Flexity Outlook (Toronto)
| Industry | Rail transport |
|---|---|
| Founded | 2009 |
| Headquarters | Thunder Bay and Kingston, Ontario , Canada |
| Products | Streetcars |
The Flexity Outlook represents the most recent addition to the Toronto streetcar system fleet managed by the Toronto Transit Commission (TTC). Derived from the Bombardier Flexity series, these streetcars were initially ordered in 2009 and produced by Bombardier Transportation at facilities in Thunder Bay and Kingston, Ontario. They were specifically adapted to accommodate Toronto’s distinctive broad Toronto gauge () and designed for unidirectional operation.
Currently, the entire operational streetcar fleet comprises Flexity Outlook vehicles, which have fully replaced the older Canadian Light Rail Vehicle (CLRV) and Articulated Light Rail Vehicle (ALRV) units that were retired by December 2019.
As Toronto’s first modern low-floor streetcars, the Flexity Outlook models significantly improve accessibility for individuals with disabilities, seniors, and passengers with strollers. These vehicles measure over in length, making them the largest single-unit streetcars ever deployed by the TTC. Notable features include four sliding doors, air conditioning, seating capacity for 70 riders, interior bike racks, and two onboard fare vending machines equipped with Presto card readers. Their rollout facilitated the adoption of a proof-of-payment (POP) system combined with all-door boarding.
The upcoming Line 5 Eglinton light rail transit will operate similar but incompatible Flexity Freedom vehicles due to differences such as track gauge.
Features
This vehicle is modeled on Bombardier's standardized Flexity Outlook platform, also utilized in cities like Brussels, Marseille, and Geneva, but tailored specifically for Toronto’s requirements. Key customizations include compatibility with TTC’s unique broad track gauge, ability to negotiate tight turning radii of , single-point switches, steep gradients, clearance constraints, and provision for upgrading from trolley poles to modern pantograph current collection. Measuring long and comprising five articulated sections, the Flexity Outlook is nearly twice as long as its predecessors. Unlike earlier models, it incorporates a low-floor layout with major mechanical and electrical systems installed on the roof.
Accessibility
As TTC’s first low-floor streetcars, Flexity Outlooks provide enhanced accessibility for wheelchair users and passengers with mobility aids. Boarding involves just a single step at any door, simplifying access for seniors, expectant mothers, travelers with children, or those carrying heavy luggage.
An extendable boarding ramp is positioned at the second set of doors and can be deployed by the operator upon activation via a blue accessibility button located inside or outside the vehicle. The ramp’s length adjusts based on stop type: a shorter extension for curb or raised platform stops and a longer one for street-level boarding that requires operator assistance outside the vehicle. On average, each Flexity streetcar deploys its ramp approximately four times daily.
Inside the vehicle are two designated areas for wheelchairs or mobility scooters along with priority seating reserved for people with disabilities, older adults, and pregnant passengers.
Fare collection
Flexity Outlook streetcars operate under a proof-of-payment (POP) fare system since operators are seated within enclosed cabs and do not handle fare transactions directly. Passengers must carry valid proof of payment such as a paper transfer, tapped Presto card, or contactless credit/debit card.
Each Flexity vehicle is equipped with six Presto card readers—located at the front and rear single doors as well as both middle double doors—enabling riders to tap their Presto or contactless cards when boarding to pay fares or validate transfers. Contactless credit/debit card payments were introduced across the system in August 2023.
For riders paying exact cash in coins, two onboard fare vending machines situated near the middle doors allow purchase of single-ride paper tickets that serve as proof of payment and transfer eligibility. Between December 2015 and December 2018, these machines also accepted contactless credit/debit cards; however, this functionality was discontinued due to technical issues.
Audible warning signals
Flexity streetcars are equipped with both a gong and a horn. Unlike traditional mechanical gongs, these utilize amplified digital sound recordings. They marked the first TTC vehicles delivered with factory-installed electronic horns throughout the fleet; earlier models had horns added during retrofits in the late 1990s. Despite their robust design, the horns resemble those found on TTC buses and cars. Both the gong and horn can be heard clearly from either end of the streetcar.
