Over the last six years, Greyhound Canada disappeared after years of decline, the COVID-19 pandemic hit with travel restricted, the Ontario provincial government set up one-time funding for intercommunity transport links while deregulating the intercity coach industry, and many municipalities dipped their toes into providing rural transit services.
At the end of 2025, there was some good news to note — several rail transit lines opened in Toronto, Montreal, Ottawa, and Edmonton, while a few new rural services opened in Eastern Ontario. Unfortunately, there were also some major losses in Ontario, particularly in Grey County, Oxford County, Napanee-Deseronto, and the impending cancellation of a major route in Essex County. Unlike in Ontario, however, rural transport links remain stable in Quebec and British Columbia.
Stable funding is essential to keep these intercommunity and intercity links alive, particularly where private operators have not filled a need. For example, Flixbus recently cut back their once-a-day route from Toronto to the Lake Huron coast and will not serve rapidly-growing Saugeen Shores during the colder months. That part of Ontario is left only with a three-days-a-week TOK coach despite potential demand. A well-funded regional transport service coordinated by Grey, Bruce, and other adjacent counties could address this, but there needs to be political will to ensure stable and predictable service needed to grow ridership over the long term.
I just completed a round of edits to my intercity map, noting changes to routes, service levels, and in some cases, stop locations. A few new scheduled air shuttles in Atlantic Canada and Manitoba are included; these types of services are only mapped if they also provide non-airport service or at least connect to urban transport.
There are also more grey lines. Starting with edits in mid 2024, I have chosen to grey out abandoned routes, rather than just eliminating them. It is well worth noting where transport links have disappeared, and where replacement service might be worth planning.
Hopefully 2026 will see better service than the end of 2025.
Downtown Detroit, as seen from Downtown Windsor, on a gloomy November morning
Windsor, Ontario, is built on transportation. The city’s position, right across the river from Detroit, has shaped the region ever since French settlers made their home on the wide, short, slow-moving river between Lake Erie and Lake St. Clair. (The river’s name, Detroit, is the French word for strait.) The narrow river made it a hub for shipping and for railways, followed by rail and road tunnels and highway bridges.
As the American auto industry got its start in Detroit, propelling it from a minor regional centre to the fourth-largest city in the United States, Windsor was a natural spot for companies like Ford, General Motors, and Chrysler to set up their first international operations. Canadian distillers and brewers also made Windsor their home and independent towns and cities lined the river, with names like Walkerville and Ford City. (These locales amalgamated with Windsor in 1935). The city had two electric railways: the Sandwich, Windsor, and Amherstburg (SW&A), a local streetcar and bus operation that also ran suburban lines to Amhertsburg and Tecumseh and the Windsor, Essex, and Lakeshore Rapid Railway (WE&L), which extended to Lake Erie at Leamington.
Today, Windsor has a population of 230,000, while neighbouring towns and townships in Essex County add another 200,000 people to the region. Though Windsor’s auto industry has been in flux since the 1980s thanks first to free trade agreements and now by US tariffs and protectionism, the region’s population continues to grow.
However, despite the region’s history and growth shaped by water, rail, and road links, public transport is lacking in Windsor-Essex, with several routes in peril. This is despite the presence of the University of Windsor, St. Clair College, two major hospital campuses, and a large built-up prewar urban area. Windsor was also the only large urban municipality to completely cease transit operations during the COVID-19 pandemic, where others continued to provide basic services subject to health and safety restrictions.
On August 30, 2025, Transit Windsor’s Tunnel Bus service was cancelled, after Windsor Mayor Drew Dilkens vetoed a council decision to maintain the service (funded partly by an increase in the one-way fare from $10 to $20). Even though the historic cross-border relationship is strained by threats of annexation, tariffs, and an authoritarian president, the Tunnel Bus still provides an essential link for business and leisure, with many fans of Detroit’s sports teams on the Canadian side of the river, and hundreds of workers crossing daily to Detroit’s offices and hospitals. Without access to an automobile or an expensive cross-border taxi ride, the bus is the only year-round way to get to the United States between Fort Erie and Walpole Island, as neither the tunnel or the Ambassador Bridge allow pedestrians or cyclists.
The new Gordie Howe Bridge will include a new multiuse path. However, it is not convenient to Windsor or Detroit destinations, nor is it close to decent transit options on either side of the soon-to-open crossing, including the Q-Line Streetcar, D-DOT and SMART buses, or intercity links such as VIA Rail, Amtrak, or Greyhound.
The Linq, the new privately-operated Tunnel bus between Windsor and Detroit
There is, however, a new privately-operated bus service, called The Linq. It has several used transit buses with bike racks and offers trips every two hours for a $15 one-way fare. It is a downgrade from the Transit Windsor-provided service, but the connection is still there.
Though the Linq tunnel bus passes by the Windsor transit terminal, it doesn’t stop close by
Unfortunately, there is no direct connection between Linq and Transit Windsor. The only pickup location in Windsor is at the corner of Bruce Avenue and Riverside Drive, a five-minute walk from the transit terminal where the former city-operated bus departed from. Though the Linq bus passes by the Windsor terminal, it does not stop right there. The route still serves the Rosa Parks Transit Terminal on the Detroit side, along with the stop by the tunnel entrance next to Mariners’ Church.
Regional (dis)connections
LTW 42 bus at Essex Sports Centre
While visiting Windsor, I wanted to ride Route 42, the bus service linking Windsor with the towns of Essex, Kingsville, and Leamington. Operated by Transit Windsor using urban transit vehicles, the service got funding from the province, the County of Essex, and the Town of Leamington. It operates three weekday and two Saturday round trips, charging a flat $10 one-way fare or a $15 same day return fare, with free transfers to Leamington’s LTGO on-demand service and Transit Windsor’s urban routes at St. Clair College.
