TTC Nostalgia

Having been taking the TTC since 2010 when I was a little kid going to school, I want to share some of my memories and thoughts of the good ol’ days.

Old TTC Subway System Map

Table of Contents

1. The TTC in the 2010s

   • Line 2: The T1 and Predecessors
   • Line 1: The Toronto Rocket
   • Line 3: The Scarborough RT
   • Line 5: The Eglinton LRT
   • Streetcars: The CLRV and ALRV Legacy
   • Buses: The Orion VII
   • TTC Tokens and Fares

2. Random History of the TTC

   • Line 1 Extensions North
   • Line 2 Extensions East
   • Subway Crash on Line 1
   • TTC Bus and Lakeshore East GO Train Crash

3. Random Stuff about the TTC

   • The Spadina Stations
   • Bay and Lower Bay
   • The Rocket Bus
   • Signal Passed at Danger (SPAD)
   • The Unique Toronto Gauge
   • Misc: TTC Fleet Links

The TTC in the 2010s

TTC Greenwood Yard in 1995

The TTC in the 2010s had a vastly different appearance than it does today (as of writing this post). Mostly all the buses, streetcars, and subways have been replaced by newer models with only some still operational as they quickly reach their end of operational lifespan.

T1, H-4, H-5, H-6 Series Subways on Line 2

H-4 Subway Headed Westbound on Line 2 Towards Kipling Station 

T1 Subway Leaving Chester Station  on Line 2 Headed Westbound

Before the T1’s took over Line 2: Bloor-Danforth, Line 2 was serviced by a combination of T1 , H-6, H-5,  and the older H-4 series  subways. All manufactured in Thunder Bay, Ontario, by Bombardier , and stored in TTC Greenwood Yard , these models made up my early childhood.

H-4 Subway Interior Featuring Cushioned Seats

The H-4’s featured cushioned seats, which wouldn’t ache your butt, but they did have an aging look. The H-5/6’s had orange doors and were similar to the T1’s. The T1’s had pink/magenta doors which were wider. All three looked basically identical from the outside, especially from the front as they would enter the station. If you would like to see what it was like to ride on a H4 subway, OrionVIII  has a video: TTC H4 Ride from Bloor-Yonge to Old Mill .

H-6 Interior with Orange Doors

T1 Interior with Magenta Wide Doors and Removal of the Center Poles

I would call the T1’s the “pink door subway,” the H-5/6’s as the “orange door subway” and the H-4’s as the “cushion subway” with beige doors. One day on my trip to school, I noticed that I hadn’t seen a beige door cushioned (H-4) subway in a while, that’s when it dawned on me that I might never see them again. Shortly after, the orange door (H-5/6) subways started to disappear and only the pink door (T1) subways remained.

New Toronto Rocket Subway Next to an Old T1 Model at TTC Davisville Yard 

In 2011, the arrival of the new Toronto Rocket subways began service on Line 1 leading to the retirement of the H-4 models on Line 2 due to the surplus of T1 subways being replaced by the TR subway on Line 1. Shortly after, the H-5 models saw the same faith, and eventually so did the H-6 in 2014. The T1’s will eventually undergo the same event, however, due to the delay of upgrading Line 2 to ATC (Automatic Train Control)  the T1’s are being operated well pass their expected time frame, with their EOS (End of Service) soon approaching for 2026 with the TTC planning to extend their operational lifetime by another 10 years.

Out of Service Door on a T1

One uncommon sight would be to see a red tart covering a door on the T1s. These would clip onto the hooks present at every door frame. This would happen when the door is inoperable due to it being jammed or broken from people leaning against the door or forcing it open.

Toronto Rocket Subways on Line 1

The Toronto Rocket Subway

TR Subway Leaving Davisville Station  Heading Northbound to Sheppard West (formerly Downsview) 

The Toronto Rocket subways  were a new and modern addition to the subway fleet and introduced in 2011. Not only did it bring a sleek interior with screens capable of indicating which side the platform doors would open (for side and center platform stations) , you were able to freely traverse throughout the cars of the subway, from front to back, without restriction of having to open a door unlike on the GO Train. This meant the TR had an “accordion” (as it looks like one from the outside) much like the Flexity Outlook Streetcars  / Flexity Freedom LRTs  / Articulated Buses. This meant each TR car was serialized as they couldn’t be separated, unlike the T1 and older models (and Metrolinx  with their notorious mix match of GO Train coaches).

