The TTC’s capital plans cover a wide array of projects related to maintenance and enhancement of the transit system. For planning purposes, this is presented with a rolling 15-year window updated year-by-year. For budget purposes, a 10-year version is produced to feed into the City’s rolling plans.
Separate, but related, is the Real Estate Investment Plan which identifies property requirements for many projects. Some of these are well known, some are only at the “what if” stage for possible future inclusion in the capital plan. This raises awareness of potential needs so that property can be protected and acquired if necessary to keep future options open.
Major points in this article include:
The TTC 15-year capital plan now sits at $38 billion, and even that does not include possible projects such as the Waterfront LRT.
About two thirds of the capital plan is not funded, in the sense that the source of money to actually pay for projects is unknown. This affects some current projects such as replacement of subway cars that are partly funded, but cannot proceed until the TTC is certain it can pay for the entire contract.
Bus replacement and electrification plans run out of money in 2025.
A very large portion of the plan involves renewal and upgrading of subway infrastructure. Focus on the subway threatens to distract from need of the surface system which is essential to the network’s operation.
The scale of planned spending on system growth and improvement dwarfs the shortfall in the Operating Budget that will lead to service cuts in 2023. There is no reconciliation of the parsimony of the operating plans for transit service with the scope of capital plans for expansion and improvement.
Some future funding included in the budget assumes continuation of existing streams from other governments. This is not guaranteed.
Absent new funding, the State of Good Repair backlog is projected to rise to over $6 billion in the coming decade.
There is a growing problem that the TTC owns buses, streetcars and subway trains it cannot afford to operate.
Updated January 6, 2023 at 2:10pm: Of all the tables included in this article, I realized that I had not included the full budgets showing functional breakdowns, as opposed to individual line items. These have been added at the end.
The annual budget cycle is always a challenge because the document comes to the TTC Board at the last minute before it must be passed and forwarded to Council. This year, the situation was complicated by the election (normally we would see the budget reports in December, not January), and by the new “strong mayor” system in which the Mayor effectively dictates the budget by setting the City’s proposed subsidy ceiling. We have many new Board members most of whom have no experience with TTC budgets, and who will not know “which rocks to look under”.
Even worse, the Mayor’s press conference announcing the budget made no mention of planned service cuts coming in Spring 2023 and gave the impression that this “core service” was defended. That can, at best, be called “misdirection” in the hope that nobody would notice what was happening and focus on the “good news”.
Here, in much more detail than I had time for in the first article, is the budget information distilled from the TTC’s 55-page report.
Key points (the TL/DR version):
The City will give the TTC $53 million more in subsidy in 2023 than 2022. This is pitched as being in support of more security, safety and cleanliness on the system, although the cost of those changes is less than 10% of that amount.
The same argument is advanced for proceeds from a fare increase (10 cents on single fares for adults and youth/students) projected at roughly $16 million.
The effect is that new funding is advertised for a politically unassailable purpose even though it will mainly pay for other aspects of TTC operations.
The year-over-year increase in City subsidy is lower than in some past years and should not be seen as a generous windfall. This is in part possible because of underspending in 2022 which leaves headroom for 2023 without as much additional City money as would otherwise be required.
The cost of beginning operations on Lines 5 and 6 will eat up over $40 million in 2023 and even more in 2024. At the same time, the TTC proposes service cuts elsewhere that will save about $46 million nominally in the name of matching service to demand. What is actually happening is that most of the network is paying for two new rapid transit lines through service cuts.
Crowding standards for off-peak service will be substantially changed to permit more riders on buses, streetcars and subway trains. On buses, the off-peak standard will be only slightly less than the peak standard. Combined with chronic unreliability of service, this will lead to more full buses and will discourage riding during the period when recovery to pre-pandemic levels is strong.
Headway maxima will be raised so that rapid transit service could operate as infrequently as every 10 minutes during periods of light demand. For buses and streetcars, there is no guarantee that the existing Ten Minute Network will be preserved.
The changes to Service Standards (crowding and maximum headways) are notexplicitly listed in the report’s recommendations and would be missed by someone only browsing early pages, a not unusual situation for TTC Board members and Councillors.
The TTC has not published any details of planned service changes even though, for April 2023 implementation, they are certainly in the early stages of planning. The TTC and Council were clearly expected to approve the changes sight-unseen, possibly without even realizing they were buried in the budget. TTC management must be forced to reveal the details of what they plan.
