[81-717]

a tram that looked more like a typical subway rolling stock

No such thing. Any line that uses tramlike vehicles is an LRT, not a subway or even a light metro.

with open gangways the entire way

Also not exactly the "typical" subway look, despite becoming overwhelmingly common, the "typical" subway look is still that of the H/T1-series, despite being phased out.

 

[Voltz]

We will basically have to, or procure another tram, as the Flexity Freedoms are no longer being made

This keeps being brought up, but are the Citiadis's being made currently either? There is not enough demand for this type of vehicle to stay in continuous production. If an agency wants to order them then they can make them.

Hopefully Metrolinx uses a bit of thought with this.

 

[ssiguy2]

This lack of signal priority is made more difficult due to these damn left-hand turns. Now, ML seems surprised that it is a problem. When it comes to infrastructure there is no such thing as a surprise but rather just a lack of forethought. Had they had any at all, they would have implemented Michigan/LA turning systems where, in the middle of the block, cars are allowed to U-turn over the tracks controlled by traffic lights. If a car needs to turn left at a light, they cannot but rather go straight thru the light and then do a U-turn in the middle of the block and then go back and turn right.

These are used all over the place and are a success in so many ways. They make TSP easier to implement, traffic flow actually increases, and have been shown to be safer for both pedestrians and cyclists at intersections. It's not rocket science or even marginally novel but somehow the idea of it never even crossed ML's mind. They are also quite cheap and easy to construct IF they are incorporated into the design in the first place much like elevators.........easy and relatively cheap to incorporate into a station design but vastly more expensive and disruptive if you have to do it after the the station is built.

ML has shown such incompetence from word-go it's hard to know where to start and much of this is due to the fact that ML is accountable to no one and it shows. Unfortunately, due to this, the saga continues................GO electrification, according to ML's own "timetable" from years ago, GO RER was suppose to already be completed electrified and stood by this assertion until last year even though not a single pole has materialized. When the system is designed to have no one answerable to anybody, timelines and budgets are just viewed as suggestions and the needs of the travelling public are viewed with supreme indifference.

 

[11th]

Most of us are talking about grade separation, not just burying it. Kyoto doesn't use above ground trams that go through traffic lights for mass transit. They only have two tiny lines that are mostly used for tourism and as a historic remnant.

I would add that the above ground trains in Kyoto are functionally metro/RER lines - heavy rail lines. They had (through elevating and tunnelling) and are also undergoing grade separation on some sections.

 

[Amare]

Hopefully Metrolinx uses a bit of thought with this.

We would be giving them too much credit for being forward thinking if they actually thought about things in that manner, but unfortunately Metrolinx is useless so i'm sure they arent giving it thought.

Metrolinx has no issues with the Citadis, because if they did it would be apparent enough that they would stop the procurement of any future Alstom Citadis cars for lines (ie: Hamilton) until Alstom fixes the issues with it.

We dont know what the future procurement will look like for the Eglinton line, but I wouldnt be surprised to see Citadis cars ordered knowing how inept Metrolinx is. That in itself would be problematic for numerous reasons, but at the moment this is just speculation because Metrolinx hasnt started the procurement process with any new Crosstown vehicles.

 

[drum118]

Feb 8
I thought I didn't shoot any videos or photos as nothing was been downloaded from the camera due to the coldness when I first try. Try some hours later I was able to download the photo and one video of the 4 I try to shoot.

A few things stood out and opposite to somethings I posted.

The second set to depart from Mount Dennis was schedule to depart at 7:43 but departed at 7:54 or 21 minutes after the first one similar to what was to happen at Kennedy Station. I did find TTC departure times odd for both station first two departure and assume most of the cars for the day would becoming out of the yard.

The photos shows we caught up to the set in front of us between when we were arriving At Aga Khan Park/Museum Station not Victoria Park considering we all green as far as I could see in the tunnel section. Given this was the first day of operation a number of the flip up seats were still down before any riders got on and not for a first run officially. No place to hold a bike in place like TTC Flexity. Other than having doors on both sides of the car, the seats layout was similar to TTC Flexity other than the rear end.

Given the fleet is 5-7 tears old on Day One, what is ML plan for overhaul and what will replace them??

