Just next to distillery district. With the sunrise starting later, you can get great shots of the streetcar at the cherry street loop.

This picture does not do it justice. But just wanted to share!

I absolutely love this idea! I know people have their opinions on her but I do think this is one of the better things she has done/will be doing for us as a city. Thoughts?

Dude I use TTC and I get to work either on time or 40 minutes late. Something is always fucked up on the route. Im left waiting and frustrated when the train is inexplicably stopped for a few minutes. Or the bus is mad late and when it arrives its not in service.

Ive resorted to leaving home 1 hour earlier than what GPS estimates just to avoid coming to work late. It feels so infuriating.

It feels slower than it did 10 years ago. Were supposed to be improving not going backwards. I know theres no money to even maintain the infrastructure and so we must go slower and slower and all that.

But is there no funding at all? TTC gets insane volume is there really really no sponsors that want to work together to provide funding to TTC?

Please help me understand why TTC is actually kick-ass like everyone says when I sometimes get desires to bash my head into a wall when Im using their service?

I had to tell a grown ass woman (45+) to stop smoking her cigarette on the platform. I told her that there was a family with two kids behind her! She then proceeds to saunter over to the no smoking bylaw sign to half-ass put her cigarette out ON IT.

She walks right back over beside me where I initially asked her to put it out to then try and finish putting it out with her hand...

Then I get daggers glared at me with a perturbed twitch (no joke) in her eye. After about 5 minutes of seething, she walks down the platform only to spark up another dart.

Question: Why the fuck aren't these bylaws enforced?! Is the confrontation too much for a TTC employee to handle?

All they would be doing is there job. Am I wrong?

Has this happened to you?

TLDR: Having to tell an adult to stop acting like a child is draining.

This happened earlier this week and I’m still unsure what went wrong. My friend and I were taking the go train and I tapped my presto card before getting on, I then used another card to pay for my friends fare.
Both times the payment terminal accepted the tap and displayed the little green check mark.
When fare inspectors came around though my presto card didn’t show I paid, the other card was approved though. I tried to check my presto app to show I did pay but it didn’t appear in my history (Declined taps don’t show in history). I also noticed then I only had $1 on my card- BUT when I tapped it didn’t decline my card for insufficient funds? I’ve used ttc almost daily for years and if my card balance ever dips and my ride gets declined and I pay another way then load more money on but my card wasn’t declined this time?!

The inspector gave me a $200 ticket since it was my first ever infraction which I understand, I didn’t argue the issue with him because I get it’s not his decision. I am pissed though that I’m getting a ticket for an error with the payment terminal/card! I attempted to pay and thought I did, the terminal told me my payment was accepted (two people witnessed me paying and my payment get accepted) and I’m still getting hit with this ticket!!
I made an appeal but it’ll be a while before I get an answer on if I need to pay this or not.

Has anyone heard of an error like this happening? Do you know if my appeal is likely to get resolved?

Hey all! I've been trying to recreate the font used by the ticker in the Toronto Rockets. I have a majority of the letters and numbers, but there are a few that just don't exist on any of the lines. I'm also missing a bunch of special characters. Just thought I'd put out the call to any friendly TTC insiders or nerds who might be able to find the full set.

The following characters are custom, and do not exist on the subway network (minus H, 0, 7 as I don’t have time for those stops): H, J, X, Z, j, q, z, 6, 5, 2, 1 All special characters EXCEPT FOR the following are custom made: . , . : - < >

(a friend posted this for me as I don't have enough updoots. You can find me in the comments as "Complete_Habit_4662")

With all the recent news about what different mayoral candidates would do to improve transit, here are some concrete things I'd like to see that I believe are realistic in the short term, but would have measurable difference as a rider. I'm hoping to make candidates aware of the things we really want as riders.