The “Accordion” Connecting the TR Cars

TR Interior with the Ability to Travel Between Cars

Next Stop Screen on the TR Interior

New Flyer Industries XDE60 Articulated Bus  (TTC 9446: 903 Kennedy-Scarborough Centre Express )

Map Showing Center and Side Platform Stations

The TR made its first debut on Line 1: Yonge-University  in 2011, eventually replacing all the T1s operating on that line. The excess T1s were moved onto Line 2: Bloor-Danforth  and stored in Greenwood Yard  to make storage space for the TRs in Davisville Yard  and Wilson Yard . The TRs then made their way onto Line 4: Sheppard  in May 2016, relocating the existing T1s onto Line 2 to support the aging T1 fleet  and maintain service.

T1 Subways Stored in Greenwood Yard 

While the re-signaling of Line 2  from Automatic Block Signaling (ABS)  to Automatic Train Control (ATC)  is underway, the current T1 subways servicing Line 2 are approaching their end of operational lifespan. The TTC has just ordered new subways  to replace the aging fleet but it is currently unsure if the TRs will move onto Line 2, or stay on Line 1 & 4 and have the newly ordered subways service Line 2. Greenwood Yard is also currently at capacity, and Vincent (Keele) Yard  is being retrofitted to increase capacity, however, we’ll most likely have to wait until the new Western Yard  gets completed.

The SRT was an Accident (Line 3)

S Series Scarborough RT Leaving Kennedy Station 

The Line 3: Scarborough RT  was a rapid transit line that exclusively served Scarborough , the eastern suburb of Toronto. Originally planned to be a streetcar route, utilizing the CLRV & ALRV models , the TTC swapped to a light metro after pressure from the provincial Ontario government to prototype the new Intermediate Capacity Transit System (ICTS) Mark I trains  made by Urban Transportation Development Corporation (UTDC) , which at the time was owned by the Ontario Government and was later sold off to Bombardier. The TTC received seven 4-car ICTS Mark I trains, referenced as the S series by the TTC . With construction having already begun with the anticipation of Line 3 being a streetcar route, a streetcar loop was already constructed at Kennedy station and has since been abandoned.

Abandoned Streetcar Loop at Kennedy Station

The SRT was never the smoothest or quietest. It was notorious for being loud around curves and would shake as it operated. Nonetheless, it connected the people of Scarborough from Kennedy Station , a major transportation hub, with Scarborough Center Station , another major transportation hub with TTC Bus and GO Bus connections, and the Scarborough Town Center (STC) mall .

Original TTC SRT 3015 at Kennedy Station

The SRT was quickly reaching its end of service with the TTC extending its operations by more than a decade. Designed to only operate 25 years and to be decommissioned in 2010 , the TTC repaired and gave the aging trains a new blue vinyl decal in 2015, and rebuilt some in 2017, with hopes of extending their service until 2026  to eventually be replaced by the subway extension of Line 2 . Known as the Scarborough Subway Extension , it would expand subway service deep into Scarborough, giving Scarborough a direct connection with the rest of Toronto. Originally planned to be completed by 2026, it is now expected to be completed by 2030 (but who knows when it’ll really open, after all, Line 5: Eglinton Crosstown LRT is still pending an opening date) and will service the areas that the SRT previously did.

TTC SRT 3013 With the New Blue Vinyl Decal at Kennedy Station Platform

Interior of the SRT

Original Interior of the Pre-Rebuilt SRT

Plans for the Scarborough Subway dated back to 2010 where Mayor Rob Ford proposed to extend Line 2: Bloor-Danforth  instead of upgrading the aging SRT infrastructure. Unfortunately, Rob Ford passed away from his fight against cancer in 2016 , and the Scarborough Subway extension (and plans for the SRT) were in limbo ever since. The TTC ultimately decided to decommission the SRT in November 2023, however, Line 3 was forced to close earlier than expected.

TTC SRT 3001 Derailed near Ellesmere Station  on July 24, 2023

On July 24, 2023, the last car of SRT 3001 derailed  with 45 people on board, sending 5 to hospital with minor injuries, while travelling southbound towards Kennedy station after having just left Ellesmere station. The TTC ultimately decided to permanently close the SRT following the derailment , as the line was to be decommissioned shortly after anyways, and focused on accelerating the service of replacement buses .