The budget provides for additional operators who will be used to fill open crews to reduce or eliminate the incidence of service gaps caused by missing buses and streetcars. This is a change and improvement from using “run as directed” vehicles to the extent that operators are available to drive them.
Even this austerity service is possible only with additional subsidy of $336 million which the City/TTC will seek from the provincial and federal governments.
Ridership recovery is stronger on weekends, and among concession fare groups (seniors, youth, students). This type of riding is less affected by work-from-home.
Projections for future budgets in 2024 and 2025 include no provision for additional service beyond that which will be operated in 2023.
The TTC claims it will pursue a ridership recovery program, but its budgetary plans suggest that service will remain below 2022 levels for 2023 through 2025. This, coupled with chronic service reliability problems, is not a recipe for winning back riders.
Change in fares clarified to include 10 cent increase in Youth (Student) fares.
Comparative table of budgets amended to update 2022 budget and add 2023 budget numbers.
Overview of proposed service changes added.
Where there are substantial changes from the original version, I have retained the old text, but formatted it with strikethroughs so that readers can see what has changed.
There is much more to write about in the Budget Reports, both Operating and Capital, but I will leave that to separate articles.
Mayor John Tory announced increased funding of $53 million for the TTC in 2023. To put this in context, the total TTC budget for 2022 was $2.28 billion for the conventional and Wheel-Trans systems. The total TTC subsidy will rise from $905.7 to $958.7 million. This has been presented as a “big thing”, but it is comparable to (even somewhat below) past increases. The City has fairly regularly boosted TTC funding at above inflationary rates.
Tory’s announcement highlighted system safety with:
the proposed hiring of 50 more Special Constables adding to an existing complement of about 80, and
doubling of the Streets-To-Homes workers assigned to the TTC from 10 to 20.
The budget focuses on four areas:
System safety (as above).
Service improvements in priority Neighbourhood Improvement Areas and on lines that are overcrowded.
Increased cleaning of streetcars on busy routes to counter a rising problem of litter.
Fare changes (see below).
On the revenue side, fares will go up for some riders, down for others:
Single adult and youth (aka student) fares will go up by 10 cents.
Fares for pass holders and seniors will not change (there was no mention of student fares).
The “Fair Pass” discount program which allows low-income adults to pay at the senior’s rate will be expanded to make 50,000 more people eligible.
The announcement gave the impression that the $53 million was intended primarily for safety initiatives. However, the 70 new staff must be recruited and trained. Assuming they are on the budget for 9 months, this only eats up a small part of this even allowing for the very high salary of Special Constables. For example, at $100k each, this would only amount to $7 million.
The projected cost of the additional Special Constables, the Streets-to-Homes workers and the streetcar cleaning is $4.4 million. The projected cost of the expanded Fair Pass program is $2.0 million to be funded from the TTC’s budget rather than through the Social Development department.
As for service improvements, the TTC has a habit of putting them off as long as possible to minimize current year budget effects. We do not know whether planned improvements will occur as soon as possible (Spring 2023) or if we must wait until the Fall to see more buses on the street.
From the budget details, we now know that service cuts are coming during some periods on the streetcar, and particularly on the rapid transit network. The overall weekly hours of service will drop in Spring 2023 from the current 95% of pre-pandemic level to 91%.
Defending his record as Mayor, John Tory claimed responsibility for three key TTC initiatives: the Fair Pass, the Two Hour Transfer and Free Rides for Children. Of these, only the last was actually a Tory initiative. Both the Fair Pass and the time-based transfer arose from years of public advocacy that met the usual response “we can’t afford it”, at least until they were deemed politically worthwhile.
The TTC will modify many routes on January 8, 2023, although most of the changes are small tweaks rather than a significant overhaul of service. Current changes are achieved mainly by reallocation of vehicles, modification of running times and headway adjustments.
Updated January 3, 2023 at 4:35pm: A table showing the number of replacement buses on streetcar routes has been added.
In the January schedule period, the planned weekly service is down from November 2022 levels. That is the appropriate comparison because the “December” schedules only cover the holiday period when service is reduced. All of these reductions have been reversed in the January schedules, and some school trips have been added beyond the November level.
Service in the latter part of 2022 ran below budget because riding had not rebounded as quickly as originally hoped across the system. January 2023 continues at a similar level, and a service budget has not yet been published, let alone approved.