The service began in 2019, replacing a long-discontinued intercity coach route operated by Greyhound Canada and Chatham Coach Lines, along the old route of the WE&L Rapid Railway that ran until 1932. The bus only makes four stops: St. Clair College in Windsor, and sports and recreation centres in the three towns. The route’s number is not inspired by Douglas Adams but by the 42nd parallel, which runs a few hundred metres south of Leamington.
LTW Route 42 route map
Unfortunately, the three sports centres are poor locations for promoting transit ridership. In Essex, the arena is a 10-to-15-minute walk to the town centre, a reasonable stroll for many. In Kingsville, the arena complex northeast of the built-up area is 2.5 kilometres from the town centre, a 35-45 minute walk with no local transit options. Without access to a car ride, the Route 42 service becomes inaccessible to many potential users.
Previous coach service operated by Greyhound and Chatham Coach Lines stopped in the town centres.
Essex Town Centre, a 10-15-minute walk from Route 42 at the sports centre
As of April 30, 2026, the LTW Transit service connecting Windsor with Essex, Kingsville, and Leamington will come to an end. This was a matter of funding. The provincial rural transport funding program came to an end, and neither the County of Essex nor the Town of Leamington were willing to continue subsidizing the service beyond the end of the academic year.
Though the province is willing to fund expensive new highway and transit projects in the Greater Toronto and Hamilton Area, including new subways and light rail and sprawl-inducing freeways, it is unwilling to back the provision of small town and rural transit services that connect residents to larger centres, whether it be for work, school, health appointments, shopping or social connections. Without a province-wide strategy and a sustainable funding program, services that started up with much promise are disappearing in places like Grey and Oxford Counties and Napanee and Deseronto.
It also does not help that Windsor-Essex does not have a regional level of government or even a degree of cooperation between the various municipalities. In York, Waterloo, Durham, and Niagara, regional governments have taken over transit services and are working to connect their entire regions together, even rural communities. Even Simcoe County provides a regional transit service to its smaller towns. The suburban Town of Tecumseh has a limited transit service separate from Windsor’s, while LaSalle and Amherstburg contract Transit Windsor for limited service within their communities. A regional transit service, subsidized by the entire Windsor-Essex tax base, could go a long way.
That’s a wrap
To conclude this post, I have few other observations of riding Transit Windsor over two days in late November. There are several ways that transit service can be improved, including better wayfinding, better connections between modes, and giving passengers a better view.
VIA Rail runs four daily trains between Toronto and Windsor, from a station in the Walkerville neighbourhood, three kilometres east of the downtown core. Passenger trains on the CN line used to continue to the downtown waterfront until the 1960s, when service was cut back to Walkerville, which had a wye to turn trains around. Eventually, all the CN, CP, and Michigan Central tracks and docks were removed from the riverside, which allowed Windsor to develop a lovely waterfront park system.
The Crosstown Route 2 along Wyandotte Street stops nearby the VIA Station off Walker Road, about a five-minute walk between bus and train. But getting between the two modes is not clear. Apart from a VIA Rail logo on the transit map, there is little indication of this useful connection at the station or at the bus stops on Wyandotte. Route 2 offers decent service during daytime hours, every 10-15 minutes on weekdays from 6:00 AM to 6:00 PM, but it quickly drops to every 30 minutes at 6:30 PM. Saturday daytime service is every 20 minutes, and on Sundays, every 40 minutes. Frequencies on other core routes, including the 1A and 1C Transway buses, is similar.
Compare this with Kingston, a city less than half of Windsor’s size, which provides direct transit service onto the VIA station grounds. In London, the downtown station is a more prominent landmark, and easy to get to by multiple routes.
As a regular transit passenger used to fare cards, transit apps, and open payment systems, I found myself annoyed by having to carry exact change — a toonie, a loonie, and three quarters — every time I rode. Transit Windsor does have plastic fare cards, but they can only be loaded up with individual fares or a 15-day or 30-day pass, not a declining balance that could be used on regional routes. As cash is less common as a payment type (with some smaller businesses going cashless), larger transit agencies should catch up.
The typical view from a Transit Windsor bus
Finally, I became annoyed by how many buses in Transit Windsor’s fleet are fully covered by vinyl advertising wraps, excepting only the windshield, front door, and driver’s side window. Even the LTW 42 bus, which goes a long distance at higher speeds, was fully wrapped. I took six different buses in two days and only one wasn’t wrapped. It makes for a miserable time as a rider, especially one who wants to see the neighbourhoods the buses pass through; I explained why advertising wraps are a bad idea before. At the very least, ad wraps should limit how much of the passenger window area is covered, as the TTC does.
Windsor has all the essentials for building a good transit system: a large pre-war urban area, post-secondary institutions, hospitals, and a well-populated and growing exurban and rural periphery. It just needs the leadership to recognize its potential.
Bloor-Lansdowne Station construction, November 2, 2025
Bloor-Lansdowne Station, one of five “SmartTrack” stations planned for existing GO Transit rail lines in the City of Toronto, is located just south of Bloor Street West on the GO Barrie Line, and south of the Davenport Diamond grade-separation. The purpose of this new two-platform GO station is to provide a new connection between GO trains and the TTC subway, similar to existing stations like Bloor/Dundas West, Danforth/Main Street, or Downsview Park. Unfortunately, it will not be an easy transfer.
