 congestion. Any reduction would be quickly replaced by induced demand.
 
@nfitz my sweet summer child, the official RSZ isn't accurate... Yes, in theory, there aren't that many RSZs but what is there to explain @6ixGod post ...[/QUOTE]There's no need to be condescending. Nothing explains 6ixGod's post. I'm on Line 2 all the time, and I simply don't observed this. Yes, there's been numerous RSZs on the Prince Edward Viaduct forever - none now it seems. And yes, there was something around Woodbine for a while. Travel times haven't changed forever - yes I time it. I know how long it takes, for example, for a train to get from Bathurst to Woodbine. Hasn't changed.

I really don't notice too much on Line 1 either. Yes, there's bigger gaps than scheduled - I'm surprised you think these are RSZs. And I'm surprised you think other delays are RSZs. They aren't.
 
nfitz said:
I really don't notice too much on Line 1 either. Yes, there's bigger gaps than scheduled - I'm surprised you think these are RSZs. And I'm surprised you think other delays are RSZs. They aren't.
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As I ride the line many times over the week my perception is that approaching the station is most often where slowdowns happen. Is it also not protocol to slow-roll into a station if there are people standing close to the approach side of the platform? I seem to remember hearing that drivers (or I guess ATC) will be notified by those watching the security cameras if there's a potential jumper, and will enter the station slower in that case. And if such a directive exists, it's both more likely to happen as stations get more and more crowded, and something that would be eliminated almost entirely if we got some effing platform doors into stations.
 
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zang said:
Is it also not protocol to slow-roll into a station if there are people standing close to the approach side of the platform?
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There are two scenarios. One is that it's up to the driver's discretion to do so if they feel it is unsafe.

But if they do they feel that a particular station is unsafe they then need to tell control, who will then broadcast an "unsafe platform" alert, and so to the next several trains after that broadcast will slowly roll into the station. Once control gets told that the situation is clear, trains can go back to operating normally.

zang said:
I seem to remember hearing that drivers )or I guess ATC) will be notified by those watching the security cameras if there's a potential jumper, and will enter the station slower in that case.
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They do use the CCTV, but the views of the platform edge are not terrific at most stations. So they rely on staff to warn them.

zang said:
And if such a directive exists, it's both more likely to happen as stations get more and more crowded, and something that would be eliminated almost entirely if we got some effing platform doors into stations.
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Or decrease headways so that the system can carry more people - and so they don't need to be stacked up on the platforms like cordwood.

Dan
 
Dundas and Eglinton West Stations to be officially renamed as of December 7

Dec. 2, 2025

Starting on Sun., Dec. 7, the TTC will officially rename two stations on Line 1 Yonge–University. Eglinton West Station will become Cedarvale Station, and Dundas Station will be renamed TMU Station.

These changes will be reflected in updated signage at both stations, revised maps across the system and on the TTC website, and Line 1 trains will now announce arrival at the stations with their new names. Over the past few weeks, the TTC has been updating signage, maps and other TTC wayfinding information across the system to reflect the new names.

“The renaming of these two stations reflects closer ties to the communities in which the stations are located, and in the case of TMU Station, it is a result of a partnership that will provide the TTC with access to world-class research on transit,” said TTC Chair Jamaal Myers.

“The change to TMU Station marks a significant milestone for the university,” said Mohamed Lachemi, president and vice-chancellor, Toronto Metropolitan University (TMU). “It reflects not only our important place in the heart of Toronto but also our firm commitment to contributing meaningfully to the city we call home. We are extremely proud to welcome students, faculty, staff and visitors to our campus through the new TMU Station”.

The renaming of Cedarvale Station was first approved by the TTC Board in 2015. Cedarvale Station will connect to the upcoming Line 5 Eglinton Crosstown. While Metrolinx has not yet announced an opening date for Line 5, customers can already use the pedestrian underpass at Cedarvale to connect directly to Line 1.

In May 2025, the TTC Board approved the renaming of Dundas Station to TMU Station, reflecting a new partnership with Toronto Metropolitan University (TMU). Beyond the name change, this partnership includes the creation of the Transit Innovation Yard, a dedicated hub for testing and developing advanced transit solutions. The pilot project will explore initiatives such as route optimization, enhanced real-time service updates, and improved journey-planning tools, reinforcing Toronto’s position as a leader in transit innovation.

The renaming of both stations will coincide with the official opening of Line 6 Finch West. By aligning these initiatives, the TTC can implement updated subway announcements—including those for Line 6—efficiently, at minimal additional cost, and without any major disruption to customer experience.

The TTC serves as the operator for Line 6 Finch West, bringing more than a century of expertise as North America’s third busiest public transit agency.
 
The TTC Presser states "In May 2025, the TTC Board approved the renaming of Dundas Station to TMU Station, reflecting a new partnership with Toronto Metropolitan University (TMU). Beyond the name change, this partnership includes the creation of the Transit Innovation Yard, a dedicated hub for testing and developing advanced transit solutions. The pilot project will explore initiatives such as route optimization, enhanced real-time service updates, and improved journey-planning tools, reinforcing Toronto’s position as a leader in transit innovation."

I really doubt that anyone except the TTC themselves see the TTC as a "leader in transit innovation." Maybe in the 1950s but ......
 
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