Given the track record of transit projects in this city taking far too long, it’s hard not to feel a sense of cautious optimism now that the Finch West LRT is finally open. It represents a massive investment in a part of the city that has been overlooked for years, but after riding it end-to-end, my takeaway is that it is a good addition that remains deeply flawed. It currently feels less like a seamless extension of the TTC and more like a separate system struggling to find its place in the city’s transit hierarchy.
The Ride and the Trains
Riding the full loop makes it clear that this isn’t exactly a high-speed journey across the city. The trip takes about 50 minutes end-to-end, and while the trains are modern, they fall into the “nice but not great” category. The seat cushions are surprisingly soft and comfortable, but the interior layout is a bit of a squeeze. They used the quad seating arrangement found on the newer streetcars, but there seems to be even less legroom between the facing pairs of seats.
This cramped feeling is emphasized by the stop spacing; several pairs of stops are located so close together that the train barely has time to gain momentum before it’s time to slow down again. Between the long travel time, the tight seating, and the current headways, it doesn’t yet feel like the most efficient or comfortable way to move through the corridor.
Reliability and Stability
Reliability is also a significant work in progress. On my ride, the westbound trip was smooth with a reasonable number of people on board, but the return journey was much more frustrating. A “mechanical issue” announcement quickly escalated to a “no service” update, leaving me stuck on a much quieter eastbound train for almost 20 minutes before the issue finally cleared. For a new system, these kinds of growing pains are a major hurdle. Riders need to know they can actually depend on the line for a commute, and right now, that stability isn’t quite there yet.
Design and Communication
The line struggles with a disconnect between its design language (the branding and aesthetics) and its practical design (how it actually functions). The Metrolinx influence is everywhere, from the style of the stop infrastructure to the maps themselves. Because Metrolinx built the line, they seem to have insisted on using their own mapping, which shows the subway, GO Transit, and LRT lines but completely omits the bus and streetcar routes that provide essential local connections.
This identity conflict makes communication confusing. Surface modes usually use street names for stops, but the use of neighborhood names here can be disorienting for non-locals. Additionally, the bilingual announcements feel half-translated; while the instructions are in French, the names themselves—even descriptive ones like Finch West—are only given in English. There is also confusing communication at terminals, where the train announces it is “out of service” while the operator likely switches ends, which is misleading for riders when the train is just turning back for another run.
Governance and Necessary Improvements\
Ultimately, the major problems with the line feel like they stem from the project level and governance rather than the physical infrastructure. Because Metrolinx is responsible to the provincial electorate rather than just the City of Toronto, there is a disconnect in how the project is implemented for local riders. The P3 model used for the project also clearly lacked enough oversight, which is something I plan to write more about in the future.
Despite these critiques, the Finch West LRT has the potential to be a great piece of infrastructure if the right changes are made. To get there, we need to see three practical improvements:
- Transit Signal Priority (TSP): To keep the trains moving through intersections without being held up by traffic lights.
- Better Headways: Reducing wait times between trains to make the service more reliable.
- Realistic Speed Limits: Raising the speed limit to something more practical for a dedicated light rail corridor.
If the city and the province can address these operational and governance hurdles, the line can finally become the integrated transit link that Northwest Toronto deserves.
Note: I reached out to TTC Media Relations via email to request comment on rider complaints, average dwell times, and the agency’s initial insights since the line’s opening, but I have not received a response.