Destination sign
The Flexity Outlook streetcars represent the TTC's initial introduction of amber digital LED destination and run number displays, replacing the manually operated roller blinds used on older vehicles. Positioned at the front, rear, and sides, these signs showcase route numbers, names, and destinations, providing greater informational clarity compared to previous models that only displayed route numbers and destinations. Additionally, two blue bullseye lights on the front indicate accessibility features.
Automated voice announcement system
Flexity Outlook streetcars come equipped with an automated system delivering audible and visual announcements for upcoming stops via interior PA systems and overhead displays. Launched in 2014, they were the first TTC vehicles to incorporate external PA systems capable of broadcasting route and destination information as well as live announcements from operators.
Bicycle rack
Inside these streetcars, a bicycle rack is located near the third door from the front and can hold two standard bicycles positioned parallel to the vehicle. The rack includes a retractable pull-out strap designed to secure one bicycle during transit.
Wheel squeal
To mitigate wheel squeal on tight curves, Flexity Outlook streetcars are fitted with an onboard wheel lubrication system. The TTC is also developing a noise-dampening ring mounted on wheels, with prototype testing scheduled for late 2017. Enhanced lubrication units activated by Flexity vehicles are being installed at streetcar loops. Factors contributing to squeal include tighter curve radii and weather conditions such as rain or temperature changes that can wash away lubricant and increase noise.
Selection process
As the TTC’s existing streetcar fleet neared retirement, the Commission began seeking a new manufacturer. In June 2007, public consultations were initiated on new streetcar designs through an online survey and exhibits at major transit locations. Models of the Flexity Swift and Siemens Combino Plus were displayed at the 2007 Canadian National Exhibition.
On September 19, 2007, the TTC issued specifications for an "LF LRV" requiring compatibility with current tracks, ability to navigate tight turning radii of , strong hill-climbing performance, and compatibility with single-leaf switches. The tender specified streetcars between 27 and 30 meters in length featuring multiple articulations and three powered bogies.
While initially considering a design with 70% low-floor area, the TTC ultimately sought a fully low-floor vehicle equipped with folding ramps to enable stepless boarding where platforms did not exist. The replacement fleet was intended to remain single-ended with right-side doors and trolley pole power collection but include provisions for future pantograph use along with an option for bi-directional models for new routes. Onboard ticket vending machines were also part of the requirements.
Bidding procedure
Among the manufacturers showing interest were Bombardier, Siemens, AnsaldoBreda, Mytram, Vossloh Kiepe, and Kinki Sharyo, though the majority withdrew before the final bidding stage. Although TTC considered the Portland Streetcar model from Škoda, Škoda ultimately did not submit a proposal. Siemens promoted its Combino Plus model but chose not to participate in the tender. The only bids received came from Bombardier and the UK-based company Tram Power.
Initially, Bombardier showcased a Flexity Swift prototype but later shifted to proposing a tailored version of the Flexity Outlook to fulfill the full low-floor specifications, marketing it through "The Streetcar Redefined" platform. Tram Power’s submission was the Citytram, a prototype previously trialed on the Blackpool Tramway until it was damaged by fire in January 2007.
On July 18, 2008, TTC rejected both proposals—citing Bombardier’s design as unsuitable for Toronto’s street conditions and Tram Power’s bid as failing commercial requirements—and reopened the procurement process. Bombardier challenged these assessments, offering either a compliant vehicle or CAD 10.4 million to upgrade TTC infrastructure. Following this, TTC initiated direct negotiations with Bombardier, Siemens, and Alstom.
By April 24, 2009, TTC had chosen a customized Flexity Outlook model to replace its outdated streetcar fleet.
Contract award
On June 26, 2009, the Toronto City Council authorized funding for 204 new streetcars and formalized a contract with Bombardier. The City agreed to contribute one-third of the total cost and sought matching funds from provincial and federal governments. While Ontario committed its one-third share, the federal government initially withheld funding prior to contract finalization. Ultimately, Toronto postponed other capital initiatives to finance two-thirds of the project costs. The Province provided $416.3 million, the federal government contributed $108 million through gas tax allocations, and combined City and TTC funds amounted to $662 million—totaling $1.2 billion in project financing. These funding details were announced by TTC Chair Karen Stintz during the public unveiling on November 15, 2012.
