Steve Munro

The TTC has updated their RSZ page so that the map and tables describing the problems are now in sync.

The TTC has updated their RSZ page so that the map and tables describing the problems are now in sync.

I think the check-up has been done already hence the big recent jump.

Many of these arise from track inspections and so are not known in advance. The striking thing about the list is how many they claim will be gone by early September. After Greg "12 slow zones are average" Percy, this is a big step, if they don't slip on a banana peel first.

Now if only the info on the map matched the items in the detailed table. This is clear example of TTC's inability to publish consistent info, this time on the same web page. stevemunro.ca/2025/07/31/t...

TTC updates their Reduced Speed Zone page with added details, but their map and text do not match. A good try at improvement, but with the hallmarks of TTC public misinformation. stevemunro.ca/2025/07/31/t...

Green time allocation is a cousin of battles about lane assignments, parking, etc. TTC doesn't help with relatively infrequent service on some routes.

There have been cases where it wasn't turned on, or didn't provide the needed priority. The latest madness is to give priority only when a vehicle is late, a meaningless term especially during major disruptions and diversions when it is most needed.

As for TSP that's a fight between the car oriented Transportation Services folks at City Hall and the TTC. One example of organizational problems is that TTC pays for signal changes out of its budget rather than this being basic functionality provided by the city.

Yes ATC is turned on everywhere although there have been some tweaks along the way.

Possibly the train was in manual (unlikely) or an imperfect temporary program misplaced the stop location. You would have to sample a group of trains to see if the behaviour repeats or if it's a one-of event.

I've watched the behaviour of trains stopping and they are generally quite accurate. Yes wheel diameter can have an effect but not as much as you cite. Position markers are closely spaced near stopping locations for accuracy. For a big miss it's conceivable that there was an effect from slow zones.

But he says he likes the Beach. So far his statements show he is a lightweight.

Note also that King is not red lanes but a corridor with planned lay-bys and loading zones. Be careful of oranges to apples comparison.

If we built a subway on Bathurst, there probably wouldn't be a station at Dupont. If there were, then the whole area would be in an MTSA and would vanish under 50 storey condos.

I plan to write an article on my site about the debate. Stay tuned.

There are only a few TTC service changes for July 27, 2025: stevemunro.ca/2025/07/23/t...

I remember a GO/Metrolinx consultation about electrification where the snow argument was raised by the meeting facilitator who I am sure was well paid for that drivel.

The effect of skewed proposals is that they undermine the general case for more transit priority, and this actually works against rather than for transit.

Although the TTC predicts a large increase in ridership, they make no provision for added service, and the time saved will not translate to the number of extra trips needed for the projected demand. I support RapidTO in general, but advocacy should be based on credible data and estimates.

He quoted me in debate to support his position. My big issue is that the TTC/City have overstated the potential benefit in rider time saving and added ridership by extrapolating a pm peak 3 minute saving on part of the line to all day improvements for every rider.

My issue with TTC is that they treat red lanes as an excuse to avoid responsibility.

If the TTC ran reliable service from Steeles and Bloor all day, far more riders would benefit and the time saved would be greater. But it's easier to blame congestion for ineffective service "management".

And you would work hard to fit 2k pax on 18 attics so I'm generous.

The calculation is wrong. The time saving only occurs in the pm peak northbound from Bloor. One bus every 10 mins. Say 2000 riders over three hours. 4 mins each is 8000 mins or maybe 135 hours not 4000. My beef has been that this is oversold by TTC.

It is ironic that after agreeing to a "TSP" based on "on time", TTC is now moving to headway based line management as a trial. My "solution" would be to run all of the service 5 minutes "late" to ensure signal priority everywhere. ;)

The scandal is that TTC left the situation unresolved for so long. Also that they refuse to fight for European style transit priority and signalling with, BTW, switch electronics that actually work.

A stop-and-proceed at all facing point switches, even manual ones, is to ensure they are correctly set. This is not the same as worrying that they will derail cars because of track defects. It is fashionable to say double blade switches will fix everything.

Legacy NA streetcar systems that still use single point switches: Boston, Philadelphia, San Francisco, New Orleans (legacy fleet). The issue in TO is bad maintenance coupled with dysfunctional switch electronics that were tolerated for decades rather than fixed by the o-so-safety-conscious TTC.

One other point: the move to ten minute headways on most routes compounds operating practices that foul service and make for bigger gaps, fewer vehicles to play with to sort out service.