The future Bloor-Lansdowne station entrance, 2025Rendering of Bloor-Lansdowne Station entrance (from Metrolinx web page)
When GO Transit began operations on the Lakeshore Line in 1967, it was built on a shoestring, meant to be a three-year experiment to see if commuter rail would work in the growing Greater Toronto Area. Stations were built cheaply, with asphalt platforms with bus shelters, constructed on easily purchased land for suburban parking lots. At stations like Long Branch and Danforth, connections to TTC subways and streetcars were on-street; most connections would be made at Union Station. When the Georgetown (now Kitchener) Line opened in 1974, Bloor Station was accessed only by narrow stairways down to the sidewalk, with a 4-5 minute walk to Dundas West Station (a direct subway connection is finally nearing completion). Newer GO rail stations, like Kipling (1980-1981), Kennedy (GO platform opened 2005), and Downsview Park (2015), were built with direct intermodal connections, befitting GO’s increasing importance. When it opens on November 16, Mount Dennis GO/UP station will have a direct connection to the future Line 5 Crosstown LRT.
Though Lansdowne subway station is north of Bloor Street and two blocks to the east, the new GO station will be located entirely south of Bloor Street
But Bloor-Lansdowne, located next to a former Value Village, will feature a subway-train transfer worse than the current connection between Bloor GO and Dundas West subway station. It took me nearly 7 minutes to get from the Lansdowne subway platform to the planned main entrance below the rail overpasses, including waiting at the Bloor-Lansdowne intersection for a walk signal, and crossing an unsignalized intersection at St. Helens Avenue. (See video below.)
The construction of a new pedestrian overpass connected with the long-delayed Davenport Greenway will provide a slightly more pleasant walking path between the subway and GO train, avoiding a busy signalized intersection. But it will not reduce walking times or the amount of time without shelter from the elements.
Proposed Davenport Greenway
Granted, for some commuters, Bloor-Lansdowne will significantly reduce travel times, especially for those travelling between parts of York Region and western Toronto. But nearby Bloor Station on the GO Kitchener Line will have much better TTC connections and more frequent service with both GO and UP Express service and will be a much more attractive route towards Downtown Toronto. Compared to the benefits to riders on the 39/939 Finch East — the TTC’s busiest bus corridor — that Finch-Kennedy Station will offer, or the benefit of King-Liberty’s GO and UP Express service to riders in Liberty Village, Parkdale, and West Queen West with King-Liberty, Bloor-Lansdowne has limited ridership potential.
Dearbourne Boulevard, a four-lane collector street designated a community safety zone
Last week, while visiting Brampton, I came across one of the hundreds municipal speed enforcement cameras that Premier Doug Ford’s government wants to rip out across the province. The camera, on a four-lane collector street in Bramalea, is in a residential area, adjacent to several parks, including a pathway to a local public school, in an area designated a community safety zone. This is precisely the type of place that the government intended speed enforcement cameras would go when they were permitted under provincial legislation in 2019.
In a September 2025 government press release touting the move as “protecting taxpayers,” Ford, whose government was in power when these cameras were permitted, claimed that the program became “a cash grab;” supporting quotes included those from former Liberal leader and current Vaughan mayor Steven Del Duca, a representative of the province’s municipal police unions, and a spokesperson from the right-wing Canadian Taxpayers Federation.
If only there was a simple, effective way for taxpayers to avoid the so-called “cash grab.”
It was interesting who was not quoted in that press release, including doctors, educators, safety advocates, and even police brass. Ontario police chiefs support automated speed enforcement. It is also worth noting most municipalities support the cameras; Vaughan is one of only a few municipalities that recently rejected the road safety program; Del Duca was joined by just two other conservative-leaning mayors.
Of course, the arguments against the cameras, which in Toronto, were repeatedly vandalized or stolen, never held water. There were no tickets mailed out to drivers going just a few kilometres over the limit. Furthermore, speed enforcement was never a “cash grab” as the fines collected went to pay for the administration of the program, to “Vision Zero” works, such as the installation of speed cushions and improved pedestrian crossings, and to the province, which the collects the victim surcharges added to every Highway Traffic Act fine. The City of Brampton found that not only were the cameras effective in reducing speeds, they had the support of a majority of its residents.
Municipal speed camera
That said, while visiting Dearbourne Boulevard, I realized that speed enforcement cameras on their own are not effective in creating safer streets.
Dearbourne Boulevard serves one of the oldest parts of Bramalea, established in the early 1960s as a self-contained satellite town, where residents were expected to drive to most destinations. After amalgamation into the City of Brampton, traffic increased and more transit became available. Nearby, several newer high-rise apartment buildings were built, walking distance to Bramalea GO Station. A bus route, 16 Dearbourne, runs along the street, connecting the neighbourhood with several shopping plazas, the GO Station, and the transit hub adjacent to Bramalea City Centre.
Despite having low traffic and serving a residential area (an industrial area is just to the south, but it is inaccessible from Dearbourne), it is still a wide four lane street. The only traffic signal is at Bramalea Road; there are two all-way stops at Delamere Drive and Dorchester Road. At the east end of Dearbourne, the T-intersection with Balmoral Drive is controlled only be a stop sign, with two long and gentle right turn slip lanes. The speed limit is 50 km/h, and there are no speed cushions, curb extensions, or even painted buffers to indicated that drivers should go slower. In October 2022, a pedestrian was struck and seriously injured at one of the two all-way stop intersections; the driver fled the scene.
Though to its credit, the City of Brampton has been improving many suburban streets and roads to reduce speeds and promote walking and cycling. Charolais Drive, Vodden Street, Central Park Boulevard, and Vodden Road saw traffic lanes replaced by new cycling lanes, with little pushback from residents. Dearbourne Boulevard was also slated for improvements in 2021-2022, but that work was not yet started.
