The ink was barely dry on the TTC’s recent proposal that service on the SRT end in mid-2023 when the inevitable question was posed: what should be done with the infrastructure and right-of-way afterwards?
A scheme floated several years ago would have converted the elevated structure between McCowan and Midland Stations to something like the High Line park in New York City. That is certainly an option once the line is no longer needed to carry transit vehicles.
At the City Council meeting of February 3-5, 2021, Councillors Josh Matlow and Paul Ainslie, never fans of the Scarborough Subway, proposed the following motion. Council ran out of time and debate was deferred to a future meeting. However, the issues here deserve attention now, specifically at the TTC Board meeting planned for February 10, 2021.
Councillor Josh Matlow, seconded by Councillor Paul Ainslie, recommends that:
1. City Council request the City Manager to report to the June 1, 2021 meeting of Executive Committee on options for Scarborough transit that includes a:
a. technical assessment of moving forward with the Scarborough Light Rail Transit, including length of construction time and new platform location at Kennedy Station;
b. feasibility study and cost estimate of converting the elevated Scarborough Rapid Transit structure to an above-grade Bus Rapid Transit; and
c. feasibility study and cost estimate of removing the elevated Scarborough Rapid Transit structure and operating a Bus Rapid Transit at-grade.
2. City Council request the Toronto Transit Commission Board to release the “Integrity Assessment for Life Extension/Continued Operation” report by Bombardier, in partnership with WSP Canada Inc. and CH2MH, referenced in the Fleet Life Extension – Line 3 Scarborough report to the Toronto Transit Commission Board on May 8, 2018 to City of Toronto residents as a public attachment to the aforementioned item on the Toronto Transit Commission’s website.
The likelihood that Council would approve another study of the LRT option for this corridor is dim, at best. This is an extremely contentious issue debated many times under clouds of conflicting information about various technologies. While I have always supported the LRT option going right back to its origin fifty years ago, I have no illusions that we are about to see it emerge soon, if ever as a contender.
Doug Ford’s government took control of the Scarborough Subway Extension project and will bull through with it no matter what. According to the most recent Infrastructure Ontario update, the contract for tunneling will be awarded in spring 2021, and it is hard to think of anything that will derail this. Cost overruns and delays may be in the future, but far too much political ego is on the line to change course today barring a financial catastrophe that prevents the SSE (and many other projects) from going ahead.
At this point, a review of the work involved to reactivate the LRT proposal would be a diversion. That ship has sailed. Also, to be quite blunt, in the current political climate it is likely than any LRT study would be tweaked to present a worst case scenario.
However, the BRT proposal is worth study, and this should begin immediately to inform the plans for a bus replacement service. Conditions on segments of the line differ, and this should not be seen as an “all or nothing” situation.
Updated February 15, 2021 at 1:00 pm: A section has been added at the end of this article including the decisions taken at the February 10 TTC Board meeting as well as a few additional diagrams from the staff presentation.
In a report to the TTC Board for its meeting of February 10, 2021, management recommend that the Scarborough RT line, long beset by problems through its initial design and advancing age, be closed in 2023. Buses would replace the RT until the subway extension to Sheppard & McCowan opens in 2030.
Staff would consult with the community and Council about plans for replacement services, but the fundamental decision to close the SRT would not be on the table.
The next report with a final recommendation would come to the Board in fall 2021.
This article does not contain any commentary on the political fallout from this recommendation. I will leave that for another time.
Although the TTC planned to keep the SRT alive until 2026 when the Scarborough Subway was originally slated to open, this is not practical given the ongoing deterioration of the vehicles. Indeed, I suspect that 2023 is a “saw off” target that gives enough time to organize replacement service and infrastructure, but that “as soon as possible” would be the unvarnished shutdown date if management had their way.
To keep the SRT running would require a large amount of maintenance and retrofit work during which part of the fleet would not be available and a parallel bus service would be required. One of the key problems is the obsolescence of the signaling and on-board control systems which would have to be replaced at substantial cost for a limited lifespan. This would also incur the problems of signal systems co-existence with all of the testing and validation needed during the transition.