A partial mockup was exhibited at the Hillcrest Complex in November 2011.
Prototypes
The first streetcar arrived in Toronto on September 25, 2012; it was transported by rail from Bombardier’s Thunder Bay facility to CPKC Lambton Yard before being transferred by flatbed truck to Hillcrest Complex’s Harvey Shop. Streetcar number 4400 was the initial unit among three test vehicles delivered for evaluation and certification. The public reveal of this new model took place at Hillcrest on November 15, 2012.
To accommodate unloading of Flexity Outlook cars shipped by Bombardier, TTC constructed a railway siding equipped with a ramp at Hillcrest (though this was not fully completed when unit 4400 arrived). An older CLRV streetcar was employed to pull new Flexity units off flatbed cars down the ramp.
Prototypes numbered 4401 and 4402 underwent nearly twelve months of rigorous testing within Toronto, which prompted modifications to their loading ramps aimed at preventing wheelchairs from tipping. The TTC accepted these vehicles only after these ramp adjustments were implemented.
In 2015, CEO Andy Byford disclosed that early Flexity streetcars exhibited manufacturing flaws originating from Bombardier’s Thunder Bay plant—frames were misaligned and rivet installations were rejected by TTC due to concerns over structural integrity. Additional defects included loose fasteners and electrical system issues. To resolve these quality challenges, Bombardier restructured its Mexican production facility in Ciudad Sahagún and intensified quality control measures at Thunder Bay.
Introduction to Service
Beginning in 2013, the Flexity Outlook streetcars underwent trials across multiple routes and diverse weather conditions. In July 2014, a labour dispute at Bombardier’s Thunder Bay facility posed risks to the delivery timetable; nevertheless, TTC spokesperson Brad Ross assured that new vehicles would commence service punctually, even if only a single unit was ready. By September 12, 2014, Bombardier employees ratified a new contract. Initially, Bombardier planned to introduce one new vehicle every three weeks but sought to accelerate production to three per month to compensate for delays caused by supply chain disruptions involving both shortages and surpluses of parts—each streetcar containing approximately 10,000 components.
On August 31, 2014, Flexity Outlook streetcars numbered 4400 and 4403 began operating on the 510 Spadina route. Delivery setbacks restricted the initial deployment to two vehicles instead of the intended six. Prior to revenue service, TTC conducted component testing, completed 600 kilometers of trial runs, and installed Presto fare collection systems.
Delivery Challenges
By December 2014, Bombardier had fallen considerably behind its schedule, delivering just three streetcars instead of the anticipated 43. TTC CEO Andy Byford cautioned that penalties could be imposed if deadlines were not met. The Leslie Barns facility was forecasted to remain nearly vacant upon its opening in early 2015 due to these delays. Bombardier pledged to increase delivery rates with a target of 30 vehicles by the end of 2015—a milestone that was only achieved in late 2016. The original objective was to have 73 streetcars delivered by the close of 2015.
In October 2015, Bombardier disclosed manufacturing complications at its Ciudad Sahagún plant in Mexico, including defective welding and improperly crimped electrical connectors necessitating extensive rework and additional labor shifts. These issues affected both production schedules and quality control standards. To mitigate these problems, Bombardier simplified welding procedures and enhanced workforce expertise.
Commitments to produce four streetcars monthly starting in April 2016 were revised downward; only sixteen vehicles were delivered throughout that year. Production capacity expanded with the addition of a second facility in La Pocatière, Quebec, aimed at resolving dimensional inconsistencies that had been causing delivery delays.
By September 2016, only twenty-two streetcars were operational, raising concerns about meeting the year-end goal of thirty deliveries; nevertheless, the thirtieth unit arrived in December after some vehicles were shipped partially completed and finished locally. This lagged significantly behind the initial target of one hundred units by the end of 2016.
In January 2017, TTC reported shortages of vehicles due to delayed Flexity deliveries combined with increased maintenance demands on aging streetcars. This resulted in bus substitutions and service reductions on certain routes.
Revised delivery forecasts estimated forty streetcars for 2017, seventy-six for 2018, and fifty-eight for 2019 to fulfill the total order of 204 vehicles. However, in October 2017 Bombardier lowered expectations again to thirty-five units for that year due to persistent supply chain challenges and launched a second production line.