Central Park Boulevard, Howden Boulevard, and Vodden Street were among several four-lane collector roads tamed with new cycling infrastructure in the last five years, creating a new through east-west cycle route
Now, it might be too late. Not only will the speed camera be prohibited under a bill being rushed through the provincial legislature (going around the consultation process where concerned citizens, advocates, or safety experts could depute to MPPs), but another omnibus bill was just introduced, which if passed, would prohibit all Ontario municipalities from removing general traffic lanes to install cycling infrastructure, or even transit lanes and on-street patios.
Given the provincial government’s increasing hostility to anything that inconveniences drivers, be it road tolls, vehicle license renewal fees, automated speed enforcement, or bike lanes, it leaves municipalities fewer options to protect their most vulnerable road users and promote sustainable and healthy transport options. Though Doug Ford claims that alternatives like flashing lights and more signs would do the trick, they do not do much to deter aggressive and dangerous drivers, unlikely to get caught.
For streets like Dearbourne Boulevard, there are a few options. Lowering the speed limit to 40 km/h should be a first step. The redundant outer two lanes could be converted to parking-only spaces, with curb extensions and bollards at intersections. The slip lanes at Balmoral Drive should be ripped out.
Roads designed in the 1960s and 1970s for traffic that never really materialized need to be rethought, with or without Queen’s Park’s support.
A few weeks ago, I wrote about several new intercommunity transit services in Eastern Ontario. I went out to Brockville to ride River Route, which follows the St. Lawrence River between Brockville and Cardinal. I also noted the introduction of a new bus service between Kemptville and Ottawa, as well as services in Pembroke and Loyalist Township.
Unfortunately, another Eastern Ontario service, Deseronto Transit, will come to an end on November 28, 2025. Deseronto Transit is operated by the small town located on the Bay of Quinte between Belleville and Napanee; its single route runs between these three communities, while also stopping at Tyendinaga Mohawk Territory and Shannonville.
Early in 2025, the Town of Deseronto moved to end service by December 1, 2025, citing increasing expenses and ageing equipment and the end of provincial grant funding. As Deseronto is a very small town, population 1,750, the continued operation of a regional bus service is especially challenging. Despite the planned closure of service, it is commendable that the town was willing to give it a go, connecting its residents to employment areas in Belleville, as well as medical, educational, and shopping destinations in both Napanee and Belleville.
Laying over at Deseronto Transit’s garage
At its peak, Deseronto Transit was able to average 12-15 passengers per trip, thanks largely to its schedule and route that operates to important destinations in Belleville including Quinte Mall, Belleville General Hospital, and an industrial park in the northeast part of that city. But with the wind-down, ridership has fallen; I was one of only two passengers headed west to Belleville from Napanee and Deseronto on Friday, October 17.
In Belleville, there are still connections to Prince Edward County (which introduced a summer weekend service in 2025) at the Downtown Terminal, and to Trenton via Quinte Transit at Loyalist College. There is also an informal on-demand service to various communities north of Belleville within Hastings County.
One of the challenges operating small inter-community services is that they need long-term, dedicated funding, rather than a one-time grant. They also need to be publicized better, with proper bus stop signage, integrated websites, and easy connections to local transit and other intercity services.
A smart provincial government would not only ensure that these connections are funded and maintained; it would help to better integrate, brand, and advertise inter-community services, touting their benefits to residents and visitors alike. It already does this in the Greater Toronto and Hamilton Area (GO Transit) and in Northern Ontario (Ontario Northland); there really should be more to ensure rural and small town connections are sustainable and sustained in Southern Ontario.
Why going to Napanee is so complicated
To get to Napanee and to take a ride on Deseronto Transit, I had to take the only weekday morning departure from Toronto: a Maple Bus trip from Yorkdale Station to a gas station drop off north of Highway 401 in Napanee. The town is also served by Megabus (on the Pearson Airport-Kingston Route) and two daily VIA Rail trains, but these all leave the city in the PM hours. Maple Bus, a new entry not yet added to my intercity map, operates several buses a day between the Toronto area and Ottawa, with stops at most cities and towns along Highway 401 between Oshawa and Brockville.
The main Toronto stop for Maple Bus and Flixbus is the passenger pick-up/drop-off area of Yorkdale Station, a curbside stopping zone under the Allen Road/Highway 401 ramps next to Yorkdale Subway Station. GO Transit, Megabus, and Ontario Northland use a nearby purpose-built bus terminal. Though the area is sheltered from rain by the overpasses, there is only one small bench to sit at. It is not a great place to wait for a bus, especially when it is nearly 40 minutes late, as my bus was.
Waiting under highway ramps at Yorkdale Station
At least the Maple Bus vehicle was comfortable. The bus assigned was a mid-sized body-on-truck-chassis coach, which sits 25 in comfortable bucket seats (I have rode in smaller, less comfortable vehicles before). However, it does not have a toilet on board, and food and beverages are not allowed to be consumed. There was a rest stop, where the driver also refueled, at Tyendinaga First Nation off Highway 401 between Belleville and Napanee. When we made this stop, we were only ten minutes from my destination.
Maple Bus vehicle, during a rest break/refueling stop at Tyendinaga First Nation near Belleville
The most challenging part was the walk from the Maple Bus stop at a Petro-Canada/A&W north of Highway 401 towards the town centre. Megabus stops across the street at a Flying J truck stop. Presumably, these bus stop locations are chosen because of their ease of access on and off the highway, and because the property operators are cooperative with the bus operators, but they make things difficult for anyone without a pre-arranged ride.
