Why Toronto’s Line 1 Still Matters | Opinions [CC]
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Why Toronto’s Line 1 Still Matters | Opinions [CC]

Hey guys welcome back to the channel. So today
I was really questioning what topic I should make a video on, I was thinking a bit about
Ottawa, thinking a bit about Montreal but, then came back to Toronto. Now one thing that
I don’t think gets talked a lot about enough is Line 1, now of course Line 1 does get talked
about in some ways. We often talk about how it doesn’t have enough capacity, how it’s
kind of . . . its the crown jewel of the TTC, but theres a lot of negative connotation and
I don’t actually think we talk about the future. When we talk about the Relief Line, we often
talk about the Relief Line like it’s going to become the new premier line in Toronto
and it’s gonna solve every problem in the TTC system and it’s gonna become like the
most critical subway line but, the reality is thats really not the case. You see, while
the Relief Line will definitely take a bunch of people off Line 1 because people often
get to Line 1 via a bus and so people coming from the East and perhaps a few coming from
the North will now be able to take the Relief or Ontario Line instead of Line 1. Which means
yes indeed there will be a lot less riders coming onto Line 1. However, what people don’t
seem to understand is that this doesn’t change the reality that Line 1has been around for
over 50 years and the entire city has been shaped by it. I really recommend people to
just go and walk up Yonge Street you can just start at the lake and go all the way up to
Finch and even go beyond Finch, it’s a couple hour walk but, it will really give you perspective
on why Line 1 will never ever become this, you know underutilized line or why no matter
how powerful and how big the Relief Line is Line 1 will still be very busy. It’s because
along the whole route there is a ton of very high density development. The thing you will
notice if you walk from the Lakeshore all the way up to Finch and perhaps even beyond
up to Richmond Hill Centre is that theres just a ton of development and the reality
is, knowing as I’m someone who’s lived pretty close to Line 1 before there’s 0 chance that
someone who lives close enough to just walk or perhaps take a short bike ride to a subway
station is ever going to get on a bus, kind of jog out to the East and get on the Ontario
Line. Which means that already these kind of baseload people who are living near Line
1 are never going to get off Line 1 and get on a bus and go head over to the Relief Line.
That means that Line 1 is always going to be busy, and Yonge Street has a TON of new
developments coming online. Not to mention that Eglinton and Sheppard etc. all feed into
Line 1 so it’s pretty critical that we continue to upgrade it even after the Ontario Line
opens. So I guess this video is about, what do we do to take Line 1 and kind of build
it out to it’s fullest capacity. Many people talk about Line 1 like we are anywhere near
its total capacity but, I actually really don’t believe that’s the case, of course,
we will need to spend a lot of money in order to upgrade different pieces of the line but,
when you consider the cost and the fact that Yonge Street is Toronto’s most critical corridor
and so beyond just building a new line underneath the Yonge Line the best chance we have to
kind of upgrade the capacity and improve the experience is just to piecemeal slowly upgrade
Line 1 up to the standards of some of the greatest metros in the world. So here are
some of the changes I think I’d propose in order to bring that capacity up to the next
level and when I say the next level I mean I think that LIne 1 could do over 40,000 people
per direction per hour, where it’s currently sitting at I think about 30,000 so thats a
pretty significant increase let’s talk about that. So the first thing we can do is add
additional cars to the Line 1 trains now this alone will not give us that much more maybe
another 2000 people per direction per hour, however, there is room on the Line 1 platform
for a little bit of a longer train. In addition, once ATC’s online that’s of course not a problem
because the train can be aligned perfectly every time or . . . relatively perfectly.
We can also consider trains that have a slight overhang on both ends of the platform in which
we can fit a piece of car that has a bunch of seats in it that just adds to our overall
capacity. Next up we can go to kind of longitudinal seating i.e. the bench seating where you have
people facing inwards on the train that will allow for a lot more standees and increase
capacity, even more, I believe that and the longer train alone should add about 3000 people
per direction per hour generally if we just increase the amount of crowding on Line 1trains
we could increase the people per direction per hour but, I’m trying to keep the standard
of how busy a train can get before people just aren’t willing to get on it the same.
So beyond that platform screen doors is another thing that we can not only seriously consider
but, that will be required in the future on Line 1 to handle all the patronage. So the
first thing we’ve gotta do is decide where do we want the doors on the trains once we’ve
decided our final train configuration we can install platform screen doors and then we’re
pretty much going to have to keep the door arrangement the same because of course platform
screen doors are designed around the door arrangement on the train. Now once we have
platform screen doors trains will be able to enter and leave stations at full tilt acceleration
their not going to have to slow down to enter a crowded platform etc. and this will maximize
our peak capacity, that’s probably another 1 or 2 thousand people per direction per hour.
Now beyond all this theres a lot of other things we can consider to just improve the
capacity on Line 1. Another thing we need to consider is upgrading stations in the downtown
core one thing you’ll notice in other systems especially the SkyTrain where I am from in
Vancouver is that they’ve actually done extensive renovations of the most critical stations,
adding significant numbers of escalators and the like. One thing that’s crazy if you look
at it is that most of Toronto’s downtown stations still have very limited vertical access. So
adding things like two escalators per platform and elevators and redundant elevators these
are all critical things. If you look at a station like Dundas that could use a whole
other concourse area, as well as College could also use that, in fact pretty much every downtown
station on the Yonge Line could use significantly more passenger waiting and access areas, plus
given the fact that there are lots of developments along Yonge Street it’s not unreasonable to
expect that some of them could incorporate such areas. Now along with the train access
improvements, I’ve mentioned before: the platform screen doors, the increased train length,
and the like . . . we can start to see a Line 1 that can carry 40,000 people per direction
per hour and depending on how flexible we are if we extend the platforms a little bit
more we could potentially have even longer trains and then have of course even more capacity.
Anyways though guys I think thats it for today, I hope you enjoyed this video, I was just
trying to banter and tell you what my thoughts were about Line 1 and how we can increase
its capacity I don’t know if the TTC has really been creative enough with that given that
when you look at a lot of systems around the world you can do selective door opening, or
an A-B shift where you have the first 6 cars open at one station and then the last 6 cars
open at the next station, something like that. There’s a lot of options for how to improve
our capacity we just have to be willing to try them. ANyways thanks for watching the
video guys, and have a good night.


