The full set of delay logs for 6 Finch West found their way to me recently. The first six days were published in a previous article:

• 6 Finch West: Six Days of Delays

The full set is available in a PDF here. These have been condensed substantially to make browsing easier and to focus on the location, type and duration of delays and incidents.

• Line 6 Delay Logs 2025.12

Many of these delays are short enough that they are not reported to the public via service alerts, but there was a period from December 29-31 when no alerts for Line 6 were issued at all.

A common pattern through the month is that most of the delays are due to infrastructure or equipment failures.

• Inoperative or non-responsive switches, especially on snow days.
• Emergency braking caused by overspeed conditions. Some of these could be false positives, or could indicate an aggressive enforcement of speeds.
• Emergency braking caused by passengers reopening doors. This is a common practice on streetcars, and a design that causes delays through normal passenger behaviour clearly needs a rethink.
• Positional problems at stations caused by spin-slide braking which triggers misreporting of vehicle location.
• Cold cars.
• Many error codes appear on the operator consoles, and these are cleared by “remedial procedures”. There is no discussion of why these happen, and because maintenance is not handled by the TTC, there is no transparency to that part of the operation. An obvious problem is that if normal procedure is to treat error codes as spurious, they lose their meaning and importance.
• Failed communications both of hand-held radios and of the control/signalling system.
• No equipment available. The Line 6 fleet is 18 cars of which 15 are scheduled for peak service.
• Inability to maintain schedule.
• Washroom and work breaks for operators. This implies a scheduling problem which is accentuated by perennial delays on the line.

Operational issues with restrictive speeds at intersections and delays due to traffic signals are not logged as delays except for overspeed incidents. The one exception is a log entry from Christmas Day when by mid-evening the entire line was running about 49 minutes late. This is not a heavy traffic day, but the problem illustrates the mismatch between the line’s design and even the padded schedule that was implemented.

Metrolinx has been silent on the question of reliability of components that lie with its P3 partner, Mosaic, or of any work plan to address shortcomings in the vehicles, systems and infrastructure.

City Council supports changes to the traffic signal behaviour to provide aggressive transit priority, and a report on this is due early in the year. Once that comes out, we will see how much of the original design is due to foot-dragging by car-oriented planning in the Transportation Services Department who are responsible for the signals.

A detailed analysis of service such as I have provided for other TTC routes is impossible because there are no tracking data for the Line 6 vehicles. This is a problem even for the TTC who have no way to review the line’s operation, and for trip prediction apps. This is a glaring oversight that should be corrected as soon as possible to improve real-time rider information and to allow retrospective analysis of operations.