The Maple Bus route stops at a Petro-Canada north of Highway 401
Though there are signalized pedestrian crossings at Highway 41 and Community Road, next to the Flying J and Petro-Canada, complete with crosswalks and “beg” buttons, there are no sidewalks continuing in any direction. Many push-button panels still have their installation instructions visible, rather than a “push button to cross” message.
Instructions for beg button installation still visible on two panels in NapaneeA dirt path continues south where there should be a paved sidewalk. The Flying J truck stop is on the right.
My walk south into the town centre required a precarious crossing of Highway 401 in a dark underpass alongside four lanes of traffic with very little clearance, as seen in the video below. Just further south of the interchange, there was another squeeze point at a drainage culvert. In snow, ice, or wet conditions, this would be especially dangerous.
Navigating the walk along Highway 41 south towards Napanee
The VIA Rail station, located at a historic Grand Trunk Railway structure, is a short walking distance to Napanee’s downtown core, and to much of the populated urban centre. However, with a very limited train schedule and higher fares, many will still opt for the bus.
Napanee Railway Station
Unfortunately, the last-mile problem is common with intercity bus services, where bus stops are chosen out of convenience rather than passenger access and comfort, with distant truck stops favoured in places like Napanee, Chatham, and Cornwall. In major centres such as Toronto and Ottawa, carriers will choose more central, transit-accessible stops, but in smaller cities and rural areas, passengers are left on their own.
The end of the line for the restored Northlander train
Timmins, a resource town of 40,000 in Northeastern Ontario, is known for a few things: gold mines, beer parlours, the birthplace of country musician Shania Twain, and the place where folk musician Stompin’ Tom Connors got his start. If Connors — a travelling musician who delighted small town crowds with songs about their communities (like the hard working and hard drinking times of a “Sudbury Saturday Night”) — was still around, he’d probably write and perform a new song about getting kicked off an overnight train in the sparse environs of Porcupine, Ontario. After all, the song would quickly rhyme itself.
Porcupine is a small community of about 1,000 on the far eastern edge of the populated area in the geographically gigantic City of Timmins. Before the wave of municipal amalgamations across Ontario in the 1990s and early 2000s, Timmins was the largest city or town in the province by geographic area; it was formed through the amalgamation of the smaller City of Timmins with adjoining Mountjoy and Tisdale Townships (along with the town of South Porcupine) in the 1970s.
Until 1990, when the devastating cuts to VIA Rail took place, there were two daily trains between Toronto, North Bay, and Northeastern Ontario. The Northlander, a daytime train operated by Ontario Northland Railway, terminated at a downtown station in Timmins. The Northland, a joint VIA/ONR train, ran overnight between Kapuskasing and Toronto, with a bus connection to downtown Timmins. Famously, for a short period the daytime Northlander operated using former Trans-Europ-Express (TEE) cars, purchased used from Dutch and Swiss rail operators.
After 1990, Timmins was only connected by bus, with one daily bus to North Bay (and onwards to Toronto), and one bus, six days a week, to Sudbury (with connections to Toronto). The new daily overnight train — discussed earlier on this site — promises to restore a new daily trip, along with a more comfortable journey, even if sleeping accommodations will not be provided.
The Timmins Station is now a bus terminal serving local transit and Ontario Northland intercity coaches
Unfortunately, the train will not be returning to Downtown Timmins. The end of rail is at Highway 101 at Porcupine, 13 kilometres to the east. Since abandonment of the passenger rail service, the railway was torn out west of South Porcupine; the railway overpass over Algonquin Boulevard (Highway 101) near the old Timmins Station was removed last year. Ore collected at the open-pit gold mines, previously loaded onto railcars, is now sent on massive dump trucks for processing at a plant at Hoyle, east of Porcupine.
The Northlander train departs Timmins on the now-demolished railway bridge over Algonquin Boulevard in the early 1980s
Happily, the Timmins station building remains in use as a transit terminal and Ontario Northland coach stop; it will likely serve a bus shuttle to the new Timmins-Porcupine Station now under construction.
The end of track at Highway 101 in Porcupine; construction has started on the new terminal station for the Northlander
Since I last wrote about the promised return of the Northlander, there have been a few updates. The new station building will be somewhat more substantial than first proposed; it will include washrooms, a waiting area, and a service counter for ticket sales and bus parcels. This is welcome, as there is very little around the Porcupine station site. Nearby, there are only a few dozen houses, a propane depot, a small park, and a gas station across the street.
Rendering of new Timmins-Porcupine Station
Most other stations will still just get enclosed shelters, though at Matheson, Swastika, New Liskeard, and Temagami, the construction of new platforms is well underway. Even though there are heritage passenger stations at Matheson (which just escaped demolition), Temagami, South River, Huntsville, and Gravenhurst, there will just be shelters for Northlander passengers at these stops. Shelters depicted on the Ontario Northland website resemble those at BRT stops or GO Transit station platforms, with lighting and overhead heat.
Fencing protects the construction of a new platform beside the handsome Temagami ONR Station. The station building will not be used for passenger services; it currently hosts a café and gift shop. Rendering of passenger shelter for Northlander stops
It will be nice to see the return of passenger rail to Northeastern Ontario when it launches in two years. Unfortunately, I remain unsure whether it will attract enough riders to be seen as viable after a year or two of service.
Timmins Transit bus headed west from downtown to Wal-Mart
Last month, I found myself intrigued by American transit consultant Jarrett Walker’s observations about the difficulties of getting to Walmart stores by public transit in US cities. On Bluesky, Walker examined the long walks through hostile environments between Walmart stores and the nearest bus stops, and it is an interesting thread.