By January 2018, only fifty-nine streetcars had been delivered compared with an original target exceeding one hundred fifty units. The TTC prepared contingency strategies anticipating further postponements.
In February 2018, Bombardier inaugurated a second production line in Kingston, Ontario with plans to employ over one hundred workers and boost annual output capacity. By December 2018, TTC had received one hundred seventeen Flexity streetcars with four additional units pending; Bombardier invested $20 million toward capacity expansion.
During an October 2019 TTC board meeting, Bombardier revealed financial losses on the Toronto Flexity contract attributed to customization complexities adapting the model for Toronto’s distinctive track gauge, gradients, curves, corrosion resistance requirements, and insufficient transfer of skills from German facilities to Mexican plants. At that point, Bombardier had delivered one hundred eighty-eight vehicles while production difficulties persisted at key suppliers.
On January 24, 2020, TTC took delivery of the final Flexity Outlook streetcar (4603), completing the entire order slightly more than three weeks behind schedule. Only eight units were manufactured at the Kingston plant instead of the planned thirty. Prototype vehicle 4403 was returned for conversion to TTC specifications and reintroduced into service in May 2020.
Welding complications
In July 2018, Bombardier initiated a recall of 67 out of the 89 Flexity streetcars delivered to address welding flaws deemed crucial for their intended 30-year operational lifespan. Deficiencies were detected in the welds on the bogie and articulated portals. The necessary repairs were conducted at Bombardier’s La Pocatière facility in Quebec, with each vehicle requiring approximately 19 weeks to complete.
The initial streetcar was dispatched for correction in September 2018, with an original expectation for reintroduction by 2023. Nonetheless, due to a drop in ridership amid the COVID-19 pandemic, the TTC accelerated the repair process by increasing shipments from seven to twenty-two vehicles simultaneously. Consequently, warranty-related repairs are now anticipated to conclude by the end of 2021.
Litigation against Bombardier
In October 2015, the TTC sought approval from its board to initiate legal proceedings against Bombardier, claiming $50 million in damages stemming from delayed streetcar deliveries. Bombardier had committed to supplying 67 units by October 2015 but had only delivered ten at that time.
The TTC board authorized the lawsuit aiming to recover financial losses caused by these delays. CEO Andy Byford highlighted that securing the streetcars themselves took precedence over monetary compensation. Bombardier chose not to comment on the litigation plans. A confidential settlement between both parties was reached in April 2019.
Ordering alternatives
By June 2013, TTC CEO Andy Byford supported acquiring an extra 60 Bombardier Flexity streetcars to accommodate increasing demand downtown driven by residential expansion. A 2015 TTC report estimated this option at $361 million, contingent upon placing the order before delivery of the sixtieth vehicle. However, in September 2016, the TTC Board declined this option, citing Bombardier’s delivery delays, elevated maintenance costs for older vehicles, and potential savings achievable through federally funded buses. Byford contended that buses offered less efficiency due to their smaller capacity, while TTC Chair Josh Colle attributed the board’s decision primarily to persistent issues with Bombardier. The contractual option for these additional 60 streetcars expired once the sixtieth original vehicle was delivered.
Initially, only the first 60 streetcars were designed with pantographs. On February 24, 2014, the TTC exercised an option to retrofit pantographs on the remaining 144 vehicles at a cost of $4.5 million.
Further options
The TTC Corporate Plan released in January 2018 proposed acquiring 150 more streetcars by 2022 to enhance capacity and support waterfront expansion projects. In October 2020, the TTC board approved purchasing an additional 13 Flexity streetcars for $140 million, with an option for up to 60 more if funding became available. By May 2021, a $568 million contract was finalized to order 60 streetcars and expand the Hillcrest Complex; funding was shared among federal, provincial, and municipal governments. These new Flexity vehicles are manufactured by Alstom at the former Bombardier facility in Thunder Bay, with deliveries commencing in 2023.
The first units from this batch entered service on route 504 King on November 17, 2023, with full delivery expected by 2025. The program also includes modifications at Hillcrest Complex to accommodate storage for at least 25 streetcars. Funding contributions came from federal and provincial governments ($180 million each) alongside $208 million from the City of Toronto.