Several options were considered for operating the SRT over the coming decade:
Hybrid SRT and bus service. This would include major reconstruction and ongoing maintenance including the installation of a new signaling and on-board control system. Buses would supplement SRT service because part of the fleet would be unavailable during the transitional period.
SRT operation to 2023 with new buses procured for the replacement service from 2023 to 2030.
SRT operation to 2023 with spare buses in the current fleet to 2026 and new buses thereafter.
SRT life extension to 2026.
Purchasing used vehicles from the Vancouver SkyTrain system.
Replacing the SRT fleet with new Mark III ICTS vehicles.
Options 4-6 were dropped from consideration for various reasons discussed later in this article. Option 1 is not recommended because of its cost and complexity. This leaves options 2 and 3 for more detailed study.
Common to both surviving options is a 2023 shutdown of the SRT. Judging by the budget projections, this would occur mid-year, but no specific date has been recommended.
Beyond that date, the options depend a lot on fleet plans and capital spending. With constrained budgets in coming years, option 2 suffers from the need to advance capital spending into the near term (buses for 2023 would have to be ordered soon) compared to option 3 which has more elbow room. To put this in context, the TTC has fleet renewal requirements in all modes that are not fully funded for the coming decade.
There will be few service changes in February 2021 in anticipation of the reassignment of bus services with the opening of McNicoll Garage at the end of March.
Weekday service will be trimmed in response to passenger demand on the following routes:
512 St. Clair
The 9 Bellamy and 913 Progress Express routes will be changed to operate via Progress Avenue. Bellamy buses will no longer serve stops on McCowan Road, Corporate Drive and Consilium Place (these are served by other routes).
The service changes are summarized in the table linked below.
Overhead and station construction work on the east end of 506 Carlton.
Overhead reconstruction on various parts of 501 Queen.
The King-Queen-Queensway-Roncesvalles project.
Reconstruction of Dundas West Station Loop including expansion of streetcar platforms.
Between the construction projects and the reduced streetcar service, the peak scheduled streetcars now number only 126 (AM) and 127 (PM). Out of a fleet of 204 cars, this leaves a lot of room for “maintenance spares”. We must hope that when the TTC puts the entire network back together again late in 2021 that they will have enough working cars to operate it.
In spite of the considerable surplus of streetcars, there are still bus trippers scheduled on 505 Dundas and 506 Carlton.
The bus fleet will operate at less than capacity with a scheduled peak service of 1,520 vehicles compared to the garage capacity of 1,675 and a fleet size of over 2,000. Run-as-directed (RAD) buses are not included in this total, although there are fewer of them now that “regular” service levels have been restored on many routes.
The project list also includes some items for 2022 from the City of Toronto’s map of planned construction work, TOInview. This includes:
Completion of the KQQR project from Queen to Dundas (stop modifications).
Reconstruction of Broadview Station Loop. The status of a proposed expansion of streetcar platforms is not yet known.
Track construction on College from Yonge to Bathurst, and at the intersection of Church & Carlton. Whether the TTC will add curves in the southeast quadrant here to simplify diversions is not yet known. In a previous project at Broadview & Gerrard, the “institutional memory” forgot that there were plans to add a north-to-west curve, and a once in 25 year opportunity was missed.
Replacement of the intersection of King & Shaw.
Reconstruction of Adelaide Street from Charlotte to Yonge. It is not yet clear whether this will only involve the removal of long-inactive track or the restoration of Adelaide as an eastbound bypass for King and Queen service between Spadina and Church.
As originally proposed, SmartTrack looked like this. The line ran from Unionville to the Airport Corporate Centre with 22 stations, mostly new.
It was supposed to open this year (2021). That has been pushed back to 2026, and even that could be a soft date if GO’s expansion plans are delayed.
It would have worked hand-in-glove with GO Transit’s Regional Express Rail concept as former Metrolinx Chair Rob Prichard enthused in the project’s promotional literature:
The project contemplates making the GO train corridors virtual “surface subways” with service so frequent and fast that the trains became an irresistible substitute for driving, thus significantly mitigating traffic congestion. Imagine going to the GO station confident that the next train will be along soon, just like when we go to a subway station.