Following the derailment, the TTC re-routed basically every bus to go to Kennedy station and Scarborough Center station . This saw the re-introduction of the 903 Kennedy-Scarborough Centre Express  (formerly the 131E Nugget Express ). However, this also caused the bus platforms at Kennedy  to become unnecessarily confusing with Platform A servicing the original bus routes that serviced Kennedy, and Platform B exclusively being for the buses that went to Scarborough Center station. This only became more confusing when half of Platform A was closed , due to the Line 2 Scarborough Extension construction, and caused the bus platforms to be shuffled yet again (so many bus platform patch notes). Also, in my opinion, it makes no sense to make the 985 Sheppard East Express  (formerly the 85E Sheppard East Express  and 190 Scarborough Centre Rocket ) and 939 Finch Express  (formerly the 199 Finch Rocket ) divert their routes all the way south to Kennedy just to go back north to continue their original routes — it just adds so much unnecessary distance and time to their already long service routes.

TTC 9089 (Nova Bus LFS Artic) Operating Route 903 Kennedy-Scarborough Centre Express 

Line 3 Bus Replacement Plan Effective November 19, 2023 

With the Scarborough Subway underway, this extension of Line 2 brings potential for an extension of Line 4 in the future . Although in its early stages of development (the extension plan, not the subway line — ok the line is also the newest), Line 4: Sheppard  is the shortest and least utilized subway line in the entire TTC, and extending it east (and west to Sheppard West  — but that’s another story) to connect with Line 2 at Sheppard station (they’ll have to rename one of the Sheppard’s lol) in Scarborough would drastically increase ridership as it provides a subway line for uptown Toronto (no more overcrowded 85 Sheppard East , 95 York Mills , and 39 Finch East  buses — some of the busiest bus lines in the entire city). Perhaps the Spanish platform  at Line 4 of Sheppard-Yonge station  will finally be put into use.

Proposed Line 4: Sheppard Extention  into Scarborough

Sheppard-Yonge’s Unused Spanish Solution Platform 

The SRT derailed due to a lose power rail bolt that held down the reactor rail  for the linear induction motors. For a more detailed and technical incident report, check out Steve Munro’s article .

Damaged Reactor Rail, due to Loosen Bolt, Causing the SRT Derailment

Derailed SRT 3001 Being Removed from Accident Site

The SRT started as an accident, and it ended with an accident as the SRT was basically on life support (RIP). The remainder cars were purchased by Detroit, USA .

Decommissioned SRT being Transported to Detroit

The Never Ending Completion of Line 5

TTC 6246 (Flexity Freedom) during Eglinton Crosstown LRT Testing Phase

Eglinton LRT Construction at the Don River bridge near Leslie & Eglinton

Eglinton Crosstown LRT (Light Rail Transit)  has been under construction since 2011. I’ll complete this section once it finally opens, but for now just know that Kennedy Station and Eglinton Avenue East have been a chaotic mess and will never be the same.

510 Spadina: The Outlook Ground Zero

UTDC CLRVs Operating Various Routes on a Snowy Street

TTC 4157 (CLRV) Streetcar: 504 King  towards Broadview Station

The Canadian Light Rail Vehicle (CLRV)  and Articulated Light Rail Vehicle (ALRV)  operated Toronto’s streetcar network from 1979 to 2019. Originally manufactured by SIG , CLRVs 4000-4005 served as prototypes for Urban Transportation Development Corporation (UTDC) , the same manufacturer of the Line 3 SRT, to manufacture the remaining fleet. CLRVs 4006-4009 never made it to production as they were used to prototype ALRV 4900, the first articulated CLRV.

TTC 4221 (ALRV) Streetcar: 501 Queen  on Queen Street

The interior of the CLRV and ALRV is pretty iconic. Sitting at the rear gave an amazing view above the cars and presented plenty of seating. Unfortunately, since these streetcars were high floor, the stairs at the doors to get on and off posed a great barrier for accessibility. Also, the bells on these streetcars were so iconic.

Interior of the CLRV & ALRV

Doors with Stairs on CLRV & ALRV

The CLRV and ALRV were custom built and designed to support Toronto’s unique track gauge of 4’ 10 7⁄8” (1495mm), which is 60mm wider than standard gauge 4’ 8 1⁄2” (1435mm), and were a promise to bring back Toronto’s streetcar network after plans to abandon the remaining streetcar routes and convert them into buses in 1966 . This started with the introduction of the CLRV on the 507: Long Branch  route and shortly after on the 510: Spadina  route with a dedicated corridor.