In many US cities, Walmarts are often some of the busiest transit destinations.Here is the typical relationship between a Walmart (far right) and its nearest bus stop (far left).Note the details of the pedestrian experience between one and the other. 1/🧵
Jarrett Walker’s BlueSky thread on US Walmart locations
In response, I noted the more typical experience in midsized Ontario cities. Though American and Canadian land use policies are similar in many ways, complete with the post-1990s proliferation of “big box” retail developments, there are some significant differences. For example, local transit systems will often make an effort to serve big box retail clusters, particularly Walmart stores.
This is something we do a bit better here in Canada. Below are Google Map screenshots of four Walmarts in small Ontario cities.
BlueSky post that shows Walmart stores and bus stops in four small Ontario cities: Orillia, St. Thomas, Belleville, and Brockville
Walmart stores are important to transit riders, especially in smaller urban centres that have few or no other major shopping centres. Most Walmart stores now have an in-store pharmacy, carry a full selection of groceries, and have ancillary services, such as medical clinics, haircutters, and opticians. Walmart itself will typically anchor a larger commercial development with other big-box retailers such as Home Depot or Canadian Tire. These commercial developments and surrounding areas will have up to have several hundred employees, some of which may also rely on transit.
From the 1960s to the early 2000s, regional shopping malls were often major transit hubs in mid-sized cities and suburban municipalities in Canada, typically located in space set aside in the mall parking lot. For the most part, Canadian commercial landlords were willing to provide the space; in some cases, the terminal was even right outside one of the main entrances.
In my hometown of Brampton, for example, two of the three major transit terminals were Bramalea City Centre and Shoppers World. Mississauga’s main transit hub is at Square One mall; Hamilton has large bus loops at Limeridge and Eastgate malls, and London has transit hubs at Masonville Place and White Oaks Mall. Smaller cities and towns such as Belleville, Orillia, and Peterborough would also be sure to serve the local shopping mall with at least one route stopping on the mall property, typically in a space set aside on a mall driveway.
Sometimes, these mall terminals become too small or too difficult for buses to get in and out of. Brampton Transit grew, the Shoppers World and Bramalea City Centre terminals were moved to larger facilities off-site with better road access, but still close to the malls. In smaller cities, where the importance of enclosed shopping malls (anchored by traditional retailers such as Sears Canada, Zellers, and Hudson Bay) declined in favour of big-box retail, often located on the urban outskirts, the buses followed where their passengers needed to go.
St. Thomas (Railway City Transit) and Middlesex County Connect minibuses wait for passengers in front of Walmart and Real Canadian Superstore
In St. Thomas, a small city of about 45,000 people, the main transfer point is in front of the Walmart store parking lot, meaning that every bus rider gets a one-seat ride to the SmartCentres-managed property, which also includes a Loblaws grocery store, Canadian Tire, and over a dozen smaller stores, restaurants, and banks. The recent relocation of the transit hub from a struggling downtown to the big box centre to the west — which is actually closer to the city’s geographic centre — makes sense. It now also serves as the transfer point to the regional bus service to London.
In Brockville, another small city in Eastern Ontario, the two transfer points are in the downtown and at “Box Stores Transfer” in the northeastern corner of the municipality. The latter is also the transfer point to the inter-municipal River Route to Prescott and Cardinal. In other smaller Ontario cities, including Belleville, Chatham, Orillia, Sarnia, and Timmins, there is at least one bus route extending to the end of the urbanized area to serve the Walmart and/or other large big box retailers. Often the stop will simply be called “Walmart” or “SmartCentres.”
Sometimes, larger cities will have transit terminals in the middle of big box parking lots. On the south end of Sudbury, GOVA’s Route 1 Mainline terminates in front of a Walmart parking lot, with connections to three local feeder routes. A similar set up can be found in the north end of Guelph. In Waterloo, a large big box complex on the edge of the region’s urban boundary, Boardwalk, was designed with a central transit hub.
Though the examples here are all Ontario examples, the pattern generally holds across Canada, from St. John’s, Newfoundland to Nanaimo, British Columbia, though there are many exceptions. It also helps that many Canadian Walmart stores are located in shopping malls as they are in renovated and/or expanded former Woolco or Zellers stores.
Despite these attempts to provide transit services to retailers like Walmart, these are not ideal set ups. Shopping malls were designed as pedestrian environments within large parking lots. As long as there is a convenient, safe, and short walkway to the mall entrance, transit riders could be well-served. This is much harder with contemporary big box retail, as they are designed completely different. With malls, parking lots surround a cluster of stores. Most big box developments have the stores surround gigantic parking lots. Even if walkways and bus facilities were included in the site plan, there are still long, unsheltered walks between the bus stops and store entrances.
Trinity Common Shopping Centre at Highway 410 and Bovaird in Brampton. The red lines mark where the buses stop.
An early attempt to create a more transit and pedestrian site plan in a big box centre was Trinity Common in Brampton, which opened in stages in the early 2000s. There were distinct roadways, complete with sidewalks and street lighting; in the centre, surrounded by restaurant pads, were several bus bays and a transit terminal office. Several busy Brampton Transit bus routes converge here rather than simply stop on the adjoining multi-use roadways. Even so, the distances between retailers — which include Canadian Tire, a Metro supermarket, Home Depot and Brampton’s only multiplex cinema — make walking unpleasant.
But at least, unlike the American examples Jarrett Walker highlighted, there’s an attempt at doing better. Hopefully, the next generation of retail centres — mixed use developments with residential uses on upper levels — do better with incorporating the needs of pedestrians, cyclists, and transit users.
BRT median under construction on Wellington Street at South Street, London
The City of London, Ontario has been quietly constructing a new bus rapid transit (BRT) system over the last few years, which will extend south and east of the downtown core. By the end of April 2025, the first major section of this network will begin operation.
