Subways

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TTC Major Capital Projects: 2025 Year-End Update

The TTC Board agenda for its April 16 meeting includes a pair of reports giving the year-end status for the Operating and Capital budgets, as well as a detailed update on major capital projects.

In this article, I will review the status of major projects to summarize info for readers. In a separate article, I will turn to the 2025 operating results. Those wishing more detail should refer to the full reports.

An important factor with many projects is that they are multi-year efforts, and some of them are not fully funded. This has different implications for various types of projects such as:

  • A project might still not have full funding, but a portion can proceed with the hope of additional moneys appearing along the way.
  • A project might have stages, but only be funded for some of them. A new vehicle purchases might have money for part of an order, but not for a sustained rollout.
  • Projects could be interrelated in that full exploitation of benefits cannot be achieved without completion of both. For example, a new Automatic Train Control cannot work without a fleet that can “talk” to the new signal system. Larger fleets cannot be accommodated without new storage and maintenance facilities.

Although these are large and in some cases quite expensive projects, this is not an exhaustive list. Some parts of TTC State Of Good Repair budget involve areas with many smaller projects (for example, building and structures maintenance) that are quite large in the aggregate. Vehicle overhaul is an ongoing cost, but it is not listed as a “major project” because it is routine work. These items do not appear in the Major Projects report although they comprise a large portion of the capital budget.

The projects discussed here are:

  • Subway Work Car Fleet and Maintenance
  • Station Easier Access, Second Exits and Fire Ventillation
  • New Subway Cars for Lines 1 and 2
  • ATC Signals for Line 2
  • Rogers 5G Rollout
  • Capacity Enhancements for Lines 1 and 2
  • Bloor-Yonge Capacity
  • Scarborough Busway Project
  • New Buses for Conventional and Wheel-Trans Service
  • eBus Charging Systems
  • Facilities for the Expanded Streetcar Fleet
  • New TTC Operations Centre
  • VISION (Vehicle Tracking System) Implementation
  • SAP Enterprise IT System Implementation
  • PRESTO System Upgrade
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TTC Grounds Subway Work Car Fleet

On April 7 and 10 two major outages on Line 2 Bloor-Danforth were caused by hydraulic fluid spills from work cars. The TTC has sidelined its entire fleet of work cars pending inspection and repair. This has placed much subway infrastructure work on hold at a time when there is already a backlog.

A previous leak incident in 2024 led to TTC Board reports, and the findings were not impressive. Some work cars were beyond their useful lives, and there were ongoing issues with inspection and maintenance of equipment.

A common thread in these delays has been a car leaking fluid onto the rails over an extended distance before this problem is discovered. That leads to extensive, manual cleanup work to ensure that revenue service trains can accelerate and brake without slipping.

Problems with these cars are not the only source of major disruptions, and failing signal systems requiring service suspensions are common.

The TTC has not published a list of signal failure incidents to give a sense of their frequency and severity, let alone any plan to improve reliability over the decade before a new ATC system can take over.

It is rather comical that TTC Board meetings can include extensive discussion of a new enterprise asset management system, but little info on actual condition, maintenance and plans for what we have. We should not have to wait for a large IT project to know what the issues are today.

Behind both the fleet and signals problems lie bad capital budget planning by TTC management in response to political pressure to trim spending. In past years, key interrelated projects were downplayed or sidelined including:

  • The need to refresh and expand the subway work car fleet
  • The need to convert Line 2 to Automatic Train Control
  • The need for a new Line 2 fleet

Under former CEO Rick Leary, in his early days, there was a sense that existing infrastructure and fleet could be stretched out to about 2040, fully ten years longer than the then-current target of 2030. In time, the ATC and new trains projects were restarted, but with much later delivery dates. According to the December 31, 2025 Major Projects Update Report, the delivery of 55 new trains will not complete until 2035, and the final cutover of ATC will not occur until 2037. Existing systems will have to last another decade.

Another factor is the timing of the Scarborough and North Yonge subway extensions which are planned to open in the early 2030s and will need new trains before the existing Line 2 fleet is retired. This is further complicated by demand projections showing the need for growth trains in the mid 2030s. Trains for new lines and extra service require production capacity that would otherwise go to a replacement fleet.