Robert Prichard: Transforming the Way We Move. Address to the Empire Club April 23, 2014. Cited in Surface Subways for Toronto from John Tory’s election website [since removed].
Many parts fell off of this plan including:
The proposed Eglinton West branch to the Airport would have required a mainline rail corridor from Mount Dennis to the Airport. This was not technically practical, and plans for this area reverted to the western extension of the Crosstown LRT.
Instead of being a dedicated service with its own fare structure, SmartTrack stations will now be served as part of the GO network using whatever fare arrangements are in place by the time service begins.
The City’s plan now includes only four stations on the Weston-Scarborough corridor, plus one on the Barrie corridor that had previously been part of GO’s plans.
The most recently deleted stations were at Lawrence East and at Gerrard as these locations will be served by the Scarborough Subway Extension and the Ontario Line respectively. Bloor-Lansdowne has become a “City” station while Spadina-Front remains a “GO” station.
Park Lawn and Woodbine, also shown in the map below, are “GO” stations that are not part of the SmartTrack plan.
Of the stations that remain in the project, their viability deserves reconsideration:
Three of the stations (Finch-Kennedy, St. Clair-Old Weston and Bloor-Lansdowne) are projected to have little walk-in trade.
Transfer traffic at two stations (Finch-Kennedy and Bloor-Lansdowne) may be limited by competing nearby services including the Scarborough Subway terminal at Sheppard-McCowan and the subway-GO connection at Dundas West.
The original SmartTrack plan projected very high all-day demand:
The SmartTrack line will have a conservatively estimated ridership of 200,000 per day. This is the equivalent of about half the daily ridership of the existing Bloor-Danforth line.
Source: The SmartTrack Line from John Tory’s election website [since removed].
To put this in context, this is about two-thirds of the entire GO Transit network, pre-pandemic. That is simply not possible with trains running every 15 minutes that must also carry riders from other GO stops.
The demand projection depended on a level of service and fare structure that will not be part of whatever “SmartTrack” is by the time service finally operates to the new stations. When SmartTrack was “sold” to Council, a different service level, station count and fare structure were cited than now appears to be likely.
Indeed, Metrolinx had already change its future service plans and announced their miraculous discovery (a mix of local and express trains) at a Toronto Region Board of Trade event. Frequent service at SmartTrack stations would not be possible if the express trains did not stop there.
The report makes clear a change in service planned for the SmartTrack stations that Metrolinx watchers had suspected for years, namely that the frequent “subway like” service touted for SmartTrack had been replaced with much less frequent GO service.
From the main report:
Program service levels will be 6-10 minutes during peak periods and 15 minutes during off-peak periods.
Program service levels will be the same as the planned GO Expansion-level service for the corridors in which the Stations reside, with a minimum service level of two-way, 15-minute frequency commencing upon full implementation of GO Expansion service, with more frequent service to be determined on a market-led basis and subject to ridership demand.
Updated January 22, 2021:
I posed questions about service levels to the City of Toronto. Here are the responses from the Transit Expansion Office.
Q: What service frequency was assumed for peak and off peak service?
A: Program service levels will be the same as the planned GO Expansion-level service for the corridors in which the Stations reside, with a minimum service level of two-way, 15-minute frequency commencing upon full implementation of GO Expansion service, with more frequent service to be determined on a market led basis and subject to ridership demand. [This is the same text as in the report Executive Committee.]
Q: What stops (other than the new ST stations) would trains on this route also serve? In other words, do the ST trains make all local stops including the new stations?
A: All GO stations (e.g. Agincourt, Kennedy/Eglinton, Scarborough Jct., Danforth)? Stouffville trains will call at all stations, one note we haven’t made this mandatory at Danforth, which is currently on the LSE service group.
Q: Is it assumed that the “SmartTrack” service will be through-routed at Union Station as in the original proposal so that a rider originating on the western leg can ride through Union to East Harbour without changing trains?
A: We have mandated trains to run through Union station to East Harbour from KL St Clair etc – we have left a degree of flexibility whether the trains terminate on Stouffville or LSE.
Q: Was the model capacity constrained (e.g. by size and number of trains)?