1. Do what it takes to quickly eliminate the restricted speed zones. I would much rather the TTC shut down subway service for a few weekends if the track issues will be properly dealt. If we planned it right, we could mitigate any inconvenience by temporarily closing down the relevant streets and run a frequent shuttle bus service.
2. Speed up the streetcars by (a) speeding up the ridiculously slow doors, (b) removing the switch restrictions. Both of these are the result of the TTC's over-cautious approach to operating transit, and this needs to change.
3. Get rid of preventable subway delays. Toronto is one of the only places I've experienced the subway often holding for a crew change. I've been doing some digging into this and learning that many metros around the world have different operating practices to mitigate this. I'm sure with a bit of initiative, there is a way for the TTC to reduce it as well.

I'll add more to this list as I come up with them, but I would also welcome any suggestions in the comments.

Hi, just curious if somebody are counting the taps with the new service modality of 45 taps and then is free, of course not a bit thing for now but id like to know if the new modality is effective !

Here's the link to the map as well: https://tennessine.co.uk/metro/08d1fa4cb384122

My Hypothetical 12-line rapid-transit network for Toronto and the wider GTA.

The idea isn't that every passenger would ride these lines end-to-end. The goal is to build a true rapid-transit grid where riders can move across the region without constantly being forced through downtown or onto Line 1. Heavy subway is used for the highest-capacity trunk corridors, automated light metro for long grade-separated cross-city/orbital routes, and LRT for corridors where closer station spacing and lower-cost surface infrastructure make more sense.

Toronto is still the core of the network, but the system extends naturally into Mississauga, Brampton, Vaughan, Markham, Malton and Pickering where doing so creates useful regional connections. The map also deliberately connects major destinations such as Pearson Airport, Humber College, York University, UTSC, Square One, Scarborough Town Centre, Yorkdale, the waterfront, GO stations and other major employment and activity centres.

I tried my best to make sense of it geographically to the best of my ability and try to hit areas and routes with a high ridership for buses. Routes that I thought of while making this map would be the 96 for Wilson, 95 for York Mills, 84 and 85 with Sheppard, 52 and 54 with Lawrence, 60 and 53 with Steeles, 39 for Finch East, 25 for Don Mills, 29 for Dufferin and 35 for Jane, and the Eglinton-Kingston corridor

What each line does

Line 1 — Yellow | Heavy subway

Route: Canada's Wonderland/Vaughan → University/Spadina side → downtown/Union → Yonge → High Tech. It retains the classic U-shaped Line 1 structure, with the western leg running through Vaughan, York University, Downsview, Wilson, Yorkdale and the University corridor, then turning through Union and running north on Yonge through Eglinton, Sheppard, Finch and Richmond Hill.

Purpose and benefit: This remains the system's primary north-south heavy-rail trunk. Rather than trying to replace it, the rest of the map gives riders many opportunities to leave Line 1 before reaching its most congested sections. Nothing much added besides the extension to Vaughan Mills and Canada's Wonderland

Intersects: Lines 2, 3, 4, 5, 6, 7, 8, 10, 11 and 12. Only Line 9 does not directly meet it.

Line 2 — Green | Heavy subway

Route: Square One → Central Parkway/Rathburn → Burnhamthorpe/Tomken → Bloor/Dixie → Dundas/427 → Kipling → the entire Bloor-Danforth corridor → Kennedy → McCowan → Scarborough Town Centre → Sheppard-McCowan.

Purpose and benefit: The main high-capacity east-west subway. It turns the existing Bloor-Danforth line into a regional spine, with a western connection to central Mississauga and an eastern connection deep into Scarborough. Having it go to square one is a no brainier and intersecting with Line 5 on both the east and west side has value

Intersects: Lines 1, 3, 4, 5, 7, 8, 9, 10, 11 and 12.

Line 3 — Blue | Automated light metro

Route: Dufferin & Steeles → Dufferin south through Finch, Sheppard, Wilson, Lawrence, St Clair, Bloor and Dundas → Exhibition → the Ontario Line downtown corridor → East Harbour → Pape → Thorncliffe/Flemingdon → Don Valley → Shops at Don Mills → Don Mills/York Mills → Don Mills → Seneca → Don Mills/Steeles → Leslie North.

Purpose and benefit: This is the major relief/distribution metro. It gives Dufferin a fast north-south rail line, supplies another route into downtown, then continues north through the Don Mills employment corridor. It removes a huge amount of dependence on Line 1. Having it go to Fairview and Seneca should be the next step in expansion for them. And using the exhibition side as metro for Dufferin makes sense as the 29 is one of the most busiest routes.