Hours/Week
Regular Service
Construction Service
Total
Nov 2022 Budget
182,016
4,492
186,508
Nov 2022 Planned
173,249
4,187
177,436
Dec 2022 Planned
170,708
3,779
174,387
Jan 2023 Planned
171,802
5,175
176,977
Source: TTC Service Change Memos for November/December 2022 and January 2023
Subway Service
There is no change in subway service for January 2023.
Streetcar Service
506 Carlton will return to its normal route over its entire length after an extended sojourn on Dundas Street. The 306 night service will return to streetcar operation. Construction of streetscape changes on College Street is not yet complete, but this will not require a diversion in 2023.
Some streetcar routes will have new schedules:
509 Harbourfront and 510 Spadina will be modified to reduce layover conflicts at Union and Spadina Stations.
Service on 509 Harbourfront will be reduced to match demand in some periods.
Sunday early evening service on 510 Spadina will be changed so that all cars operate as 510A to Union rather than a split service with 510B turning back at Queens Quay. This matches the Saturday service pattern.
512 St. Clair service will be reduced to match demand during some periods.
The allocation of routes to carhouses will change slightly to balance resources. The table below includes a long absent route “507 Long Branch” and the temporarily suspended “508 Lake Shore”, but not the “502 Downtowner”. Make of that what you will.
The number of buses operating on streetcar routes for construction projects is shown in the table below.
Bus Service
Routing Changes
29/329 Dufferin
Due to construction for the Ontario Line’s Exhibition Station, the 29 and 329 Dufferin services will be rerouted as shown in the maps below.
43B Kennedy and 985A Sheppard STC Services
These routes will be modified to access Scarborough Town Centre via a different path in order to provide connecting stops with the temporary GO bus terminal.
95C York Mills and 996 Wilson Express Service to Ellesmere Station
The 95C York Mils branch will be dropped, and in its place the 996 Wilson Express will be extended east to Ellesmere Station.
The levels of service in the “before” and “after” configurations are compared below.
Buses/Hour
AM Pk Pre
AM Pk Post
Midday Pre
Midday Post
PM Pk Pre
PM Pk Post
95A Pt Union
7.5
6
3.3
6
5.5
6
95C Ellesmere Stn
7.5
3.3
5.5
995 UTSC
5.5
5
3.8
3.8
5.5
5
996 Ellesmere Stn
6.7
4.8
6
Total to Ellesmere Stn
20.5
17.7
10.4
14.6
16.5
17
Total to UTSC
13
11
7.1
10.8
11
11
Other affected bus routes
600 Run As Directed: The number of scheduled RAD buses is deeply reduced with only 6 weekday crews and none on weekends. Divisions will assign buses locally depending on operator availability.
19 Bay: An AM peak tripper to handle demand to the waterfront will be created by diverting one 503 Kingston Road bus to run eastbound as a Bay bus to Dockside Drive and Queens Quay, then deadhead to Broadview and Queen to resume service on the 503.
20 Cliffside and 113 Danforth: Headways will be standardized so that an evenly blended service can operate from Main Station on these overlapped routes.
25 Don Mills: The split branch structure north and south of Don Mills Station will be extended into the early evening on weekdays.
925 Don Mills Express: Trips added during peak periods to match demand.
939 Finch Express: Midday and PM peak service improved, evening service reduced.
41 Keele: Service reduced to match demand.
44/944 Kipling South: Some early express trips will be replaced with local buses. Two school trips from 44 Kipling South will interline with 76 Royal York South school trips.
945 Kipling Express: AM peak service improved.
48 Rathburn and 112 West Mall: PM school trips serving Michael Power Saint Joseph HS will be changed to match dismissal times.
52 Lawrence West: A new trip will be added from Westwood Mall at 6:52am to accommodate demand. A new trip will be added between Lawrence and Lawrence West Stations in the early PM peak. This is a hook-up with an existing school trip.
57 Midland: Service reductions to match demand.
60C/960 Steeles West: Service between Pioneer Village Station and Kipling on the 60C branch will be reduced in peak periods to match demand. This will be offset by improvement to the express service.
960 Steeles West Express: Early evening service reduced.
63 Ossington: Service modified for resiliency and to match demand (mainly reductions).
68/968 Warden: Schedules adjusted for reliability with less frequent service during many periods.