A: The model wasn’t capacity constrained. Below is the forecasted service frequency.
Contra Pk Hr
Off Pk Hr
Contra Pk Hr
Off Pk Hr
St. Clair W
1.4 tph (2.5 tph avg)
In brief, the opening day service at all stations except East Harbour will be half-hourly growing to at least quarter-hourly at an unspecified future date. This is a far cry from “subway like” service claimed in SmartTrack promotional literature. These service levels will deter transfers between frequent TTC service and less-frequent GO/SmartTrack service.
As for fares, the whole idea that somehow riders on trains in GO corridors could pay via two different tariffs with free transfers to/from TTC service was always hard to believe. It is now clear that a “TTC” fare will be achieved by forcing everything, including local TTC service, into a regionally integrated system that, judging by Metrolinx’ long-held preferences, will be based on distance travelled.
Updated January 22, 2021:
I asked the City about fare levels:
Q: What fares were assumed, especially any provisions for transfers to/from connecting TTC routes?
A: Fare setting for the Program will be considered in the broader context of regional fare integration.
Council and Torontonians were misled as they have been on more than one transit project.
A related problem, considering the size of the investment, is that the lion’s share of ST riders will not be net-new to transit, but rather will be diverted onto ST trains by the lure of a faster, and possibly less-crowded journey.
In total, the five stations are projected to attract a combined 24,000 boardings and alightings during the average weekday peak hour. Taken together, the five new stations are projected to attract 3,400 new daily riders to Toronto’s transit system by 2041 every weekday. Ridership would likely be higher with full fare integration between the TTC and GO Transit.
Source: Technical Update, p. 3
Note that by counting both boardings and alightings, these figures double the number of trips because anyone who “boards” must eventually “alight” somewhere. This will count everyone who makes a trip on GO twice for the network as a whole.
Time savings were illustrated by a “SmartTracker” website (still active as of January 20, 2021 at 3:00 pm) to demonstrate how one might make a faster journey with ST in place. The calculated ST travel times did not include any wait time for the train because service was assumed to be very frequent.
Projected values are in the Technical Update for each station, but they do not show the network as a whole. “Person Minutes Saved” are calculated by multiplying the riders for a station by the extra time they would have required to make the same trip if the ST station did not exist. For a station that is off of the beaten path like East Harbour, this translates into a large total saving.
It is not clear which lines were in the “base network” without the ST stations, and in the particular case of East Harbour, whether the Ontario Line was there or not. In other words, what is the extra riding and time saving due to SmartTrack as opposed to the Ontario Line? We don’t know because this information is not in the report. Another key missing piece of information is the service level assumed in the model.
Peak Hour Boardings & Alightings
Person Minutes Saved
Demand primarily from bus transfers
> 1 million
Major development node and transfer point with Ontario Line
Major residential neighbourhood
St. Clair-Old Weston
Limited demand, but some development possible. Project will include road reconfiguration between Keele and Old Weston Road.
Connection to subway poor
Source: Technical Update / (*) The Finch-Kennedy value is not in the report, but is derived from 24K total cited above less published values for other stations.
How Much Will “SmartTrack” Cost?
The City’s original budget for SmartTrack was $1.463 billion of which $585 million would be from the pool of Federal infrastructure funding. The project is now smaller because there is, net, one fewer station and some elements originally included have been deferred to a “phase 2” (and a separate budget line). However, the total is unchanged probably due to inclusion of other options in the design such as the City-initiated Keele-St. Clair project.
Cost estimates for specific stations have not been released yet, only the totals: $1.195b is for base station infra and $268 is for city initiated station requirements. That’s a cost/station of over $200 million, rather substantial for a line that is not underground.
Metrolinx will carry the operating and maintenance cost of the stations which they will own, and they will get to dictate the service level. Fare revenue will flow to Metrolinx who will set the tariff.
How this would interact with City policies on reduced fares for low-income riders is difficult to say, but the higher GO fares could work against any benefit for low-income areas the new stations might otherwise provide.
In response to the steep decline in demand on their rail services, Metrolinx announced substantial changes to off-peak services on January 14.