Entry into service
The Flexity Outlook streetcars made their debut on the 510 Spadina route on August 31, 2014. By January 3, 2016, this line was completely converted, becoming the TTC's first streetcar route to be fully accessible. On September 12, 2017, the 509 Harbourfront line became the pioneer route to utilize Flexity streetcars with electrical current collection via pantographs instead of traditional trolley pole systems; however, movements within carhouses still required trolley poles, with a switch occurring at Exhibition Loop.
Deployment timeline
The following table outlines the introduction dates of Flexity Outlook streetcars across various routes. For up-to-date information on vehicle status, refer to .
| Route | Date introduced | Notes |
|---|---|---|
| 510 Spadina | August 31, 2014 | |
| 509 Harbourfront | March 29, 2015 | |
| 514 Cherry | June 19, 2016 | Operated until October 7, 2018; subsequently discontinued and replaced by two overlapping branches of the 504 King route. |
| 512 St. Clair | September 3, 2017 | The two-hour unlimited transfer pilot concluded with the arrival of the first Flexity vehicle. |
| 504 King | January 2, 2018 | Partial service commenced earlier on weekends and holidays; weekday service began December 4, 2017, to accommodate increased ridership linked to the King Street Transit Priority Corridor. |
| 501 Queen | January 6, 2019 | Weekend Flexity operations started in September 2018; seven-day service initiated January 6, 2019, primarily between Humber Loop and Neville Park Loop; expanded to full-time Humber Loop–Long Branch Loop service on September 1, 2019 (this section was renamed 507 Long Branch in November 2023). |
| 511 Bathurst | 2015 | Initially used seasonally during major events starting in 2015; full-time Flexity deployment began December 29, 2019, following retirement of CLRVs from this route. |
| 508 Lake Shore | September 3, 2019 | Service paused from March 2020 to October 30, 2023 due to COVID-19 related ridership declines and infrastructure reconstruction projects. |
| 506 Carlton | October 13, 2019 | |
| 505 Dundas | April 20, 2020 | |
| 503 Kingston Rd | June 22, 2020 |
Incidents in 2018
On February 20, 2018, the use of trolley poles on Flexity Outlook streetcars resulted in multiple dewirements and damage to overhead wiring at the complex intersection of King Street and Spadina Avenue as well as along St. Clair Avenue. The carbon insert within the trolley pole shoe—intended to maintain electrical contact and navigate overhead wire supports—experienced rapid wear during wet weather conditions. Instead of lasting one to two days as expected, these inserts deteriorated in under eight hours. Additionally, Flexity Outlook streetcars consume more electrical current than older CLRV and ALRV models, contributing further to accelerated wear. Plans are underway to convert all overhead wiring for pantograph compatibility to address this problem.
During a severe rainstorm on August 7, 2018, flooding caused damage to nine Flexity streetcars. Two vehicles were heavily impacted after being partially submerged beneath a flooded underpass on King Street west of Sudbury Street; these units were sent to Bombardier's Kanona facility in New York for extensive restoration and electrical repairs. Two others with significant damage were stored at Leslie Barns awaiting Bombardier-led repair work. The remaining five streetcars sustained minor damage and were repaired within weeks. None of these issues stemmed from manufacturing flaws. In response, the TTC updated operational protocols aimed at reducing flood-related risks.
2019
At the start of 2019, the Flexity Outlook streetcars exhibited lower than anticipated reliability. The projected mean distance between failures (MDBF) was set at 35,000 km; however, by March 2019, this figure had fallen to 13,223 km, marking a decline compared to both March 2018 and the previous month. Malfunctions involved components such as hydraulic brakes, doors, propulsion systems, and wheel flange lubricators. According to the TTC CEO report from May 2019, Bombardier initiated modification programs aimed at enhancing reliability. Despite these setbacks, the TTC reported overall satisfaction with the fleet’s performance, particularly under winter operating conditions.