TTC 4428 (Flexity Outlook) Streetcar in Downtown Toronto

With the CLRVs and ALRVs reaching almost 40 years of operation, in 2013, the new Flexity Outlooks from Bombardier  (UTDC got acquired by Bombardier) began to arrive and started replacing the aging streetcar fleet in 2014  with the entire CLRV and ALRV fleet retired by 2019 , marking the end of the legacy Toronto streetcars. These Flexity Outlooks are practically identical to the Flexity Freedom but custom made for the TTC to support Toronto gauge, single side doors, and both a trolley pole and pantograph — more on trolley poles and pantographs below, for Flexity Freedom see The Unique Toronto Gauge section.

Flexity Outlook Interior

The Flexity Outlook had a low floor design, making them accessible (which was an issue with the stairs of the CLRV), and a modern interior to match its modern appearance.

TTC 4057 (CLRV) & TTC 4545 (Flexity Outlook) using Trolley Poles

The CLRVs used trolley poles  to obtain their 600V DC power supply from the overhead wires. Thus, the new Flexity Outlooks came equipe with both trolley poles and pantographs  for them to be compatible with Toronto’s pre-existing infrastructure .

Trolley Pole versus Pantograph

The TTC would gradually convert the entire overhead wiring infrastructure  to support the more modern pantograph system as the new Flexity Outlooks draw more current compared to the CLRV/ALRV predecessors and the trolley poles only acted as a bottleneck to their full potential. When using trolley poles, the Flexity Outlooks would not have functioning air conditioning, reduced vehicle performance, and often disconnects from the overhead wires .

TTC 4453 (Flexity Outlook) using Pantograph on 510 Spadina 

TTC 4429 (Flexity Outlook) using Pantograph with Trolley Pole Retracted

By November 2020, 80% of overhead infrastructure had been converted to being pantograph compatible with the entire system expected to be converted by 2025. This meant that for a period between 2014 to 2019, before the CLRVs were officially retired, not all routes were pantograph compatible. Not to mention, the CLRVs only supported trolley poles and were limited in operating the few routes that still supported them. This transition period required the TTC to carefully allocate their streetcar fleet.

Overhead Danger Sign to use Trolley Pole (Section Not Yet Upgraded)

In August 2018, a flash flooding event  damaged nine streetcars, with two (4471 & 4478) sustaining heavy damages and sent to Bombardier for major repairs after being covered in two meters of water. TTC 4471 and 4478 will most likely never return to service the streets of Toronto and passengers again.

TTC 4478 (Flexity Outlook) in Flood Water on King St

TTC 4471 (Flexity Outlook) at Bombardier’s Thunder Bay facility (likely decommissioned)

TTC 4471 (Flexity Outlook) Streetcar: Before Flooding Incident on 510 Spadina 

Whenever a streetcar breaks down, if it hasn’t derailed (like 4464 below), the streetcar gets towed by one of its fellow streetcars.

TTC 4464 (Flexity Outlook) Streetcar: Derailed Following a Motor Vehicle Collision

Much like trains, streetcars can chain together and allows for a working streetcar to tow the broken one to the maintenance yard.

TTC 4245 (CLRV) Streetcar Towing 4205 for Repairs

Once a streetcar has derailed, it is a different story as the streetcar needs to be rerailed before it can be safely towed away, and rerailing a derailed streetcar is a long and complicated process.

TTC 4404 (Flexity Outlook) Streetcar Being Rerailed Following Derailment on King St in 2016 

Due to many streetcar routes operating on streets without a dedicated streetcar corridor, streetcars tend to often be delayed as they get stuck in traffic attempting to share the roads with regular vehicles. This has been exaggerated by the fact that the Flexity Outlooks are longer than the previous CLRVs, taking up more road space from cars.

And sometimes they don’t get along too well together…

Car Wedged Against TTC 4408 (Flexity Outlook) Streetcar

The Diesel Demons

Orion VII OG Stored at Eglinton Bus Garage 

The Orion VII  dominated the roads of Toronto in the 21st century with the TTC operating the largest fleet in North America. These diesel powered buses were reliable and had a similar internal layout to the present Nova Bus LFS models  that roam the streets (as of writing this). Built by Orion Bus Industries , these diesel demons were ordered in 2002 and hit the roads in 2003; being primarily assigned to the Birchmount  and Eglinton  bus garages.