Service now begins at 4:55 am every day and continues until 1:00 am every half-hour. This will change:
On weekends, the first train will leave Union at 6:00 am.
The last train will leave Union at 10:00 pm every day.
Half-hourly service will be provided only during these periods:
Weekdays 5:30 to 9:00 am, and 3:00 to 8:00 pm
Weekends 9:00 am to 7:00 pm
Hourly service will operate at other times.
All weekend and evening train service on the Kitchener, Barrie and Stouffville corridors will be replaced by buses operating from the new Union Station bus terminal. The changeover will begin on Friday, January 22 for Stouffville trains in the evening due to planned construction on the line that weekend.
The Effect of Covid-19 on GO/UPX Ridership
In recent years, Metrolinx has been proud to show strong growth on its network, and was starting to think in terms beyond peak-period, peak-direction commuting to downtown Toronto. With the work-from-home shift in the business core, this demand has collapsed.
The map below shows the growth in ridership for the period April-December 2019 compared with the 2018 figures. The size of the dot at each station is scaled to the change in demand. (Click on the images below for larger versions.)
Covid-19 changed everything, and ridership in April-September 2020 is only a fraction of former levels.
The decline in demand has been severe, and no corridor is carrying even 10 per cent of its former demand. This is much worse than the situation on the TTC network where demand, although down from 2019, ranges up to 50 per cent of former levels thanks to continued strong ridership by essential workers and by those for whom car travel is not an option.
At a corridor level, the best performance is on Lakeshore East at 9.4 per cent of former demand, while Richmond Hill brings up the rear at 1.5 per cent, or 87 riders per day.
At a station level, the best performance is at Oshawa at 11.6 per cent of former demand, or 418 riders per day. Some stations are below 10 per day.
A tabular version of the station-by-station values is available here:
Weekday train service to Niagara Falls was suspended earlier in GO Transit’s covid-era schedules, and the weekend service was dropped on Saturday, January 9. GO hopes to resume weekend service in spring 2021.
Longer term, the challenge for Metrolinx will be the pace of demand recovery on its network given its strong commuter orientation. The program to expand GO capacity and, eventually, to electrify parts of the network now depends on assumptions about future levels of service and demand including when or if these will be achieved.
As on the TTC, it would be easy for budget hawks to claim that big spending on transit is a waste, but this is entirely the wrong time to make such a call. We do not know what the situation will be even a year from now, let alone further out, and what course the pandemic era will follow. This is not the moment to give up on transit much as road-building advocates might prefer to kick the competition while it is down.
There is a more subtle, but important point about GO Transit’s situation. If their service and policy focus shifted away from downtown commuting to all-day, everywhere service, this could bring a truly “regional” outlook.
Governments of both the Conservative and Liberal stripe at Queen’s Park have no interest in “local” transit service beyond funding provided to municipalities via the gas tax. The tax amounts just announced are for the fiscal year 2020-21 and are already baked into local budgets, and are separate from any covid-specific relief. They are not “new money”.
Ontario suffers from a combination of limited local transit and even less intercity service thanks to the disappearance of private sector carriers. A few new services have appeared, but there is no sense of a network approach let alone provincial funding to build ridership. With the core GO Transit network at historically low ridership, an expanded role for GO buses is the last thing on anyone’s mind. The problem is compounded by a political orthodoxy that somehow the private sector will fill the gap, ideally without any public funding.
Metrolinx and Queen’s Park are happy to focus on transit megaprojects, but the benefits are confined to specific corridors, some at great cost, and are years in the future. Meanwhile, we wait and hope for transit demand to recover and restore GO Transit’s relevance.
The primary function of this report is to authorize continued study, not to set priorities nor to discuss funding schemes. As such, its recommendations passed easily because it preserves the convenient fiction of progress without actual commitment. The real battles come when there are $30 billion worth of transit projects and less than $10 billion to pay for them.
In a beautifully ironic touch, the same morning brought news from the Toronto Star’s Jennifer Pagliaro that the Scarborough RT would not last long enough to avoid a shutdown well before the Scarborough Subway could be completed. That announcement raises a raft of questions about Toronto’s transit future that go well beyond Scarborough itself, and I will turn to those issues in a separate article.