On November 27, 2019, all 35 Flexity streetcars serving route 501 Queen were temporarily replaced by roughly 90 buses after damage was detected in the emergency brake system affecting 25 vehicles. This system includes metal bars that deploy during emergency braking to assist the disc brakes; these bars on the left side of 22 streetcars had been struck by a stationary object. Some bars became detached, increasing the risk of derailment. Repair efforts were delayed due to a shortage of replacement parts. Subsequent inspections on November 28 and 29 identified a six-inch broken rail segment as the root cause; routine track maintenance likely resolved the problem. Service on route 501 resumed on November 30 using spare CLRVs to cover for Flexity vehicles still awaiting repair.
In December 2019, the Canadian Light Rail Vehicle (CLRV) was officially retired from service, with the final unit of the 204 Flexity streetcars delivered in January 2020. Construction activities and limited vehicle availability delayed full deployment of Flexity streetcars across all routes until mid-2020, coinciding with the onset of the COVID-19 pandemic.
Since 2020
In January 2020, the TTC announced plans to reduce streetcar frequency by approximately 25 percent because Flexity Outlook streetcars have a higher passenger capacity than older models. For instance, a route previously operating at five-minute intervals with older vehicles would shift to a schedule of every six minutes and fifteen seconds using Flexity cars. This adjustment was intended to alleviate crowding on longer vehicles while generating annual labor cost savings estimated at $45 million for the TTC.
Following retirement of the CLRV and ALRV fleets by early 2020, the TTC encountered a shortage of streetcars necessary to maintain full route coverage, necessitating continued reliance on replacement buses. Buses also supplemented service during peak demand periods. In May 2021, an order for an additional 60 Flexity Outlook streetcars was placed to accommodate projected ridership increases through 2026 and support potential expansions or new lines.
As of February 18, 2024, only four units from this supplemental order had been delivered.
Maintenance
Existing carhouses were originally constructed for older high-floor streetcars featuring underfloor equipment and lacked adequate capacity for maintaining Flexity vehicles. To address this, on November 22, 2015, the TTC inaugurated the Leslie Barns facility at Leslie Street and Lake Shore Boulevard East exclusively dedicated to Flexity maintenance. Additionally, a new structure was built at Roncesvalles Carhouse specifically for servicing these modern streetcars. In May 2021, plans were announced to expand and upgrade the Hillcrest Complex to accommodate the additional 60 streetcars.
The TTC aimed for a mean distance between failures significantly higher for Flexity streetcars compared to approximately for older vehicles. Nevertheless, early production models experienced issues with doors and communication systems, averaging failure intervals around by December 2018; Bombardier targeted resolution of these problems by early 2019.
In February 2020, Bombardier cautioned that deferring maintenance on the Flexity fleet could lead to accelerated wear and increased breakdowns while potentially jeopardizing warranty coverage. Maintenance had been paused since October 2019 due to workload pressures from welding repairs and brake shoe problems caused by track defects. This comprehensive maintenance program—which includes servicing gearboxes, controllers, power units, and doors—was planned to resume in April 2020 amid lowered ridership during the COVID-19 pandemic and aimed to clear a backlog affecting approximately 25 cars within six months.
Training
The driver education program for Flexity Outlook streetcars employs a specialized simulator designed to replicate the entire TTC streetcar system, featuring controls identical to those found in the actual vehicles. This virtual environment incorporates prominent city landmarks such as the CN Tower and Toronto City Hall, contributing to an immersive training experience.
The simulator includes a full-scale Flexity Outlook operator cab equipped with a curved digital windshield and ambient street noise simulation. A dedicated instructor console enables the introduction of various scenarios, including traffic congestion, adverse weather conditions, power failures, and passenger-related situations, while monitoring trainee performance and mistakes. Originally located at the Hillcrest Complex, the simulator was subsequently moved to Leslie Barns, the TTC's primary facility for streetcar maintenance.
External links
- Flexity official site
- How a brand-new TTC streetcar arrives in Toronto, a 2015 article by Toronto Life covering the delivery of Flexity Outlook streetcars
- Toronto Transit Commission 4400–4603 Delivery and service timelines from Canadian Public Transit Discussion Board
- by Toronto Transit Commission
- by CBC News, September 7, 2017
- by Transit Toronto, September 14, 2017
- by Toronto Transit Commission, November 9, 2017