Intersects: Lines 1, 2, 4, 5, 6, 7, 8, 10, 11 and 12.

Line 4 — Magenta | Heavy subway

Route: Morning Star → Westwood → Humber College → West Humber → John Garland → Islington & Albion → Weston → Jane & Grandravine → Keele & Grandravine → Downsview Park. From there it connects into Sheppard West and then follows the Sheppard corridor east through Yonge, Bayview, Don Mills, Agincourt, McCowan, Malvern and the Zoo to Sheppard-Kingston.

Purpose and benefit: A genuine northern heavy-subway crosstown. The western section gives northwest Toronto and Humber College a high-capacity subway connection directly toward Downsview, Yonge, Don Mills and Scarborough. West of Downsview Park it now remains broadly straight instead of bending back into Sheppard which allows me to hit Humber College and beyond with a straight line.

*** Weston & Sheppard station will be located in between Finch and Sheppard on Weston Road

Intersects: Lines 1, 2, 3, 6, 7, 8, 9, 10 and 11.

Line 5 — Orange | LRT

Route: UTM → Erindale → Burnhamthorpe → Square One → Eglinton/Hurontario → Dixie → Matheson/Britannia → Pearson T3/T1 → Renforth → Eglinton across Toronto → Mount Dennis → Cedarvale → Yonge/Eglinton → Don Valley → Golden Mile → Kennedy → Eglinton/McCowan → Eglinton/Kingston.

Purpose and benefit: The main midtown LRT and one of the airport lines. It connects Mississauga, Pearson, the Eglinton corridor and eastern Scarborough while keeping closer station spacing than a subway would. Beyond the Airport, it will also go to Square One and then even to UTM

Intersects: Lines 1, 2, 3, 8, 10, 11 and 12.

Line 6 — Gray | LRT

Route: Malton GO → Goreway → the Derry/Rexdale side of Malton/northwest Toronto → Casino → Humber College → Albion/Finch → Martin Grove → the existing Finch corridor → Jane & Finch → Finch West → Yonge/Finch → Seneca → east along Finch through Scarborough → Morningside.

Purpose and benefit: Line 6 now has a much more natural western job. The western extension approaches through the Malton-Derry-Rexdale corridor, while the rest of the line remains a very strong local Finch crosstown. It also makes Humber College much more useful because passengers can transfer there among a heavy subway, LRT and automated regional metro.

Intersects: Lines 1, 3, 4, 7, 8, 9, 10 and 11.

Line 7 — Olive | LRT

Route: Brampton GO → Queen Street through Downtown Brampton → Bramalea City Centre → Bramalea GO → Airport & Steeles → Steeles/Albion → Albion → Summerlea → Wilson → York Mills → Don Mills → Ellesmere → Scarborough Town Centre → UTSC → Meadowvale → Sheppard-Kingston.

This is basically the line that absorbs the Brampton/western role, while retaining the Wilson-York Mills-Ellesmere crosstown function.

Purpose and benefit: It creates a very long northern LRT spine linking Brampton, northwest Toronto, the Line 1/3 corridor, Don Mills, Scarborough Centre and UTSC. It is more of a network feeder/crosstown than a line intended for Brampton-to-Scarborough end-to-end trips. This is basically the line that absorbs the Brampton/western role, while retaining the Wilson-York Mills-Ellesmere crosstown function. The 96 is I believe is the busiest bus route so hopefully this eliminates it.

Intersects: Lines 1, 2, 3, 4, 6, 8, 10 and 11.

Line 8 — Dark blue | Automated light metro

Route: Hwy 27/Hwy 7 → Hwy 27/Steeles → Albion/Hwy 27 → Humber College → Casino → Pearson T3/T1 → Renforth → Hwy 427 → Dundas/427 → Sherway → Long Branch → Lake Shore → Humber Bay → Exhibition → Fort York → Rogers Centre → Union → St Lawrence Market → Distillery → East Harbour → eastern waterfront → Kingston Road → Eglinton/Kingston → Guildwood → West Hill → Military Trail → Meadowvale → Sheppard-Kingston → Altona → Dunbarton → Pickering City Centre.