More up on my site

Real time for GO And UPX For Arrival

 

[lastcommodore]

This issue could be solved by putting down boarding markers on the platform like at some of the subway stations. Since the line is automated through the underground portion the trains will always stop at the same place. It may be a bit more dicey on the surface portion due to the weather ruining the decals but I think operators do a good enough job stopping the in the proper positions.

Funnily enough they do. The underground stns all have a sticker on the last third saying "Trains do not board here, please move down the platform"

 

[T3G]

Given the fleet is 5-7 tears old on Day One, what is ML plan for overhaul and what will replace them?

A bit premature to be having the replacement discussion, I would think!

 

[nottoban]

The point being made, I believe, is that Finch just isn't different enough from St Clair to warrant a single digit number and that Finch should be a 5XX line. Line 5, at least, is a light metro with an LRT appendage at its east end.

In the meantime, not perfect, but so much better today than Finch opening day.

View attachment 714062
At Yonge'n'Eg

42

Yes, and I agree with the point. I am mainly pushing back on the idea that the use of “Line 6” was driven by Metrolinx or the Province. The decision to identify Finch West LRT as Line 6 was TTC’s. Metrolinx actually pushed back on that choice, on the grounds that someone standing at a stop that looks virtually indistinguishable from what they'd see on the 512 would not intuitively understand it as part of the rapid transit network rather than the streetcar system. TTC itself seemed uncertain about how to position the line, since after numbering it as a subway line, there were also discussions about using standard streetcar stop poles, which directly contradicted that framing.

The Line 6 designation was also embedded in the Project Agreement, and any wayfinding changes were particularly difficult on this project. The first wayfinding package Project Co submitted for review was aligned to the Eglinton Crosstown standard, which did not comply with the project agreement (it's not even referenced in it). Despite the contract being explicit about which standard applied, this was escalated and Project Co sought additional funding to meet requirements they were contractually already required to meet.

 

[jordanmkasla2009]

While riding yesterday I noticed trams that were being driven by white hard-hatted types in hi vis vests with the operator standing behind them watching. Not sure what that was about.

- Paul

Could be Alstom techs testing the new update for the signalling software though they shouldn't be using in-service cars for that due to liability concerns.

After riding yesterday, I thought the line was very good. It moves very fast in the underground portion. The stations are nice but are largely a bit bland, but the screen at Mount Dennis was cool, as was the artwork at Eglinton, Don Valley and Cedarvale. Above ground moves faster then Finch but obviously, signal priority should (hopefully) fix the issues at lights of long waits. Some issues with audio on the Flexities and lack of heat in stations. Also I feel like capacity is gonna become an issue fast, and it showed yesterday. Yes it was an crowd for opening day, but that is a reflection of what rush hours will be like, and it would be wise for TTC/Metrolinx to start thinking about adding a third car to the vehicles. There was a delay on a car I was on in Scarborough due to ''something on the roof'' around 5:20-5:40 PM yesterday and it sounded like someone was on top of the vehicle but I believe it was an overhead issue of some kind. It was very quickly resolved, though. So all in all, opening day went about as well as it could.

someone probably thought it was funny to toss something onto the overhead line. Easily removed with a hot stick.

 

[GenerationLee]

I took a ride from Mount Pleasant to Eglinton a few minutes ago - I was going to just walk because I wasn't sure what the time different was in taking the train, but I needed to refill my Presto card. The 34 bus was once again at the intersection...but I didn't want to risk double paying my fare if the bus turned onto Yonge.
It was a very strange feeling to enter this station - my childhood barber had his shop set up in those walls years ago, so, I haven't been in there for some time.
Anyways, I noted the station design (which from what I've read on this thread affirms my suspicions), which is heavily reminiscent of deep statons like Bayview, and what kept popping in my mind as I descended 3 escalators. These are massive underground areas before you even get to track level.

Once I got to track level, a train came by pretty quickly, and I rushed to the end of the train where other folks who were in the "end zone" had come to, to get on.

As soon as I got on, I was unimpressed (but I knew this was a streetcar seating layout years in advance), but echo others sentiments on the illogical announcements regarding standing up and holding onto railings...are we assuming all riders are but toddlers who've never ridden on a train or bus before?
Also, the speakers were experiencing audio issues as noted on this thread,which made it hard to hear what was being conveyed, due to sounding very crackly, like a radio. Not that I really mind...the announcements will get on my nerves soon, there's no sense in how they're currently implemented.

