After years of delays and ballooning costs, Toronto’s Eglinton Crosstown LRT is finally operational. But its arrival isn’t a celebration of efficient public service; it’s a stark illustration of a system struggling under its own weight.
The original estimate for the Crosstown was a modest $4.6 billion. The final price tag? A staggering $13 billion or more. Construction began in 2011 with a planned 2020 opening. The reality was a seven-month slip past even the most recent revised projections.
Consider this: the Canadian Pacific Railway, a monumental undertaking stretching from Ontario to British Columbia, was completed in just four years. The Crosstown, a comparatively localized project, took far longer, plagued by repeated setbacks and shifting timelines.
The Eglinton Crosstown isn’t an isolated case. The Finch West LRT, which opened in December, faced similar issues. Originally budgeted at $2.5 billion, it ultimately cost $3.7 billion and launched with immediate reliability problems, experiencing multiple shutdowns even during its first days of operation.
These delays and cost overruns are compounded by consistently subpar service. A recent derailment at Union Station brought GO train service to a standstill for a week, prompting a public apology from Metrolinx’s CEO. The TTC, meanwhile, routinely struggles to meet even basic performance standards.
Recent data reveals a troubling trend. Subway on-time performance clocked in at 88.2%, falling short of the 90% target. Buses fared even worse at 73%, and streetcars a dismal 55%. These numbers aren’t just missing the mark; they’re actively declining.
The situation is further underscored by a report released in February 2026, detailing performance data from November 2025 – a delay in reporting that mirrors the delays plaguing the transit system itself. Customer satisfaction is also plummeting, currently at 72% against a target of 84%.
Commuters are losing faith, with ridership numbers falling below projections. Adding insult to injury, a combined $97 million has been spent on two SmartTrack stations that may never actually be built, a testament to questionable planning and financial oversight.
The question isn’t simply what went wrong, but what can be done. Numerous studies suggest that introducing private sector involvement could inject much-needed financial discipline and operational efficiency into the system.
Hong Kong’s MTR Corporation, a railway system with a significant degree of private ownership, consistently achieves remarkable on-time performance – 99.9% compared to the TTC’s 55% for streetcars. Similar improvements were seen in London and Melbourne after operational control was transferred to MTR.
Privatization isn’t a magic bullet, and transit will always face challenges. However, reducing government control and embracing accountability could be a crucial step towards reversing the current cycle of costly delays and unreliable service.
The current model has demonstrably failed to deliver for Toronto commuters. A shift towards greater private sector involvement offers a potential path towards a more efficient, reliable, and financially responsible transit future.