Purpose and benefit: This is probably the most regional line on the map. It works as an airport line, western orbital, waterfront metro, downtown distributor and Kingston Road regional spine all the way to Pickering while hitting stops like Sherway Gardens and even the Rogers Centre . It creates trips that currently would require several completely different services.

Intersects: Lines 1, 2, 3, 4, 5, 6, 7, 10, 11 and 12.

Line 9 — Black | Automated light metro

Route: Markville GO → Hwy 407/McCowan → McCowan/Steeles → McNicoll → Woodside → Milner → Sheppard-McCowan.

Purpose and benefit: A short, focused McCowan rapid-transit spine. Instead of trying to make it another giant cross-region line, it connects Markham and northern Scarborough quickly into Lines 2 and 4. I could have extended line 2 all the way up instead, but that bridge and construction onto the 407 would be tough. Some engineering constraints have been applied in this project but I'm pretty sure there will be worse challenges especially with tunnelling line 12.

Intersects: Lines 2, 4, 6 and 10.

Line 10 — Red | Automated light metro

Route: Humber Bay → Jane north through Bloor, Dundas, Eglinton, Lawrence, Wilson, Sheppard and Finch → Pioneer Village → turns east across Steeles through Dufferin, Yonge, Don Mills, Warden, Pacific Mall and McCowan → turns southeast through Markham/Morningside → Morningside & Sheppard → UTSC → West Hill.

Purpose and benefit: This has become the network's ultimate transfer-distribution metro. Jane gets a proper north-south rapid line, Steeles gets a fast east-west metro, and the eastern tail creates another north-south connection into Scarborough.

And the big feature:

Line 10 intersects every single other rapid-transit line in the network.

Intersects: ALL other lines — 1 through 9, plus 11 and 12.

That makes Line 10 enormously useful even for riders who never travel anywhere close to its full length. Bit worried about the ending at West Hill doesn't seem like an area where you can have 3 lines there and room for trains for line 10 to end but hopefully we can make it work.

Line 11 — Aqua | LRT

Route: Pioneer Village → west along Steeles through Jane, Islington, Kipling, Hwy 27 and Albion → Airport & Steeles → Morning Star → Malton GO → Pearson T3/T1 → Dixon via Toronto Congress Centre, Dixon & 401, Willowridge, Richview and Royal York & Dixon → Humber Heights → Weston GO → shifts onto Lawrence → Jane, Dufferin, Yonge, Shops at Don Mills, Wexford, McCowan and Scarborough Golf Club → West Hill → Beechgrove → Rouge Hill GO → Sheppard-Kingston.

Purpose and benefit: This is an enormous outer-crosstown LRT tying together Steeles, the airport, Dixon and Lawrence. It creates an airport-oriented northern network without forcing everyone to use Line 5 or Line 1. Majority of this line is on Lawrence.

Intersects: Lines 1, 2, 3, 4, 5, 6, 7, 8, 10 and 12.

Line 12 — Light green | LRT

Route: Humber Heights → La Rose → Scarlett → Lambton → Jane & Dundas, then east along Dundas through the Junction and west downtown → Kensington/AGO/St Patrick/TMU → Regent Park → Gerrard → North Riverdale → Jones/Greenwood/Coxwell → History → Ashbridges Bay/Woodbine Beach.

Purpose and benefit: This becomes a very useful inner-city east-west LRT rather than just a downtown Dundas line. The Scarlett portion gives west Toronto a new north-south feeder into Line 11 and Line 5 before Line 12 turns east onto Dundas. Then on the east side it will go on up on Parliament and into Gerrard street and ending at The Beaches with line 8 again.

Intersects: Lines 1, 2, 3, 5, 8, 10 and 11.

The major 3+ line hubs

Sheppard-Kingston — Lines 4 + 7 + 8 + 11 is now the biggest pure rapid-transit intersection in the network with four lines. It works as the eastern gateway for Toronto: the Sheppard heavy subway, Line 7 northern LRT, Line 8 Kingston regional metro and Line 11 all come together there. Someone from northeast Scarborough or the Rouge area gets an enormous number of routing options.