The Wellington Road and Fanshawe College segments are two of the four rapid transit routes originally proposed under London’s SHIFT. At first, a north-to-east line, connecting Masonville Place Mall, Western University, Downtown London, and Fanshawe College, was to be a light rail corridor, featuring a short tunnel under Richmond Street to avoid a busy freight railway crossing. A BRT line would have connected the west end of London, at Oxford Street and Wonderland Road, continued downtown, and head south towards the Victoria Hospital campus and White Oaks Mall near Highway 401. The map below shows the initial proposal.
The original rapid transit proposal called for a light rail (orange route) connecting Western University, downtown, and Fanshawe College and a BRT (blue) corridor to the west and south of downtown
Due to budget constraints, the project was revised to a BRT-only scheme. The Richmond Street leg, leading north to Western University, was cut when the bus tunnel under the CPKC railway and the Oxford Street intersection was deemed to cost $220 million in 2017. Business owners along Richmond Street, a busy restaurant, nightlife, and shopping district known as Richmond Row, were also opposed to the reduction in traffic lanes that the transit tunnel would have required.
This section of Richmond Street — used by eight London Transit routes — is a severe bottleneck as it is not only a busy traffic corridor, it crosses CPKC’s mainline connecting Toronto, Windsor, and the US Midwest.
Several buses cross the CPKC tracks on Richmond Street north of Downtown London
The pared-down BRT project consists of a curbside bus-only lane encircling the downtown core, following King Street, Wellington Street, Queen’s Avenue, and Ridout Street. At each turn, buses must wait for a dedicated signal to make the left turn to continue on the loop. Right now, buses do not have any signal priority, and can wait a full light cycle (up to two minutes) to get the dedicated left turn signal.
Example of a left turn from the right curb lane in London. The dedicated transit signals allow left-turning buses to remain in the right lane without traffic conflicts.
New enlarged shelters and long platforms allow multiple buses to pick up and drop off at each stop; most routes heading through downtown will serve at least one of these new bus stops on their routes. All buses were removed from Dundas Street, which has been re-landscaped to create a more pedestrian-friendly commercial environment called Dundas Place.
New enlarged bus shelters along the BRT corridors; this is at Wellington and King Streets
On April 28, Route 94, a weekday express route between Argyle Mall in London’s east end, Downtown London, and Western University, will begin operating in both directions on King Street, and will be the first route using the bus infrastructure outside the downtown loop. King Street was originally a one-way, two-lane-wide roadway east of Downtown London, but was recently widened to allow for painted bus lanes in both directions.
Contraflow bus lane on King Street, previously a two-lane, one-way street
Work is far from complete. Utility work and road reconstruction continues on Dundas east of Ontario Street (at the Western Fairgrounds) and on Highbury Avenue north to Oxford. Construction of the BRT median on Wellington Street/Wellington Road south is also ongoing.
Looking south on Wellington Street at the South Thames River bridge crossing, which is being widened as part of the BRT project
The cost of the BRT project has risen to at least $454 million, and that does not include the north or west segments. Service levels have yet to be determined, along with transit route restructuring once the east and south segments are complete. The new station shelters will not have off-board fare payment equipment, so unless policy changes, all transit riders will still have to enter the bus from the front door.
Concept rendering of Wellington Road with new BRT median lanes near White Oaks Mall
Entering and leaving downtown along Wellington Street, south BRT buses will still have to squeeze through an older four-lane railway underpass in mixed traffic, limiting bus throughput. The lack of a northern segment between Downtown, Western University, and Masonville Place Mall is another major downfall.
Bottlenecks, like Richmond Street North, will limit how fast and how attractive transit will be to prospective riders
Though it is hoped that London’s Rapid Transit project will help shape development — much in the same way Waterloo Region’s Ion LRT has — the cost-cutting will limit this potential. The Wellington Road BRT median might help improve bus reliability along a congested traffic corridor, but the lack of signal priority — plus the railway underpass bottleneck — will not help. Western University students will still have to endure a slow ride north from downtown, reducing the attractiveness of Wellington Street, currently littered with big-box stores and strip plazas, as a place to build up with private mixed-use development. Perhaps the eastern segment on King and Dundas Streets, serving the regenerating Old East Village neighbourhood, will be more successful.
New blocks installed in front of Union Station at Front and York Streets
When I learned that Union Station was finally getting permanent bollards to replace the haphazardly-placed Jersey barriers that have sat in front of the transport hub since 2018, I was relieved. I wrote about these barriers several times on this website, criticizing their appearance and their placement, blocking the way for the thousands of people who cross Front Street every day. But when I went to see them in person, after seeing criticism online, I was dismayed.
The new permanent barriers might even be worse than the temporary obstructions they are meant to replace.
The Jersey barriers were hastily placed after a tragic attack on Yonge Street in North York, where a man intentionally drove a rented van on to the sidewalk, killing ten pedestrians and injuring and traumatizing many more.
Vehicular assaults on crowds of pedestrians are a major concern; tactics used at mass gatherings — such as the winter light show and New Years Eve events at Nathan Phillips Square and major concerts and playoff games at Skydome and Scotiabank Arena — now include blocking closed streets with heavy vehicles such as snow plows, dump trucks, and city buses. However, Union Station is the only place in the city where officials have decided that new permanent barriers were necessary.
Union Station is one of the busiest pedestrian areas in the city
The new permanent barriers are not the sturdy, yet narrow, bollards that are used elsewhere. Instead, they are large, undecorated concrete blocks anchored into the ground and are knee-high. The plain concrete colour does not match the stone sidewalks or plaza. They are placed very close together, impeding access for those using large carts, strollers, or wheeled mobility devices. Despite all the money spent renovating Union Station, these blocks look cheap.