With ATC for Line 2 a decade away, the Scarborough extension will have to be built with conventional signals to tide it over until an ATC-capable fleet is running.

The TTC has not published a fleet plan showing how the various proposed deliveries of new trains will be staged. There is also the small matter of storage and maintenance space for the expanded fleets, and projects for new yards are not yet funded. The Province is happy to announce new subway lines, but conveniently omits the very large cost of the maintenance facilities.

This ties back to the work car reliability and fleet size issues because the volume of subway work will not decline, but will actually increase both thanks to aging infrastructure and system expansion. There are already severe scheduling problems for the work plans due to conflicting requirements for this fleet.

The focus at an upcoming TTC Board meeting will no doubt be on recent failures, but there are much larger issues affecting subway reliability for the coming decade and more. 2027 might seem a long time (and an election) away, but planning for that budget is already underway. The Board should demand a detailed review and plan to address the situation, and this should not be another “we’ll get back to you next year” report.

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TTC Subway Reduced Speed Zone Update March 2026

This post continues previous reviews of the map and lists of reduced speed zones (RSZ) on the TTC subway with snapshots of the status of Lines 1 and 2 from mid-October 2025 to mid-March 2026.

The charts below are adapted from maps that are updated regularly on the TTC’s Reduced Speed Zone page.

The total number of zones sits persistently at about a dozen. Although some disappear fairly quickly, others replace them. Some are long-standing zones that are more challenging to repair in winter weather.

In the coloured boxes, the arrows indicate the affected direction of travel with “<>” meaning both ways.

The TTC is working hard, I understand, to get the system in the best shape possible for the World Cup events from mid June to early July. Whether they will achieve this remains to be seen.

One issue is the timing of the usual Spring system inspection of rail condition and track geometry. Will the results of this inform current slow orders, or will this be carefully “parked” so that new slow orders do not appear until after the big event?

The current orders have target repair dates in March and April, with 4 of 14 showing “TBA” I will return to this topic in early June.

Updated March 20, 2026: Following the “more” break are comparisons of the detailed explanation of RSZs in effect at the start of this period (Oct 17) and end (Mar 18).

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Tracking Metrolinx Project Costs

Tracking the costs of Metrolinx projects with publicly available data is not an easy task. They are a secretive organization, and present ongoing costs in a way that hides the eventual total cost of construction and operations. When anyone talks about “on budget”, there is no way to verify the claim because no overall budget figure is given for any project.

Instead, what we see are the cumulative value of contracts that have been awarded as well as spending to date. The rest, assuming that there even is a “budget”, is hidden on the grounds that telling would-be bidders how much money might be on the table will only encourage them to bid to that level. This is nonsense because, except for a few huge P3s, most projects are broken into many smaller contracts and knowing that there are billions available across a project’s allocation gives no hint of how much is earmarked for each component.

The situation is even more opaque in the case of contracts that mix design and construction (a finite capital cost) with operations and maintenance (an ongoing operating cost) over an extended period. Comparison with projects elsewhere is difficult because the components are not segregated.

With the Eglinton and Finch projects now shifting from construction to operation, there is a chance to see what the split would be with the building largely complete. There will be some ongoing capital costs for project cleanup, but costs to date should largely represent the amount spent on the construction phase.

Many other projects are also in flight and there is no way to know if all of their components have been awarded and the values included in the “baseline” cost shown in financial reports.

This article consolidates the reported budgets, later renamed as “baselines”, as well as actual spending in the quarterly Metrolinx Capital Projects reports.

Some projects actually had projected in-service dates, at least in the early years, but these vanished long ago. Metrolinx promised big things once upon a time, but has been much slower to deliver, and at much greater cost than anticipated.

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Elevators at Museum and Greenwood Stations

In the Toronto Star of February 10, columnist Jack Lakey wrote about the long-delayed completion of renovations at Museum Station including the installation of an elevator. The original target date for this work was mid-2025, but this has been pushed to Q3 2026 which could be as late as September 30.