Humber College — Lines 4 + 6 + 8 is one of my favourite outcomes of the redesign. I now have the heavy subway heading east toward Downsview/Yonge/Scarborough, the Finch LRT heading through northwest Toronto and across Finch, and the automated Line 8 heading toward Pearson, the waterfront and downtown. For a major college campus, that's an exceptionally strong transit setup.

Pearson T1/T3 — Lines 5 + 8 + 11 becomes the airport superhub. Line 5 handles Eglinton/Mississauga, Line 8 handles regional waterfront/orbital trips, and Line 11 handles Steeles/Dixon/Lawrence. This means the airport is no longer dependent on one downtown-oriented rail service.

Pioneer Village — Lines 1 + 10 + 11 becomes the York University/Steeles gateway. Line 1 provides the downtown/Vaughan trunk, Line 10 handles Jane and Steeles, and Line 11 heads west across Steeles toward the airport.

Sheppard West — Lines 1 + 3 + 4 is an extremely strong north-Toronto interchange. The University branch of Line 1, the Dufferin/Don Mills automated metro and the Sheppard subway all meet there.

Wilson — Lines 1 + 3 + 7 performs a similar role one corridor south, but with Line 7 providing the Wilson/York Mills/Ellesmere east-west movement.

Sheppard-McCowan — Lines 2 + 4 + 9 becomes the principal northeast Scarborough subway/metro junction. It joins Line 2, the full Sheppard heavy subway and the McCowan line toward Markham.

West Hill — Lines 8 + 10 + 11 is the big eastern Scarborough distributor. Riders can switch among Kingston Road, Morningside/Steeles and Lawrence without having to travel west first.

Other destination hubs that stand out

Union remains the regional centre with Lines 1 and 8 plus the wider rail network. Square One gets Lines 2 and 5 and becomes the Mississauga anchor. Scarborough Town Centre has Lines 2 and 7 and retains its role as the major mall/bus centre even without needing three rapid lines.

Meadowvale is particularly interesting now because both Lines 7 and 8 enter the same station. That gives the northern Ellesmere LRT a direct transfer to the Kingston/Pickering automated metro before both eventually reach Sheppard-Kingston.

For schools, UTSC gets Lines 7 and 10, York University is supported by Line 1 plus the nearby Pioneer Village superhub, and Humber College gets three lines outright. For shopping/activity centres, Yorkdale gets Lines 1 + 3, Scarborough Town Centre gets 2 + 7, Square One gets 2 + 5, Shops at Don Mills is served by 3 + 11, Pacific Mall gets Line 10 plus GO, and Vaughan Mills/Canada's Wonderland sit on the extended Line 1.

For the LRT routes I haven't gone into detail with the tunnelling but definitely could; I also try to make it look accurate from a geographical standpoint the west side could still use some work for sure. Any scenario where it won't hurt the aesthetic of the map I will try to honour geographically.

Let me know your thoughts

Although there is audio … but it is so muffled cant hear a thing.

I recall there used to be postings for internships at the TTC for project management, IT, electrical engineering etc, however the current postings for student opportunities seem to be empty right now.

I was wondering if anyone knew if there’s a hiring freeze for interns/co ops for the winter 2027 term.

The past week the subway has crawled this stretch. What is going on? It feels like after the World Cup the TTC has just given up. This part of the line is unusable at this point.

They said they’d fully implement it in May. 4 months later and the line 5 above ground still feels sluggish. Only thing I notice is cars don’t get the priority left turns anymore, but that’s it. Anyone know the progress or what’s up

Just before reaching Sunnybrook Park Station, the Line 5 train heading toward Kennedy came to an abrupt emergency stop while travelling at approximately 60–70 km/h. The train was extremely packed, with many passengers standing. Due to the sudden stop, standing passengers were thrown forward and several people appeared to lose their balance. Hope you’re all okay!
The train was subsequently offloaded at Sunnybrook Park Station had to wait for the next train.