This is to be the first of four papers with others to follow on subjects such as increasing utilization of the regional rail network and improving service on the local bus networks around the GTHA. No publication dates have been announced for the remainder of this series.
The absence of those papers leaves the first one on fare integration out on its own missing some of the context that drives choices of what might make an appropriate “solution”. In particular the key roles of both GO Transit and local transit systems, or at least as the Board of Trade might see them, inform the proposal of a new fare structure, but more as background. Are these assumptions valid and does a new tariff based on them actually stand up to scrutiny?
Schemes to unify the regional fare structure have floated around the GTA for years. Lots of ink was spilled on reports, models and consultation. Nothing much has actually happened, or at least that’s the impression one might get, in part because different players have different goals.
Metrolinx is absolutely wedded to a zone fare system because that is how their fare collection technology works. They speak of it as “fare by distance”, but their zonal structure contains many inequities because it evolved piecemeal along with their network. Long trips are cheaper than short ones, measured in cost/km, both to discourage short-haul riding and to give greater incentives to long-haul commuters to switch from their cars to GO’s trains. Relatively recently, GO introduced reduced short-haul fares so that it could attract more short trips, but the tariff as a whole remains a patchwork.
When Metrolinx first proposed a distance-based regional fare strategy, it had an added wrinkle with a premium fare for “rapid transit” which meant anything on rails on its own right-of-way including the subway. Any trip longer than 10km (slightly above the average trip length on the TTC) would cost more than it does today, and drawing 10km circles around various centres easily shows who would pay more to travel. This had the effect of preserving GO Transit’s revenue stream, while raising the cost of subway travel for longer-than-average journeys.
This was in aid of a “zero sum” solution where the cost of lower fares for riders crossing the 905-416 boundary would be recouped from higher fares within Toronto. Metrolinx showed only a few sample fares to illustrate changes, but neglected to present a thorough review of the effect on TTC riders who are by far the majority of transit users in the GTHA.
In time, Metrolinx, or at least some members of its Board, came to realize that this was not a viable solution, and that any new fare structure would require added subsidy to avoid penalizing one group of riders to reduce fares for others. Alas, nothing official ever came of this.
The regional transit agencies were not sitting still, however, and the now-universal fare model is based not on distance travelled, but on the elapsed time for one or more trips, in effect a limited duration pass. Not only is this scheme easy to understand and administer, it removes a long-standing penalty against riders who took multiple short trips, typically to run errands or stop off in a longer journey just as one would do as a motorist.
Even Toronto, after much foot-dragging, embraced the two-hour transfer when it became politically beneficial. What was once portrayed as an unaffordable fare giveaway morphed into a modest-cost change that greatly simplified fares and improved system convenience. The only remaining gap in this arrangement is the lack of reciprocity across the 416-905 boundary so that a two hour fare can buy rides inside and outside of Toronto.
The odd man out remains GO Transit, a regional, long-haul carrier, an operator of fast trains where two hours would take a rider a far greater distance than on a bus, streetcar or subway. There will always be a conflict between seeing GO as a “rapid transit” line serving local demand as opposed to “commuter rail”. Just to complicate things, GO buses fall somewhere in between because they operate limited stop service with much more comfortable accommodation than, say, the Dufferin bus.
GO faces an additional problem with a penny-pinching master at Queen’s Park for whom spending more money on transit operations (as opposed to capital construction) is not a priority. Even the GO-TTC co-fare was eliminated although it remains in place for GO-905 travel. It is ludicrous that a “first mile” trip in the 905 gets a co-fare subsidy, but not one in Toronto.
There is an interactive map of locations where changes are proposed, although it can be tedious to navigate because the default map does not have street names. (You can change this by selecting a different base map from the options in the upper right of the display.)
This map shows roughly the location of the Ontario Line corridor, but gives no detail about extra space, although the map is not to be taken as definitive. Nothing is shown of potential stations for the OL, and there is no information at all in the map for the several proposed SmartTrack stations.
This means that the scope of the project review and the combined effect GO Expansion will have with other projects is not known. Moreover, it would be foolish to approve a project based on a spec that did not include two major additions that are somewhere in the Metrolinx pipeline.