  • Aefzhe Valai

    Who ever said that line 1 is useless. I think it's the most important one and always will be because it's the backbone of the system. I think the Sheppard line right now is quite underutilized

  • GlobalFoodAction

    I wonder how much consideration is being given to reducing the ratio of new development happening downtown compared to the rest of the city. Since when we talk about line 1 congestion, we are really talking about swarms of people heading downtown and outbound during both rush hours.

    We are multi-hub city, if you consider Yonge & Eg and North York as other "mini-downtowns". But those spaces are increasing in residences much more than in officers. Scarborough doesn't have the transit yet, but soon the Golden Mile will be a prime location. Islington area is also building up a bit.

    So perhaps having much of the new officers spaces in other transit convenient areas would help alleviate a lot of the strain. I see North York Centre (line 1 & 4 & Highway 401), Golden Mile (line 5, DVP), Yorkdale (line 1, Highway 401 & Allen), Scarborough Town Centre (line 3, Highway 401), and Islington (line 2, QEW, Highway 427) as 5 prime locations within 5 years for dense office spaces with top ammenities. This would offer cheaper office spaces, some reduced pressure on downtown core, and the opportunity to build up 5 world class CBDs (central business districts).

    Just my opinion.

  • mmkenny1694

    I really think the ultimate upgrade to line one should be additional tracks along side the existing. Not only for more trains but perhaps for express service. Granted that though. It's very expensive to add tracks to existing. To me that seems the best solution

  • Richard Li

    Is this a realistic future ttc map? Please look at it
    It took a while to make

    I'm probably really annoying to you

  • Jun Liu

    First I agree that new subway stations need to install the platform screen doors. But the main purpose of the screen doors are not to reduce the gap between trains. They help to save the electricity energy and air circulation in the station. Yes train may enter the station in the full speed. But that will not reduce the gap by a lot. Second I don't agree to add one small tail car in the back of the train, especially in underground stations. Doing so have to shut down the entire subway station for years unless 8 or more car platform space, subway garage space had been built at the begining. If you have the money and time to shut down and rebuild the entire line 1, why not build another line that is parallel to line 1, For example, one line goes along the Bathurst St, that way, we will have an alternative line to line 1, which will significantly reduce the congestion on line 1.

  • Thulasi Krishnan

    One argument against increasing the capacity of Line 1 is the delay it already deals with at peak times due to medical and other emergencies. There's an emergency at Yorkdale, you're stuck at Rosedale and these are about 20 stations apart. The whole line just freezes. Granted, they're pretty quick to clear it but the delays have become a feature more than a bug these days.

  • CJD

    You mentioned ATC (Automatic Train Control) but didn't talk about how it can allow trains to safely travel significantly closer together which DEFINITELY would increase capacity.

  • rob mausser

    ATC upgrades will increase frequency, but the question always comes up if we can add a 7th train car with ATC and the TTC never seems to answer that. Technically there is JUUUST enough room on the platforms for a 7th car, the ends of the train would just poke out the stations, but all the doors would hit the platform. Right now its not possible because drivers cannot stop accurately enough, they need a small buffer area. With ATC they can stop on an inch, and thus not only would ATC provide more frequent service, im hoping that Bombardier could procure and add a 7th module to the existing TR trains, and that would improve capacity even further.

  • T D

    Off topic. Would really be interested in a Millennium line extension and future of B-lines video.
    Do you think selling the Millennium line to a private entity could make the UBC extension a reality? Maybe sell the Millennium to UBC.

  • Joseph Muglia

    In order to relieve conjestion, they should add an additional express lane in the middle….Finch – Sheppard – eglington – YB. All station south of Bloor will have all stops. NYC has this. I also believe Bay St should have a Subway line beneath it. Line 1 should branch off. Call it 1A or 1B.

  • Robert Morley

    What idiot named the Yonge line and the University lines Line 1? Might as well call them all Line 1 and complete the confusion.

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