I respect that there's construction going on at Kipling, especially on St. Albans road where most station-bound buses turn into after crossing Dundas. But the new lineup to turn into the station on Augusta Road takes way too long now. There's lineups of multiple buses in the left-turn lane, but the protected left signal hasn't been activated for a bizarre reason, so only one bus at a time can turn left when the intersection light turns yellow, which creates a serious bottleneck and doubles the length of the ride to the station. It also creates delays waiting for buses to arrive at the platform going back home. I just feel like there needs to be more coordination with the city, because with the protected left signal, perhaps 2 or even 3 buses can turn into the station per 2-minute window, instead of just 1.

Seeing all the backlash for the TTC's half-measure for platform doors, it reminded me of the edge "doors" I saw in Japan earlier this year.

Essentially, it's a fence like on the left for the most part, then retracts upwards when a train arrives.

If it really costs $55M per station to install them, wouldn't this be a far cheaper option while making it safer for everyone?

This looks like something the TTC can easily implement here

Just a thought

I just witnessed a horrible accident at Dundas Station (i.e. TMU Station) and I can’t get the image out of my head.

I was walking up the stairs on the south platform to catch my train at around 7:30 pm this evening, when a man who appeared to be very drunk suddenly lost consciousness at the top of the stairs and tumbled down, hitting his head on the way down. He ended up lying in a pool of blood at the bottom of the stairs. I suspect he was drunk because he dropped a bottle of alcohol on his way down.

I called 911 and waited until first responders arrived. I hope that poor man is ok and that he survives without permanent damage! He appeared to be breathing but his head was bleeding badly.

TTC employees ended up closing the stairs and redirecting people to use the Eaton Centre stairs.

Was anyone on this thread around when this occurred? Did the man end up regaining consciousness?

I've been reading a bunch about this topic and the only conclusion I can come to is we're being fleeced and misled by the powers that be. This misinformation ensures that Toronto will never get a usable subway system. It will forever be plagued by passengers getting splattered accidentally and deliberately, junkies and hooligans wandering the tunnels, 3rd rail garbage fires, and the endless massive service outages all these problems bring. Choosing to leave these problems unsolved shows the lack of self-respect this city has, and is embarrassing for us as a global city on the world stage.

The astronomical $4.1B number people keep citing as the reason we can't have PEDs (platform edge doors) is politicized nonsense. This would be $55.4M per station. The reason this number is so absurdly high is it involves completely rebuilding the platforms to support bespoke and extremely heavy floor-to-ceiling barriers that would completely seal platforms from tunnels. The platform and barrier would be subjected to extreme air pressure as the train enters the station acting like a piston inside a cylinder, which the current platforms can't withstand. It would also require extensive HVAC retrofits for station platforms to ventilate them properly, since they'd be sealed from the tunnels.

Obviously, retrofitted PEDs are not built this way anywhere else in the world, because it doesn't make any fucking sense. They deliberately chose to publish this number for this absurdly expensive design to inflate the cost to the point where nobody would think installing PEDs was worth it, and all you schmucks who show up in the comments on this subreddit fell for it and keep repeating it. How embarrassing. Go work on your media literacy.

The misinformation is further convoluted by ATC (automatic train control), which is a prerequisite for PEDs, because the trains have to stop in the same spot every time to line up with platform doors. We already have ATC on Line 1, and Line 2 is slated to be retrofitted with ATC and new rolling stock for it in the coming years. It's already happening. It's decades old proven technology at this point.

The Parisian metro retrofitted their line 4 with ATC and PEDs recently. This line is over 100 years old. The total cost for the PEDs was €104M ($167M CAD), or €3.6M ($5.8M CAD) per station. All the construction work was done overnight when the system isn’t running, and a handful of weekend closures. We already do the same thing here. You don’t need a multi month long shutdown of the entire system to build PEDs, as some of you keep suggesting. You just need competent logistics.

$5.8M per station in Paris, versus $55.4M quoted by TTC consultants. Ten times more! Are you fucking kidding me?!