79 Scarlett Road: Service reduction weekdays in peak and midday periods.
86 Scarborough: Zoo shuttle will operate only on Saturday to serve Terra Lumina. Sunday service dropped.
95/995 York Mills an 96/996 Wilson: 996 Express service extended to Ellesmere Station replacing the 95C local service (see map above). Service changes during many periods to improve reliability with a mix of frequency changes.
102/902 Markham Road: New trips to serve school demand to R.H. King Academy and Centennial College.
116 Morningside: New PM school trips from Morningside & Ellesmere to serve Jack Milner PS and Sir Wilfrid Laurier CI.
122 Graydon Hall: All trips will now enter service eastbound at Don Mills.
130 Middlefield: New school trips to serve Henry Kelsey Senior PS.
165 Weston Road: Service reliability changes primarily through longer running times and additional buses.
168 Symington: Service reduced to match demand.
Peak bus service
The Details
Details of these changes are in the spreadsheet linked below.
This is the fifth part of my review of the Final Report of the Commission of Inquiry into the Ottawa LRT fiasco. This article covers the trial operation of the line up to the transition to revenue service and draws from chapter 12 of the Inquiry Report.
Some of the quotations here are extensive as I want there to be no doubt that the voice is that of the Inquiry Commissioner, not my paraphrase.
This is the fourth part of my review of the Final Report of the Commission of Inquiry into the Ottawa LRT fiasco. This article covers the construction of the line up to Substantial Completion and draws from chapters 10-12 of the Inquiry Report.
Updated December 23, 2022: The City has issued an update stating that the work on Roncesvalles will not be finished until at least the end of February, and The Queensway will not be complete until Spring 2023.
Stage 3 work on Roncesvalles will be completed by the end of February 2023.
Work will continue after this period with the installation of TTC streetcar track platforms and overhead wiring, with only lane restrictions as necessary.
The final major piece of trackwork installation is underway. Once new paving is in place, the overhead can be restored and, at least in theory, streetcars can return to Roncesvalles Avenue. This is likely to be confined initially to carhouse moves to and from Howard Park until TTC schedules catch up. A service restoration date for 504 streetcars has not yet been announced, but the mid-February schedule change would be the first opportunity. (As I write this, the January changes have not yet been announced.)
With the revised completion dates announced by the City, the first schedule change that could restore streetcars to Roncesvalles would come at the end of March or early April. It is possible that bus service on Roncesvalles could be restored as work north of Queen reaches a point where some lanes can be opened.
Meanwhile, although road construction continues on The Queensway between Sunnyside and Parkside, only the span wires and hangers are up at Sunnyside Loop, but no contact wire. There is still no track between Glendale (St. Joseph’s Hospital stop) and Parkside (the first stop on the Queensway right-of-way). Paving of the new curb lane eastbound from Parkside to Roncesvalles was underway on December 22, and the new eastbound Glendale stop platform is now in place.
Dates for restoration of streetcar service to Sunnyside and to Long Branch have not been announced.
The City’s update puts completion of the road work in Spring 2023. Whether this will include restoration of track and overhead remains to be seen.
As part of work being completed on The Queensway (Parkside Drive to Roncesvalles Avenue), the contractor has uncovered conflicts with underground utilities that require modifications to the designs.
The Stage 2 work is now expected to be complete in Spring 2023. Upon completion, all travel lanes on The Queensway will be restored and northbound access to Sunnyside Avenue from The Queensway will be reinstated.
Looking north on Roncesvalles from QueenLooking west across Roncesvalles at North Gate of carhouseWelding track on Roncesvalles north of QueenThermite welding jigs and cauldron
Dundas Sinkhole
A major sinkhole on Dundas near Brock caused a service diversion of route 505 Dundas via College and Ossington. This ended in the early evening of December 19. The photo below, provided by reader Raymond Lee, shows the track restoration in progress on December 10.
Reinstalling track over Dundas sinkhole. Photo by Raymond Lee.
King & Shaw
Service was restored to King Street west of Bathurst on December 9, 2022. 504A Distillery cars run to Dufferin Loop. 504B Broadview Station cars run to Bathurst Street.
Looking east on King at ShawLooking west on King at Sudbury
Adelaide Street
Work is expected to be complete to Charlotte Street by year-end. Work east from York Street to Victoria, and on York Street itself will be done as a separate project in 2023.