TTC 1082 (Orion VII OG HEV) Operating Route 131E: Nugget Express 

TTC 7555 (Orion VII OG) Operating Route 34C: Eglinton East 

The interior of the Orion VII is pretty standard and is unique because of the iconic raised seat at the rear. Due to the size of the Detroit Diesel Series 50  engine located at the rear, the Orion VII OG featured a high seat in the middle of the rear most row to accommodate the taller engine. Sitting in this seat was loads of fun and is nicknamed “The Orion Throne” from its elevated viewpoint. This seat is heavily missed 😭

Orion VII OG Interior and Iconic High Seat at Rear

The Orion VII OGs were truly an image of the TTC, and the City of Toronto. These diesel demons roared down the streets and riding in one was truly like a rollercoaster. With the massive success of the Orion VII OG, the next generation was introduced (quite literally).

TTC 8116 (Orion VII NG) Operating Route 24: Victoria Park 

TTC 8136 (Orion VII NG) Operating Route 169A: Huntingwood 

The Orion VII Next-Gen (NG)  was a redesign hybrid model of the Orion VII OG, hence the term OG for Original. The Orion VII NGs were added in 2010 and continue to serve passengers today, although moments from retirement, with an identical interior to the OG except for the high “Orion Throne” seat.

TTC 8193 (Orion VII NG) Operating Route 69A: Warden South  Leaving Warden Station 

Orion VII NG Interior: No Rear High Seat

Unfortunately, in 2013, Orion’s parent company announced its withdrawal from the market  and with the aging bus fleet  the TTC turned towards Nova Bus  for its next batch of bus orders. This is also the first time the TTC will be adding articulated buses into its fleet with the addition of the Nova Bus LFS Arctic . The order for Nova Bus LFS  and LFS Arctics were placed in 2013, with them hitting the roads in 2015 to slowly push the Orion VIIs into retirement in 2017. Nowadays, the rebuilt Orion VII OGs are only found in the Toronto’s west-end along routes assigned to the Mount Dennis bus garage  (14 , 29 , 35 , etc.) with the Orion VII NGs still being found along the Scarborough routes assigned to Malvern bus garage  (116 , 86 , 38 , 95 , etc.).

TTC 8501 (Nova Bus LFS) Operating Route 22A: Coxwell  with TTC 3755 (BYD Auto K9M Electric ) Operating Route 70C: O’Connor  Behind

TTC 7087 (Nova Bus LFS HEV ) Operating Route 97B: Yonge 

TTC 9134 (Nova Bus LFS Arctic) Operating Route 36: Finch West  with TTC 1087 (Orion VII OG) Operating Route 53: Steeles East  Behind

The Nova Buses featured a practically identical interior to the Orion VII predecessors with the main difference being an extra pair of seats behind the driver’s cab. The Nova Bus LFS Arctic has a slightly different interior layout compared to the diesel LFS and hybrid (HEV) LFS with the main difference being the additional seating found in the Arctic.

Interior of Nova Bus LFS Arctic

Much like their streetcar counterparts, TTC buses too find themselves in some crazy predicaments and accidents. Here are some notable ones:

TTC 7807 (Orion VII OG) vs 4062 (CLRV) @ Main St / Danforth Ave

TTC 1665 (Orion VII NG) Crashes into Scarborough House

TTC 7100 (Nova Bus LFS HEV) and 7303 (New Flyer XDE40 ) Collide in Flames with Stolen Car on Bathurst

TTC 9003 (Nova Bus LFS Arctic) Crashes into a Hydro Pole

Before the PRESTO Era

Dundas Station Fare Gate in 2017

Before PRESTO  became mainstream, the TTC used tokens, tickets, passes, and Metropasses . A TTC token granted one adult fare, a day pass granted unlimited fares for a group for one day, and a Metropass granted unlimited fares for a month (hence the name).

TTC Token Made by the Royal Canadian Mint  - About Same Size as a Dime

TTC Token Vending Machine

TTC Square Ticket - Senior/Student (also an Adult and Child variant)

TTC Day Pass - Date of Use Must be Indicated

TTC Metropass - A: Adult, P: Post Secondary, S: Senior/Student

The TTC also used paper transfers which would be given by the bus or streetcar driver upon request, or self-obtain at any station. The paper transfers obtained from a bus or streetcar would indicate the route, date, TTC service day of the year, and whether it was morning, afternoon, evening, or night. The color of ink used would also change daily. With the TTC having numerous bus and streetcar routes and having to print these transfer stacks for every day of the year, plus morning, afternoon, evening, and night variants, you can imagine just how many of these had to be printed and the costs associated.