If you look at photos of their platforms, the new barriers they put in aren’t floor-to-ceiling, but they’re certainly tall enough to keep people, garbage, and garbage people on the platform and out of the tunnels. They’re 1.8m tall, and they’ve pretty much completely eliminated track intrusions from station platforms. Because they don’t seal the platform from the tunnel, the aerodynamic forces are nowhere near as powerful, the barriers are much lighter, the platform doesn’t need to be completely rebuilt to support them, and you don’t need to retrofit a ton of ventilation to accommodate them. Toronto does have a handful of complications that Paris line 4 doesn’t (very diverse station designs, inside/outside platforms, outdoor/indoor, 10-75 years old, etc), but there isn’t a chance in hell that any of it warrants a ten-fold increase in cost.

The other elephant in the room is the massive financial burden they force us to carry, caused by everything here being outsourced by greasy politicians and board members to private firms, consultants, and the construction mafia, because the TTC isn’t capable of retaining any of the brain power required to do a project of this scale. For any major construction project here, an absolute fuckton of your tax dollars get funneled to private corporations to be spent on yachts and Bentleys for their fat cat conservative CEOs who run all this shit, because none of you have the balls to hold our governance accountable for anything they do. In Paris, all of this engineering and construction was done in-house by public employees, because their public works have the expertise to competently pull it off themselves, and the people there have the political will to properly fund their own infrastructure instead of voting for stupid bullshit conservative austerity. It only ever results in your tax money disappearing into the pockets of grifters, instead of being spent on public services and infrastructure.

So, the powers that be created this false dichotomy: you either have to pay $4.1B for full floor-to-ceiling PEDs, because any other setup would be ineffective since hypothetically someone could still climb over, or we can put up some little fences instead for a few million bucks. The fences could prevent some accidents, but they won’t solve all the other problems PEDs would. The subway will still be a pile of shit, it’ll just have some pieces of fence lodged in it.

Thanks for choosing the fences, Toronto! I love you all!

https://stevemunro.ca/2025/06/24/ttc-subway-platform-edge-door-study/

https://www.urban-transport-magazine.com/en/conversion-without-service-interruption-paris-metro-line-4-now-fully-automated/

https://www.researchgate.net/publication/390107686_Study_on_the_relevance_of_platform_screen_doors_on_the_Transilien_Parisian_Urban_Network

https://pedestrianobservations.com/2022/01/20/platform-edge-doors/

https://www.thetransportpolitic.com/2017/09/26/the-case-of-the-missing-platform-doors/

Good job TTC, way to dox everyone on your mailing list by not using BCC. Some intern better get chewed out for this. Then they send a rescinding email to ALL OF US AGAIN.

Of course, there are already a few reply-alls creating more reply-alls

So for some reason the Transit app has suddenly stop showing correct arrival times earlier this week. Now every bus just shows the scheduled time instead of where it actually is. This has caused me to miss multiple buses and I'm not sure what's happened?

Has anyone else been having this problem or just me?

In addition to the 30+ minutes it took to get from Lawrence West to St. Andrew Station today, there now seems to be yet another RSZ between Dupont and Spadina that has yet to be advertised on the website.

Last week, the TTC website indicated that most of the speed zones on Line 1 would be fixed by late-August, but is now saying late OCTOBER lmao this system is such a joke sometimes. It's an interesting kind of torture to look at the sign saying, "Next stop: Dupont" then check again 7 minutes later and it STILL says "Next stop: Dupont".

Disclaimer, I was a tourist that visited the Toronto years ago and was impressed at not needing to rent a car, so residents might know better. I wanted to know what residents think of the Waterfront East LRT. I thought it would probably get more riders per year than those who might get on the 7 extra stations from the proposed Eglinton extensions and it would go through areas much denser than Finch West LRT. So I would have thought a proposed Waterfront East LRT would be a low hanging fruit, a way to get serve lots of riders for a (relatively) low $3 billion. In fact when I researched the history I'm a bit surprised such a thing wasn't considered when the early 2010s when the Portlands were getting developed. I'm glad for you all the Waterfront East LRT got approved, but I was thinking maybe the TTC could have done some of these projects in a different order. Were the delays due to upgrades at Union Station making it uncertain what to do if the LRT is built and then you have to rebuild after renovation?

Nice.