Stations, be they for the Ontario Line or for GO/SmartTrack require platforms and circulation elements (stairs, elevators, roads) but there is no hint of the space these will take.
Updated October 25, 2020 at 9:30 pm: Illustrations have been added or replaced to provide higher resolution versions that were issued as part of the TTC Board Meeting presentation.
Plans for the expansion of Bloor-Yonge Station have reached another milestone with revelation that the project will have some effect on the buildings above and around the subway structure. This was not really a surprise, and some of the structural challenges have been acknowledged in past reports.
For this iteration, however, the need for more platform and circulation space triggered negotiation with affected property owners who may view this as an opportunity to reconfigure their buildings.
To put everything in context, here is a bird’s eye view of Bloor and Yonge showing the existing subway structure. North is at the top.
Yonge Station lies on a diagonal between, roughly, Bloor Street East and Park Road (the east end of the Hudson’s Bay building) and the northern half of the block on Yonge between Bloor and Cumberland. The building at 2 Bloor Street East (northeast corner) actually sits on an underground bridge because of local ground water conditions and a nearby stream that continues to appear from time-to-time within the station.
The original Yonge line is east of Yonge Street and its alignment is easy to spot from the surface by a succession of parks and parking lots above the subway where once there were buildings.
Before the Bloor-Danforth line opened in 1966, there was a fare-paid transfer station in the middle of Bloor Street where passengers switched between the subway and extremely frequent streetcar service. The problem of moving people between the Yonge and Bloor routes has been with us for a very long time.
A painting of the proposed Yonge Station by Sigmund Serafin from 1957 shows how the then-new Yonge Line would relate to the proposed station on the Bloor Line. Note the red Gloucester cars on the Bloor line. That’s what everyone thought of as a subway train in those days.
[Many decades ago, I rescued this painting and others from a TTC housecleaning binge. It is now in the collection of the City of Toronto Archives Fonds 16, Series 2449, Item 1]
The connections to the streetcar platforms are now walled off, but they were behind a row of fluted aluminum columns about a third of the way down the platform.
The platforms on the Bloor Station (Line 1) level were expanded decades ago to double their width over much of their length, and the east and west concourses were also expanded to provide more circulation space. However, problem remain on the Yonge Station (Line 2) level where a single centre platform is shared by both directions. It is often crowded and can be dangerous when service is suspended.
The map below shows the site and the degree to which the structure will be expanded. Most of the new construction will be under Bloor Street but some will be under existing buildings on the northeast corner of the Bloor-Yonge intersection. Exactly how this will affect the buildings is unknown because details of the property agreements are in a confidential appendix to the report.
The important point about this land is that it is still owned by the City and is leased. The expanded station will require changes in the lease arrangements.
On Line 2, a new platform will be added south of the existing structure. This will separate eastbound and westbound passengers. The new platform will have its own connections to the upper level into expanded concourse areas, as well as a link to the exit onto Yonge Street at the west end of the station.
Also shown in the diagrams below are new fan plants (red). These are required to improve emergency ventilation at the station and bring it to current fire code.
Updated October 25, 2020: A second version of the plan has been added below (the “Concept Design”) from the presentation to the TTC Board. It is at higher resolution and gives a better site context. Figure 3 from the original report has been left here because it contains notes that are not in the presentation version.
At the north end of Bloor Station, the circulation space will be considerably increased and there also be new elevators linking the east and west concourse areas to the two Yonge Station platforms below.
Not shown in either the report nor the presentation materials is the layout for the fare control area one level up from Bloor Station. This will necessarily be affected both by the relocation of stairs, escalators and elevators, as well as by whatever changes might occur in the mall outside of the station itself.
This project is fully funded with contributions from Toronto’s City Building Fund, as well as the Provincial and Federal governments at a total cost of $1.5 billion. Design is expected to reach the 30 per cent level in mid-2021 for project approval. Final design would be completed in 2023 with an aim for the construction contract award in 2024. The completion date of 2029, before the Richmond Hill extension opens, drives the overall schedule for this project.