TTC Streetcar Transfer

Transfers from a station are obtained from a machine and would have the time and station printed on them. These transfers made for some quick origami while on the TTC. Sometimes these machines would glitch out.

TTC Station Transfer

Transfer Machine Experiencing a Crisis

In 2010, the TTC fare price was the following:

The TTC would typically increase fare prices annually depending on their annual budget, $0.25 in 2010 , $0.05 in 2014 , $0.10 in 2015 , etc. and with each price hike, the TTC would modify the look of the tickets to distinguish the price that the ticket was bought at for. An example of this would be with the child tickets. Originally colorful pre-2010, the updated ticket had a purple background (I literally cannot find a picture of this on the internet 😭) and in 2014 a new rectangular design was introduced . In 2015, the child fare was made free and hence no longer required a ticket, so these rectangular child tickets were extremely short lived (and made finding pictures difficult).

Evolution of TTC Child Ticket

In 2014, the new TTC tickets were twice as long compared to the older versions , giving them a rectangular shape. This new design allowed the tickets to be validated on the new Flexity Outlook streetcars which entered service in the same year. Using these tickets, the ticket would get stamped by the fare machine found in the streetcar or at the streetcar stop and the stamped ticket would be your transfer and POP (Proof of Payment ).

Validated Stamped TTC Ticket

2014 Streetcar Fare Machine

2016 Streetcar PRESTO Compatible Fare Machine

Outside Fare Machine at Streetcar Stop on 510: Spadina 

In 2016, the TTC officially rolled out PRESTO and began to mainstream it, however, PRESTO was first introduced back in 2012 . Buses and CLRVs/ALRVs became equipe with PRESTO card readers and a new PRESTO compatible fare machine was given to the Flexity Outlook streetcars. All streetcars accepted PRESTO by 2016 , and buses followed in 2017 .

PRESTO Card Designs : Green (2015) - Black (2017)

Original 2016 PRESTO Card Reader

New 2022 PRESTO Card Reader to Support Debit/Credit Cards 

In 2017, the fare gates at all stations were upgraded  to the current “paddle-style” with PRESTO support and fare machines were swapped to the current PRESTO Self-Serve Fare Vending Machines. During the same time, Collector Booths began to be phased out .

New 2017 PRESTO Paddle Style Fare Gate

PRESTO Self-Serve Fare Vending Machine

Before the PRESTO era, the TTC had turnstile and high gate fare gates that accepted tokens and Metropasses with ticket and cash fares going through the Collector Booth. On buses and streetcars, a fare box would be positioned by the driver as passengers got on.

Turnstile Fare Gates at Bessarion Station  in 2011

High Gate Fare Gates at Don Mills Station 

Token Deposit and Metropass Reader at Fare Gates

Fare Box at Collector Booth - Same Fare Box is Found on Buses & Streetcars

In November 2019, the TTC stopped selling all legacy fare types  (tokens, tickets, passes) and by June 2025 will no longer accept these legacy fare types  as Line 5: Eglinton Crosstown LRT  and Line 6: Finch West LRT  will not be able to accept them. Truely the end of an era.

Random History of the TTC

Before I go into some random history of the TTC, I highly suggest you to go watch these two videos by notsmoothsteve  and RM Transit by Reece Martin :

• Toronto Gauge: The TTC’s Unique Distance Between Rails  (history lesson on Toronto’s unique streetcar tracks)
• Why Toronto Removed a Subway Line and Why It’ll Be Okay (Eventually)  (history of the Scarborough RT)

Line 1: Extensions North

Toronto Rocket Outside on Line 1 in Midtown Toronto

The Yonge-University line (Line 1)  opened in 1954 and ran from Union Station  to Eglinton Station .

In 1963, it was extended to St. George Station  and gained the name “Yonge-University” as it ran under Yonge St and University Ave.

In 1978, it was extended north to Wilson Station  and was renamed the “Yonge-University-Spadina” line.

In 2017, it was extended north to Vaughan Metropolitan Centre Station  and Line 1 is where it is as of this article.

Line 2: Extensions East

T1 Subway on Line 2 Crossing the Don Valley  on Prince Edward Viaduct 

The Bloor-Danforth line (Line 2)  opened in 1966 and ran from Keele Station  to Woodbine Station .