College Street
Most work on College Street is complete although 506 Carlton streetcar service remains on diversion. The TTC should be restoring the normal route soon, but has not announced a date yet. As of December 19, the 506C bus shuttle operates along College and Carlton streets rather than diverting along Harbord, Hoskin, Queen’s Park, University and Gerrard.
In spring 2023, the City’s contractor will return to complete work on the elevated cycle tracks between Manning Avenue and Spadina Avenue and upgrades to the existing bike lanes between Spadina Avenue and Bay Street.
Wellington Street
Updated: This original text has been removed because it proved to be out of date.
The current status is that undocumented underground conflicts still dog this project, which also was delayed to accommodate local festivals. Work on the north side of Wellington is expected to be largely completed in 2022, but the south side will be finished next Spring.
There is no word on when TTC will reinstall overhead so that 503 cars can return to the Church-Wellington-York loop.
Updated December 20, 2022: Detailed charts have been added for the segments between Jarvis and Yonge, and between Yonge and University. Click here to jump to the new part of the article.
This article continues a series looking at the travel times on King Street in the “transit priority” segment between Bathurst and Jarvis Streets with data to the end of November 2022.
With the resumption of commercial and social activities, the comparative calm on King has disappeared, and the street can be very busy in the Entertainment District especially in the evening. The laissez-faire approach to traffic management and enforcement on King did not matter much during the pandemic shutdowns, but the benefits of the priority area are slowly being lost.
This echoes other aspects of the transit system where as a City we seem to have forgotten how to run things well under “normal” conditions either because of permanent funding cuts, or because we have forgotten the effort needed to deal with heavier demand on our services and infrastructure.
The first set of charts in the article takes the long view starting in 2016 to show the evolution from before the transit priority zone was created, then the effect of that zone, the arrival of the pandemic and the return to pre-pandemic activity.
There are two distinct sections of King Street. East of University is the business district, and it is less affected, at least from a transit travel time point of view, because activity there is still below “normal”, pre-pandemic conditions. However, interference from north-south traffic backlogs at intersections is starting to have an effect, mainly in the PM peak. West of University is the Entertainment District and its high density residential neighbourhood where one might ask “what pandemic?” from the number of pedestrians and motorists on the streets.
Later in the article, I will review changes in travel times over short segments between Jarvis and Bathurst.
This article arose from complaints I saw on Twitter about the poor service on the 63 Ossington bus during November and early December. The common thread is that service is extremely erratic, a common problem on many routes.
In the case of the Ossington bus, most trips are comparatively short because it extends only from Eglinton West Station to Liberty Village, and many trips are to or from the subway at Bloor. This means that wait times can form a substantial part of a journey on the route, sometimes more than half. Moreover, they are unpredictable and riders must allow time for this whether they will need it or not. This is not a formula for attracting demand back to the system from those who have a choice of travel some other way.
Service on 63 Ossington during November 2022 operated with schedules that had been in place for some time. The weekday schedules had been in effect since March 2022, and the weekend schedules since November 2021.
During peak periods, half of the service short turns at St. Clair via Oakwood Loop, but at all other times, all buses run over the entire route.
During November 2022, there was an enlarged south end loop to avoid construction at King & Shaw, but no additional running time was provided in the schedule to compensate for this.
The route has frequent opportunities to regulate headways with layovers at the terminals and at Ossington Station Loop. Note that recovery times are particularly large during weekday peak periods and midday. This is intended to deal with congestion due to Line 5 Crosstown construction at Eglinton West Station. Recovery times are more commonly only one headway or less.
This is the third part of my review of the Final Report of the Commission of Inquiry into the Ottawa LRT fiasco. This article covers mainly the vehicle and control system manufacturing, and corresponds to chapter 9 of the Inquiry Report.
Part IV will deal with the construction of the line, and Part V will deal with the transition to revenue service.
The entire process is a textbook example of what happens when “on time, on budget”, coupled with an unproven design, forces abandonment of well-established best practices for manufacturing and testing. Moreover, the lack of integration and communication across the project puts the lie to the idea that a private sector consortium will automatically be run like a well-oiled machine rather than a clanking contraption on the edge of collapse.
Updated Dec. 12/22 at 5:30 pm: The discussion of signalling systems used on various lines has been corrected to cite Bombardier’s Cityflo 650 system as the one used on Line 5 Eglinton.
Steve Munro 