Battle Lost: The TTC’s Failed Expansion Plans in All Directions

City Battle Stations: How the TTC has failed to expand in every direction

Introduction

The Toronto Transit Commission (TTC) has long been the subject of controversy and dissatisfaction when it comes to expanding its services. This ongoing battle between downtown and suburban interests has resulted in delays, cancellations, and substandard transit in all directions. As the city’s public transit system, the TTC is responsible for providing reliable and efficient transportation options for all residents. However, due to the limited availability of transit funding and the clash of competing interests, the TTC has struggled to meet the demands of a growing city.

A Brief History of Failures

North

The saga of the Eglinton plan is a prime example of the TTC‘s failures to expand in the north direction. In 1985, the city proposed a dedicated bus lane along Eglinton West, but politicians in York and Etobicoke were unhappy with the idea. They questioned why North York was getting a subway along Sheppard while they were only getting a busway. Premier Bob Rae attempted to appease everyone by starting construction on a subway line along Eglinton in 1994. However, when Mike Harris became the premier in 1995, he canceled the project, sparking outrage from former TTC chair Mike Colle.

The Eglinton plan was resurrected multiple times, with light-rail transit proposals and plans from different mayors. However, it wasn’t until 2010 that the Eglinton Crosstown LRT was approved, despite opposition from then-mayor Rob Ford. Unfortunately, the project has faced numerous delays, and as of 2023, it has been almost 50 years since the city first proposed rapid transit along Eglinton.

East

The Scarborough subway has been another contentious issue in the TTC‘s expansion plans. The debate over whether Scarborough deserves a subway extension from the Bloor–Danforth line started in 1968. Local politicians were thrilled with the idea, but downtown councillors argued against it, claiming the neighborhood wasn’t dense enough to warrant a subway.

In 1975, a compromise was reached with the construction of the Scarborough RT, an elevated light-rail line. However, it opened two years late, with costs exceeding the initial projections. Costly repairs were required almost immediately. The maintenance costs eventually became too high, leading to the approval of a plan to replace the RT with a three-stop subway extension in 2013. Over the years, the project faced setbacks and rising cost projections, resulting in a scaled-back one-stop extension in 2016. Premier Doug Ford revived the three-stop plan in 2019. As of 2023, the RT is expected to shut down later this year, leaving riders to rely on buses until the subway opens in 2030, over 60 years after the initial proposal.

South

The path to downtown relief has been a tortured one for the TTC. The city proposed a U-shaped line along Queen in 1910, anticipating the arrival of an east-west line. However, in 1958, council approved the Bloor–Danforth subway instead, prioritizing suburban traffic over a downtown route.

Over the years, the downtown relief line faced numerous delays and obstacles. In 2013, then-mayor Rob Ford refused to pursue a relief line, claiming that downtown already had enough subways. It wasn’t until 2016, under Mayor Tory, that a relief-line route from Osgoode to Pape stations was approved. In 2019, Premier Doug Ford incorporated existing plans into his own project, the Ontario Line, which is expected to open in 2031, a staggering 121 years after the initial consideration of a similar route.

West

The westward expansion of the TTC has also been fraught with difficulties. In 1980, to appease Etobicoke politicians who were jealous of the planned rapid-transit line in Scarborough, the TTC included a light-rail station above the Kipling subway platform. Plans were briefly mentioned in the TTC‘s annual report for a light-rail line extending north from Kipling to the airport, with dreams of extending it further north to York University.

However, in 1985, plans for a western counterpart to the Scarborough RT were silently shelved. Council concluded that light-rail routes in low-density suburbs were not worth the expense, ultimately killing any hopes of a line connecting Kipling to the airport. The Union Pearson Express, which opened in 2015, further dashed any chances of westward expansion.

Analysis and Editorial

The failures of the TTC to expand in every direction are indicative of larger issues plaguing Toronto’s transit system. The clash between suburban and downtown interests has been a persistent obstacle in providing equitable and efficient public transportation for all residents. The limited availability of transit funding and the prioritization of certain areas over others have resulted in a fragmented and insufficient transit network.

One of the main challenges has been the inconsistent long-term planning and vision for the city’s transit system. Changes in political leadership and shifting priorities have led to projects being canceled, revived, or scaled back, resulting in wasted time, money, and resources. This lack of continuity has hindered the TTC‘s ability to effectively meet the evolving needs of Toronto’s growing population.

Another significant issue is the struggle to balance competing interests between downtown and suburban areas. The TTC‘s expansion plans often become contentious battlegrounds, with each side vying for limited resources and prioritizing their own needs. This divisive and adversarial approach only exacerbates the challenges faced by the TTC and hampers its ability to provide comprehensive and equitable transit options for all residents.

To address these challenges and move towards a more successful expansion of the TTC, several steps can be taken. First, there needs to be a long-term and cohesive vision for Toronto’s transit system. This vision should be supported by all levels of government, ensuring consistency and sustainability in transit planning and investment.

Second, the TTC needs to prioritize the needs of all residents, regardless of their location. Equitable distribution of transit services and a focus on areas with high demand and potential for growth should guide expansion plans. Instead of pitting neighborhoods against each other, collaboration and compromise should be encouraged to achieve the best outcomes for all.

Lastly, increased investment in public transit is necessary to overcome the funding constraints that have hindered the TTC‘s expansion efforts. The demand for reliable and efficient transit in a growing city cannot be met without adequate financial support. Both the provincial and federal governments should increase their contribution to transit funding, recognizing the importance of a robust and accessible public transportation system for the overall well-being of Toronto and its residents.

Conclusion

The failures of the TTC to expand in every direction highlight the challenges and complexities involved in providing effective public transportation in a rapidly growing city like Toronto. Political disputes, conflicting interests, and limited funding have all contributed to delays, cancellations, and substandard transit options.

Moving forward, a more cohesive and long-term vision for the TTC‘s expansion is needed. Equitable distribution of transit services, collaboration between downtown and suburban interests, and increased funding are crucial elements in improving the TTC‘s ability to meet the transportation needs of all residents. By addressing these challenges head-on, Toronto can create a transit system that is truly representative of its diverse and dynamic population.