The problem as described by the TTC is quoted in Lakey’s piece:

“In addition to installing elevators at Museum Station, the project involves rebuilding and expanding the concourse level, as well as relocating existing stairs and escalators.

“Throughout this work, the TTC must maintain the structural integrity of the original subway building while completing full-depth excavation directly adjacent to it.

“Work is done in stages so that stations remain open to the public. TTC elevator installation is also typically bundled in with other necessary work, in this case, significant repairs and adding waterproofing to Museum Station’s roof.”

What the TTC neglects to mention is that the delay arose from two other factors:

  • Underestimation of the complexity of the project.
  • The need to replace the elevator subcontractor for non-performance.

The same subcontractor was responsible for the delayed completion of elevators at Greenwood Station, and had to be replaced. Moreover, their work damaged a nearby house. Greenwood Station has just resumed normal operation including its new elevators.

The evolving situation at Museum is described in various TTC reports. It is a shame that TTC spokespeople don’t appear to have read them.

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TTC Board Meeting: February 3, 2026

The TTC Board will meet on Tuesday, February 3, 2026 at 9:30am in North York Council Chamber. The agenda is rather thin, and there are several confidential issues that will trigger an in camera session. There is no formal item regarding Line 5 Eglinton, although one never knows what might come up in debate.

Of interest are the following items:

Updated February 2 at 10:10am: Slide decks for the invited presentations have been posted on the TTC site. Links to them are added below.

  • CEO’s Report
  • Invited presentations from:
    • Narayan Donaldson on “Opportunities to improve Transit Signal Priority in Toronto”. According to the covering report “This presentation will discuss the strengths and weaknesses of the Transit Signal Priority (TSP) system used on Toronto’s streetcar, bus and LRT systems, compare it to a TSP system commonly used in the Netherlands, and suggest areas of improvement.”
    • Jonathan English on “Developing a Surface Transit Revitalization Plan” According to the covering report “This presentation will discuss steps that can be taken to improve speed and reliability of the streetcar network, as well as new LRT lines.”

After the meeting, I will write up the presentations in an update to this article.

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More Money For CanCon, Not For More Trains

Today, Ontario announced that it would raise the Canadian content in 55 new Line 2 trains from roughly 25 to 50 percent. The provincial capital subsidy for this purchase will rise from $758-million to $950-million, and the increase will be matched by the federal government who are also funding this purchase. There is no change in the Toronto share.

It is not clear whether the federal contribution is net new money, or merely a reallocation within Toronto’s share of the ten-year transit funding program.

Updated January 16, 2026: According to the federal government announcement, the funding will come from an existing allocation stream and is not net new money.

This project is part of the previously announced 10-year funding commitment under the Baseline stream of the Canada Public Transit Fund (CPTF). Beginning in April 2026, the Toronto Transit Commission will receive up to $1.2 billion in CPTF funding over 10 years from 2026 to 2036. 

A related question is which government(s) will be on the hook for the extra CanCon in future transit vehicles including those for the Scarborough and Richmond Hill extensions, and for added capacity to deal with expected growth. Collectively these account for a potential 57 more trains, doubling the size of the eventual order.

What the announcement did not address is a list of questions about the Toronto subway fleet overall:

  • When will the cars be delivered, and how much work is needed to keep the old Line 2 trains operating in the interim?
  • When will Metrolinx place the add-on orders to provide trains for the Line 2 Scarborough and Line 1 Richmond Hill extensions?
  • How will delivery of the add-on trains affect opening dates for the extensions?
  • Will complete replacement of Line 2 trains be delayed because new trains are needed to provide service on these extensions?
  • Will the extensions have enough trains to provide full service to the new terminals, or will some trains have to short-turn in peak periods?
  • How soon does the TTC project it will require more trains to improve capacity on Lines 1 and 2, and how will these be funded?
  • What is the status of funding and timing for new maintenance facilities on Lines 1 and 2 to hold and service the additional trains?
  • Will the Automatic Train Control (ATC) technology for Line 2 be the same as the existing system on Line 1, or will the two lines (and their fleets) be limited to use only their “own” trains?