In 1968, it was extended west to Islington Station  and east to Warden Station .

In 1980, it was extended west to terminal station Kipling  and east terminal station Kennedy  and Line 2 is where it is as of this article.

Subway Crash on Line 1

Damaged Subway Car at Wilson Yard after Colliding into Rear of Stationary Subway

In 1995, the TTC experienced a horrific fatal accident that lead to the death of 3 passengers with 30 others being injured . Known as the Russell Hill accident , a southbound subway on Line 1: Yonge-University ran a red signal (known as SPAD - Signal Passed at Danger), between St. Clair West  and Dupont stations , and the train stop  arm failed to trigger the subway’s emergency brakes, leading to a crash with the rear of a stationary subway at a red signal.

Interlocking Signal SP82/X4 at St. Clair West Station Northbound - Same Type of Signal but Southbound SP77/X38 was Misread and Lead to the 1995 Accident

Following the accident, the defective Ericsson train stops were corrected and better grade timing signal  training was introduced to all subway operators with a change to the TTC’s signaling system .

Russell Hill Memorial Plaque

The Russell Hill accident remains as the deadliest rapid transit system accident in Canadian History. Short Video Documentary Here 

The Crash that Changed the Law

Wreckage of TTC Bus After Colliding with a Lakeshore East GO Train

I was once told that the reason why TTC buses stopped and opened their doors at railway crossings was because of a horrific crash that involved a TTC bus and GO Train. I can confirm that this story is not a fairy tale as in 1975, a TTC bus operating route 86: Scarboro  (this was before 86 Scarborough was rerouted to Kennedy station as Kennedy extension opened in 1980) stalled on the tracks at St. Clair Ave E & Kennedy Rd  and was torn apart by a westbound Lakeshore East  GO Train. 9 passengers were killed with 16 others injured, resulting in major changes being made.

The level crossing  at St. Clair Ave East was changed to an underpass with nearby level crossings following suit and being grade separated.

St. Clair Avenue East Underpass near Scarborough GO station  — Original Accident Sight

Midland Avenue Underpass

Eglinton Avenue East Underpass near Eglinton GO Station 

The Ontario government also amended the Highway Traffic Act  to mandate all buses to stop at unprotected railway crossings (no arms or warning signals) with school buses required to stop at all railway crossings regardless of it being protected or not.

The TTC, much like other transit agencies, went above the MTO’s (Ministry of Transportation of Ontario ) standard and adapted the mandate for all of their buses. This was the general procedure for TTC buses for the last ~50 years.

TTC 1738 (Orion VII NG) Operating 190: Scarborough Centre Rocket  Crosses R/R Crossing on Sheppard Ave E before Converted to Underpass

In 2013, a similar and just as horrific accident happened in Ottawa where a double-decker  OC Transpo  bus crashed with a VIA Rail train , killing 6 passengers. OC Transpo did not, and still does not, mandate its buses to stop at protected railway crossings.

Wreckage of OC Transpo vs VIA Rail Collision

Following this, the question was raised to whether buses stopping at protected railway crossings would be safer and potentially have prevented this collision. The conclusion, no — it actually “might be more dangerous to do so” according to the report . This is probably due to the improvements to the automated warning signals equipped at all major railway level crossings today.

GOT 631 Heading North on Barrie Line 

In 2024, the TTC updated its railway crossing procedure for TTC buses  and no longer requires them to stop at protected railway crossings as per the MTO standard . This, much like many TTC riders and drivers , was a shock when in November 2024 TTC buses would suddenly zoom right through railway crossings, leaving us in disbelief, expecting it to slow down, stop, and open its front door as it always has. At first it seemed like a step backwards, but this has actually been the procedure for many transit agencies around the world, including GO Buses .

TTC 7660 (Orion VII OG) on Sewells Rd Suspension Bridge in Morningside Heights

Random Stuff about the TTC

The Spadina Stations

Spadina Station Entrance

Spadina Station connects to both Line 1: Yonge-University and Line 2: Bloor-Danforth via a walkway corridor. There used to be a moving walkway in this corridor, however, it has since been removed and markings of the walkway can be found. For more information, I suggest checking out notsmoothsteve’s video on “The Two Spadina Stations” .

Walkway Tunnel Connecting the Spadina Stations with Traces of a Moving Walkway

Bay and Lower Bay

The Abandoned Platform in Lower Bay Station

Underneath Bay Station lies an unused subway platform known as Yorkville or Lower Bay . Lower Bay was only used for half a year before it was decommissioned following a failed pilot project . This unused platform is now used to host events, film videos, training exercises, and many other things!