Concrete blocks at the corner of York and Front Street at Union Station
The total cost of installing the “Custom Anti-Terror Concrete Barriers,” as the city described the bid, was $2,438,238, including HST. The lowest bid, by South Central Inc., came over a $1 million cheaper than the other two bids. It is worth noting that there are no public documents that describe the city’s specifications for the contract, nor was there any public consultation before the city solicited bids.
The result? An esthetic failure and an accessibility challenge.
Video showing pedestrians going around the concrete blocks in front of Union Station
I cannot understand the city’s decision to go with these blocks where more elegant and pedestrian-friendly alternatives are typically used elsewhere. For example, the Austrian Parliament Building in Vienna, which faces the famous and busy Ringstrasse, is protected by smaller concrete bollards, which are also more widely separated, making it much more pleasant for pedestrians to get by. In Great Britain, metal bollards are common on busy commercial streets and in front of important buildings, but they are easy for pedestrians to pass, and generally blend in.
Thick concrete bollards in front of the Austrian Parliament Building, 2023Metal bollards in front of the Royal Courts of Justice in London
In the United States, government buildings are also protected by heavy anti-vehicular barricades (especially since the 1995 Oklahoma City bombing), but they are generally more permeable for pedestrians.
Metal bollards protect the federal courthouse in Downtown Manhattan (Google Streetview)
It is also worth noting that other popular pedestrian areas, such as the Yonge-Dundas intersection, are not protected from a potential vehicular attack — or an unintentional collision. It is beyond comprehension why the city only focused on protecting one pedestrian area, using such a poorly thought-out design. Toronto can — and should — do better.
Southern Ontario Transit minibus in Dunnville, October 2024
Earlier in October, I got to meet Rae Rivard, owner-operator of Southern Ontario Transit (SOT), a new intercity transit operator currently serving Hamilton and Haldimand County. The route, which launched on September 16th, offers three weekday round trips between Downtown Hamilton and Dunnville, serving the communities of Caledonia, Hagersville, and Cayuga.
Haldimand County, along with the neighbouring Six Nations and Mississaugas of the Credit First Nation reserves, remained unserved by intercity or local bus services since the early 2000s; in 1990, United Trails operated a daily bus between Port Dover, Hagersville, Caledonia, and Hamilton. Cayuga and Dunnville were served by a Greyhound route on Highway 3 between Niagara and London. More recently, as Niagara Region was building a regional transit service and Norfolk County successfully applied for provincial funding for a new service between Simcoe and Brantford, Haldimand County refused to take part. Enter SOT.
SOT, which charges a $10 one-way fare, operates without the support of the municipal government, and is unable to put up bus stop signs or actively promote its service at municipal facilities such as libraries or community centres. For this reason, ridership remains low, despite growing populations in Caledonia and Hagersville and convenient links to Hamilton Airport, Mohawk College, St. Joseph’s Hospital, and to GO Transit and HSR services.
Rivard will tell you that “the primary challenge we face today is slow uptake. Due to a number of limitations and challenges currently out of our control, the number of regular and new riders trends up every week, but not as fast as we need to cover expenses…. Many of the limitations we are dealing with right now can easily be addressed at no expense, but these choices are out of our control.”
Rivard reached out to businesses and social service organizations, but was turned away, adding that “the entire operation has been entirely funded out of me and my wife’s savings, and we are really struggling to keep up with expenses at this rate.”
Without approved bus stop locations with curb access, SOT is not able to provide fully-accessible service, though it already has a wheelchair-accessible vehicle. The lack of physical bus stops and publicity has made it difficult to attract riders, though while riding with Rivard on a beautiful October afternoon, it was clear that a demand exists as several residents came up to the minibus to find out more information.
My hope is that word spreads about this unique and essential operation and that the local communities provide the needed support to make this service work. If this initial route succeeds, SOT would like to expand service in Haldimand and take on other gaps in the Ontario network.
I updated my Ontario Intercity Transport Map to add Southern Ontario Transit’s route. Commuter Connect in Northumberland County ended service not long after VIA Rail finally resumed its early morning train from Kingston to Toronto. East Zorra-Tavistock Transit in Oxford County did not last long either, and service there has ended.
Added to the map:
Southern Ontario Transit between Hamilton, Caledonia, and Dunnville
Red Arrow’s daily Toronto-Western University express, which replaces its Toronto-Niagara Falls run
A new daily Flixbus route between Toronto, Hamilton, and St. Thomas
A new OnexBus route between London, Goderich, and Port Elgin, operating Friday through Monday
OnexBus’s London-Pearson Airport-Brampton route, which operates several trips a day
Ourbus’s Toronto-Ottawa route
Kasper’s daily Winnipeg-Kenora-Sioux Lookout service
Revisions to on-demand services in Niagara Region
Some revised routings and service levels across the province
Removed from the map:
Commuter Connect in Northumberland County
East Zorra-Tavistock Transit
Kasper’s on-demand service to Red Lake/Balmerton
Though it is good to see Bruce County — particularly rapidly growing Saugeen Shores — get another link, that part of Ontario is still poorly served; there should be daily services between larger Bruce County communities like Saugeen Shores, Kincardine, and Walkerton at least to Owen Sound and Hanover. Lindsay is also left without any intercity services, after TOK ended service from Toronto to Haliburton last year. where a Peterborough-Lindsay-Pontypool service, perhaps extending to Durham College/Ontario Tech University in Oshawa could prove to be a very useful route.
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Sean Marshall 