The TTC produces a quarterly report on all its major capital projects with the intent of showing all planned work, but it does not produce a unified chart or timetable showing how everything fits together and where critical links might be in the overall plan. The TTC has a “Strategic Planning Committee”, and this is a complex piece of strategy that badly needs detailed, public review.

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SRT Busway To Open A Year Early

The express busway linking Kennedy Station to Ellesmere Road along the former Line 3 Scarborough RT corridor will open in late September 2026 rather than in 2027 as originally planned. This was announced jointly by Mayor Chow, TTC Chair Myers and TTC CEO Lali.

The idea of repurposing the SRT corridor was approved well before the premature end of service with a derailment south of Ellesmere Station in July 2023. According to an April 2022 presentation, design work would begin in 2022, and construction to convert the corridor would begin immediately after the RT shutdown scheduled for November 2023, and the busway would open in Q4 2025.

Yes, it should be open already, but delays in funding the project, acquiring property, gaining Metrolinx approval for co-existence of a busway with their rail corridor, among other factors, pushed design completion out to mid-2024, and the target in-service date well into 2027.

A common factor in many delays was a lack of urgency, and the idea that Ontario should pay for this conversion as part of the Scarborough Subway project. Council approved its expected share of funding in February 2024, but time was lost waiting for provincial money that would never arrive. Eventually the City decided to just get on with the work.

Major Projects Update April 2025:

The 100% Detailed Design of the Busway was completed in December 2024, along with the final cost estimates, which remain within the approved budget. The contract for the Busway was tendered in February 2025 and is expected to be awarded in Q2 2025 to commence the construction of the Busway.

Major Projects Update June 2025:

The contract for the Busway was tendered in February 2025 and closed in April 2025. Delegated authority to award the contract was approved at the May 2025 Board meeting along with a motion to report back to the Board in July 2025 on an acceleration plan.

The July report included:

As the contract was awarded on June 5, 2025, and the first kick-off meeting was held with the Contractor on June 13, 2025, staff are anticipating receiving the Contractor’s baseline schedule in the first week of July. We, therefore, expect to start the discussion with the Contractor on the acceleration plan in July 2025. The Contractor will need time to line up their sub-contractors and suppliers to develop a comprehensive acceleration plan that demonstrates ways and means of achieving the acceleration goal. We anticipate finalizing the acceleration plan by end of the summer and reporting back to the Board in September/October 2025.

Major Projects Update September 2025:

The contract for the Busway was tendered in February 2025. The contract for the Busway implementation was awarded in June 2025, and work commenced on July 22, 2025.

[…]

Awaiting an acceleration plan proposal from the contractor. Upon receipt of the proposal, negotiations to finalize the proposed plan will take place immediately over the following two to three weeks. A report will be provided to the Board at the October 2025 meeting.

No report appeared in October or since.

Major Projects Update December 2025:

“The contractor submitted a baseline construction schedule, and an acceleration plan to target an early revenue service is under negotiation.”

In other words, it was possible to get the busway open sooner, but that was not the original scheme nor was an acceleration plan required in the initial tender. No, it was not your imagination that this project could have run faster, it was actually planned to be long. As of a few days ago, a faster schedule was still only a possibility.

Now with political pressure, the Scarborough Bus Corridor project will speed up. However, the basic question is why was this option not on the table from day one especially after the time lost awaiting provincial funding.

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TTC Board Meeting: October 6, 2025

The TTC Board met on October 6, 2025. Many items on the agenda were confidential in whole or in part, and the meeting immediately recessed into private session. Four hours later, the public session resumed.

Extended private sessions have been a “feature” of recent Board meetings, and this is a major inconvenience for people who have taken the trouble to travel to City Hall for deputations, or remained available online. In years long past, the Board scheduled an in camera session before the public session so that, usually, the public part started on time. They should reconsider this practice, or at a minimum advertise a long, planned private session in the agenda so that public attendees can plan accordingly.