The train was very quick as I'd assumed, so, this is worthwhile for me to commute to work, but...I think with the walk/escalator ride down, I'm only saving like 3 minutes on my trip to Eglinton...
Lots of TTC staff at Eglinton station which seems so odd to me, but, I've never been at a new subway/transit line shortly after it opened.
I was immediately confused on where in Carmen San Diego I was in relation to the original subway station, as all signs I saw that I assumed went to the original subway level showed pictures of buses...buses??
After a few moments of looking around and finding no sense in what I was reading I took an escalator from a bus picture sign, and bam...lo and behold, my assumption on where I was on the subway ststion was right - I got on the new escalator going from the Yonge subway to the Crosstown level.

I look forward to travelling more on this line in the future, but the overal station designs leave much to be desired due to too many stairs. Apparently the ststion entrance for Mount Pleasant on the North East side is very bad for this...so, I guess I'll check it out sometime.

 

[GenerationLee]

I wrote more than I thought I would above, apologies. It's going to take me a while to adjust to this being open as a local resident of this line. And a while to accept this line for what it is...and for all its compromises, quirks and problems.
I would've loved for this to have been a subway, and fully buried, as this route connects so many parts of the city and is crucial for network building (grids and alternate travel methods for transit? Yes!)
The line as it is still does and will do this job perfectly fine, but, I'm worried about capacity issues down the road. Already I can tell the current level of service is inadequate for the line, just based on what I see for the schedule and from the crowding I just seen at Eglinton (which, I know is poor evidence but, we need 3 car trains).
Anyways, I'll be organizing my Flickr images to properly catalogue the decade of updates I've captured of the crosstowns contruction.

Heck, my profile picture is almost an update in itself!

 

[nfitz]

New frontpage story on the opening:

Eglinton Line 5: Major Game Changer Opens, Awaits Tweaks | UrbanToronto

After more than 15 years of construction and over $12 billion, Eglinton Line 5 carried its first passengers on Fabruary 8, 2026. While 'the Crosstown LRT' has finally opened to the public following over half a decade of delays, it has not yet reached full service levels, with frequencies and...

urbantoronto.ca

Why does it claim that $12 billion has been spent to date, when this week's update from Metrolinx says that only $9.3 billion has been spent to date?

 

[Bordercollie]

Some observations after riding the line for the first time:

Trains are especially slow around the at-grade section from Pharmacy-Kennedy. Shuttle busses were flying past me even though I was riding around 9PM on a Sunday with minimal traffic around the ROW. While it is better than FW, I think Line 6 has ruined our perspectives on what a "good" speed should be.

Observed operation of TSP at a few intersections, i.e extended greens and shortened reds, trains still have many opportunities to get stuck at a red however.

Below grade section:

ATC is programmed to be overly cautious when approaching stations. Trains brake a bit too hard, too early, and come crawling in and stop jerkily and unsurely unlike Line 1 which has a much smoother operation.

Lots of wind/rail noise in the tunnels even at only 60 km/h. The tunnelled section sounds very loud in the Flexities which was suprising, it will probably be way worse if the cap is raised to 80 km/h. Also noticed a lot of oscillation/hunting in the cars above 55. Not at all unbearable, but not as smooth as Line 1/2, will also probably get worse with the increased speed limit.

Otherwise, the underground section of Line 5 has ok potential if these issues are properly ironed out. I still have my reservations about the at-grade section however, and I think this part will always be the crux of the line.

Another bottleneck are the vehicles which are cramped in some parts, and the abysmally small doors. Will definitely cause flow and capacity issues in the future.

I thought that the tunnel noise was acceptable.

The braking will get better over time.

 

[Midtown Urbanist]

Apparently the ststion entrance for Mount Pleasant on the North East side is very bad for this...so, I guess I'll check it out sometime.

It is. Many of the underground stations have one entrance without any escalator or elevator, which is honestly a huge accessibility issue given the depth and amount of stairs.

The most egregious of them is Fairbank, which has one such exit where one would board the southbound Dufferin bus. It is far far superior to take the escalators up and cross the intersection twice rather than go up the flights of stairs. The sufferin' on Dufferin shall continue.