1966 Failed “Tri-Way” Subway System

The Rocket Network

TTC 8621 (Nova Bus LFS): 86E Scarborough Express  in 2017

TTC 8003 (Orion VII OG): 192 Airport Rocket  in 2015

Before the Express Bus Network  was established in 2018, which utilizes the 900 series bus routes, the express network included the “Rocket Network,” with bus routes utilizing a form of 19X (where X is a integer from 0 to 9 - ex// 198 UofT Scarborough Rocket ), and an E or Express variant of the local route such as the 86E (986 ), 116E (replaced by 198 , and now 905 ), 54E (954 ), 95E (995 ), etc.

Signal Passed at Danger (SPAD)

Interlocking Signal X58 at Museum Station 

The TTC uses a traditional Automatic Block Signaling (ABS)  system and has been converting to the modern Automatic Train Control (ATC)  system with Line 1 being fully converted in 2022  with plans to convert the entire subway system . Regardless of signaling system, SPADs  are taken very seriously.

Interlocking Signal Y486/X42 at Lower Bay Station 

To keep it brief, ABS uses Fixed Block Signaling  which divides the system into “blocks” with a minimum two block distance between each subway (special circumstances at a ST (Station Timing) signal  may permit a one block gap).

Block 121 is Occupied so Blocks 117 & 119 are Red

ATC is more automated and maintains a constant moving block between each subway. This allows for more subways to operate simultaneously and carefully monitors the location of each subway.

Toronto Rocket Subway is ATC Compatible

When the signal is red, the train stop  (T-shaped arm), located at the base of the track next to the signal, is raised to the “up” position and is only lowered when the signal changes. When a subway commits a SPAD, this train stop will “trip” the emergency brakes of the subway, preventing it from colliding into the rear of another subway (like the 1995 Russell Hill accident)

Train Stop with Arm Raised at Union Station 

Sometimes there might be workers in a section of track. This is indicated to the driver with light beacons placed in the middle of the tracks and overrides the speed limit for that zone.

Beacons Placed by Workers Indicating to Proceed Slowly and to Blow Subway Horn

Here is a table of all the possible TTC signal combinations. The common ones you would normally see besides the typical 🔴Red, 🟡Yellow, and 🟢Green would be:

• 🟢Green / 🟢Green
• 🟡Yellow / 🟢Green
• 🔴Red / 🔴Red
• 🟡Yellow / 🟢Green / ⚪Lunar
• 🔴Red / 🔴Red / ⚪Lunar

Again, the video does a really good job at explaining this section so I recommend that you go watch the video: How the Toronto (TTC) Subway Train Signal System Works 

The Unique Toronto Gauge

The subways on Lines 1, 2, & 4 and streetcars all use the unique Toronto gauge  for their tracks. Toronto gauge is 4’ 10 7⁄8” (1495mm) which is 60mm wider than standard gauge 4’ 8 1⁄2” (1435mm). Thus, the CLRV, ALRV, Flexity Outlook, and Toronto subways are all unique to Toronto’s rail system. Not only are the tracks different, but they also use a single point switch which would often get stuck, leading to streetcar operators to manually switch the rail.

TTC 4236 (ALRV): Streetcar Operator Manually Switching the Rail

Toronto Gauge Single Point Rail Switch

The Flexity Freedom LRT used on Line 5: Eglinton and Line 6: Finch West  use standard gauge and is compatible with regular train tracks. The Grand River Transit (GRT)  ION uses the same Flexity Freedom LRT model as the Eglinton LRT and the ION shares its tracks with Canadian National (CN)  as CN sends a cargo train weekly to northern Waterloo to service the refineries.

GRT ION 504B (Flexity Freedom) in Downtown Kitchener

CN Freight Train Entering University of Waterloo ION Station

Closing

And that’s it, thanks for reading! This took quite some time to write. If there’s anything you want to inquire about (General, DMCA, etc.), reach out to me!

Email: gu.rongbin99@gmail.com

St Andrew Station Entrance on a Rainy Night

Links to the TTC’s Current Bus, Subway, and Streetcar Fleets

Bus (*articulated)

Streetcars (*articulated)

Subways

LRVs (Light Rail Vehicles)

Last modified: 2024/12/24 by Rongbin Gu