Items of interested included:

  • The CEO’s monthly report including an updated format for bus fleet and route performance metrics
  • The Peer Review of asset management by the International Association of Public Transport (UITP)
  • The Wayfinding Strategy
  • Renaming of the Carhouse at Leslie Barns
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Is TTC’s Subway Work Car Fleet Inadequate?

In the Major Projects Update on the TTC Board’s September 2025 agenda, there is a troubling reference under three subway maintenance projects in progress.

Rogers 5G Implementation

“The schedule may be impacted because of workcar and resource availability, which prioritizes state-of-good-repair activities. The TTC will co-ordinate with internal departments to prioritize Rogers work (where possible) so that workcars are available and assigned.” [p. 19]

Line 2 Capacity Expansion Program

“The unavailability of the TTC Operations workforce and workcars is a concern and is impacting the successful delivery of Line 2 Traction Power portfolio projects.” [p. 22]

Line 1 Capacity Expansion Program

“Negative reinforcing cables VMC to Sheppard West: Construction has slowed down due to the unavailability of the TTC Operations workforce and workcars … [p. 25]

“The unavailability of the TTC Operations workforce and workcars is a concern and is impacting the successful delivery of Line 1 Traction Power portfolio projects.” [p. 26]

Reading this, I could not help thinking back to the proposal for renewal and expansion of the TTC’s fleet in the latter years of Andy Byford’s term as CEO. Until 2019, the TTC published its Capital Plan in detail in two large binders commonly referred to as “the blue books”. This practice stopped in 2020, and it was not replaced by an electronic equivalent.

From the 2018 budget, I compiled a list of planned work car purchases. Also, I requested from the TTC a list of new vehicles since 2017. The table below merges this information.

Note 1: At the beginning of the work car plan, TTC owned two tie tampers, RT-21 and RT-41. Descriptions in the detailed plan speak of acquiring two additional units similar to RT-41. However, all that appears to have happened is that one unit, RT-21, was replaced. These units are essential to dealing with track problems that lead to slow orders.

Capital Project DescriptionPlanned YearPurchasesYear
Abestos Abatement Cars RT-34-352017
Geometric/Non-Destructive Testing
Track Inspection Workcar		2017-19Track Inspection Vehicle RT90-912019
Replace RT-7 locomotive 2020-21
Replace RT-16/17 tunnel washer2021-22
Electric combo flat cars (2)2019-20Combo Unit Flatcars
RT-30-31 & RT-32-33		2021
2024
Paper Vacuum Car2015-18Vacuum Car Debris/Paper RT-892017
Vacuum Excavator (2)2018Vacuum Excavator
RT-6 & RT-46		2019
2020
Multi-purpose Tamper
Production Tamper (Note 1)		2018-20
2019		Production Tie Tamper RT-212019
Crane Flatcar (2)2017Flatcar w/ Crane
RT-87 & RT-88		2017
2018
Rail Milling CarProvided by contracted services.
See 2018 and 2024 reports.		Ongoing
Replace dual cab flat cars
RT-5, RT-29, RT-28 & RT-55		2020-23
Dual cab flat car2020-22

Readers will recall the major interruption to subway service in 2024 thanks to an hydraulic oil spill from a work car. This incident triggered a review of maintenance practices revealing problems with the quality and frequency of inspection, and of the general state of the fleet. One issue is the age and condition of some cars which are not always fit for service.

From the table above, it is clear that many planned work car purchases in the 2018 plan have gone forward, but some have not. I asked the TTC about pending acquisitions, but received a generic answer.

The TTC Subway Workcar fleet undergoes a continuous program of growth, replacement, and overhauls, with another 10 vehicles targeted for overhaul/upgrade, or replacement between 2026 and 2032. The usual caveats around timing being dependent on the ability to procure would apply once they are put to tender. [TTC Media Relations email Septmber 8, 2025]

As the subway system grows and ages, the maintenance workload will go up, and with it the need for both specialized staff and work cars. The Major Projects report shows that the TTC is falling behind on both counts.

This is an aspect of “State of Good Repair” that is generally hidden from public view, but is key to maintaining reliability of the infrastructure and the revenue service it supports.