OC Transpo

[YOWetal]

Originally Posted by rocketphish

City to look into expanding public transit in rural Ottawa
Councillor asks city to explore expanding transit service to rural villages

By Joanne Laucius, Ottawa Citizen
Published Apr 06, 2026 | Last updated 2 hours ago

Something like subsidized $5 Ubers to the nearest Transit stop that lets us charge them full Transit taxes could pay for itself and lets the odd teenager get to a job.

[Williamoforange]

Originally Posted by YOWetal

Something like subsidized $5 Ubers to the nearest Transit stop that lets us charge them full Transit taxes could pay for itself and lets the odd teenager get to a job.

Nearest transit hub/station/park& ride would be better.... But yeah a taxi is their on demand transit, and they really shouldn't expect more then what North Grenville would provide.

Also, the union can get bent, & so can any fool who thinks the purpose of transit is to create transit jobs.

[lrt's friend]

I am always amazed by our attitudes towards transit.

BCTransit offers all day transit between Sooke and Victoria. Sooke is town similar in size to all our satellite towns, like Arnprior, Carleton Place, Rockland and others. BCTransit even offers limited transit service between Kitimat and Terrace, two small towns and on-demand transit in Bella Coola, a small town in very remote coastal British Columbia.

Our expectations and vision is so incredibly limited as our satellite towns are becoming cities.

[OCCheetos]

Originally Posted by lrt's friend

I am always amazed by our attitudes towards transit.

BCTransit offers all day transit between Sooke and Victoria. Sooke is town similar in size to all our satellite towns, like Arnprior, Carleton Place, Rockland and others. BCTransit even offers limited transit service between Kitimat and Terrace, two small towns and on-demand transit in Bella Coola, a small town in very remote coastal British Columbia.

Our expectations and vision is so incredibly limited as our satellite towns are becoming cities.

BC Transit is a provincially funded and operated service, akin to GO.

I don't think anybody would see a problem with the province setting up GO service in the broader Ottawa region, but expecting the City of Ottawa to subsidize service that probably serves areas outside of city limits should be unsurprisingly questioned.

Now if these rural residents want to graduate to higher tiers of the transit levy, or if the province wants to step in an provide the subsidy, or if those satellite towns want to contract out their operations to OC Transpo then that's another story.

[lrt's friend]

Originally Posted by OCCheetos

BC Transit is a provincially funded and operated service, akin to GO.

I don't think anybody would see a problem with the province setting up GO service in the broader Ottawa region, but expecting the City of Ottawa to subsidize service that probably serves areas outside of city limits should be unsurprisingly questioned.

Now if these rural residents want to graduate to higher tiers of the transit levy, or if the province wants to step in an provide the subsidy, or if those satellite towns want to contract out their operations to OC Transpo then that's another story.

Of course. It needs to be financially viable through some sort of formula. I have expressed a hope that the province get involved. I don't expect Ottawa urban and suburban taxpayers to fund this. We need to start thinking outside the box.

To make this viable, there needs to be integration so that buses can pick up and let off passengers both outside and inside the city boundary. For example, why would we have a bus circulate Rockland and not offer service in the Village of Cumberland on its way into the city with a terminus at Trim Station? This sort of thing needs to be worked out.

[rocketphish]

OC Transpo's problems can't be fixed by one person
Rick Leary has a solid CV, but he will find a huge gap between what we can afford and the transit system that some demand.

By Randall Denley, Ottawa Citizen
Published Apr 07, 2026

Surprise was my first reaction to the announcement that former Toronto transit boss Rick Leary would be the new head of OC Transpo. Yes, Leary has long experience running the transit operation in a city bigger than ours, but Toronto’s transit system seems plagued with the same kind of problems and public dissatisfaction as ours.

Would this be the transit equivalent of the Ottawa Senators hiring deposed Maple Leafs’ general manager Brad Treliving on the premise that he had experience in Toronto?

In choosing Leary, Ottawa is relying heavily on the idea that his work in Toronto, York Region and Boston means that he will bring both fresh eyes and a veteran’s expertise to help resolve the city’s transit problems.

Those include the latest unresolved technical issue with LRT trains, a shortage of buses, unreliable service, middling ridership and high expectations from a vocal transit lobby. And let’s not forget the OC Transpo money problems. The transit service finished 2025 with a $52 million deficit and is looking at something similar this year, pending promised assistance from the provincial government.

The idea that any one person, no matter how experienced, could untangle this knot of interlocking problems is perhaps optimistic. To be fair, it’s not nearly as ridiculous believing choosing a different mayor or councillors in this fall’s election would fix things.

Leary’s first priority will be to create a plan to restore rail service, which has been limited since most trains were taken out of service due to a wheel bearing issue. It’s surprising, or perhaps not, that such a plan does not already exist. The trains have been out of action since Jan. 21.

The problem seems to be a lack of timely attention from Rideau Transit Maintenance, the private sector consortium that is contracted to maintain and repair the trains. The businesses behind the consortium are big international companies with a lot on their plates, but that’s no excuse for dragging their heels on a solution to light rail’s latest mechanical problem.

While Mayor Mark Sutcliffe naturally talked up Leary’s experience and abilities at the press conference introducing the new transit chief, the public shouldn’t expect any miracles. The transit system’s problems are complex and they aren’t going to be fixed by pulling this managerial lever instead of that one.

That said, Leary’s appointment might prove to be fortuitously timed. New electric buses are arriving, which will alleviate the bus shortage. That should help reduce unreliability and improve on-time performance. When the province finally makes good on its promise to upload LRT costs, it will take off much of the financial pressure facing OC Transpo.

Public perception might prove to be the toughest problem Leary faces. The idea that OC Transpo is a unique disaster is deeply embedded, although transit systems elsewhere face similar problems.

It will take consistent and visible service improvements before people change their minds about the local transit system, and even then Leary will find a gap between what OC Transpo can afford to deliver and the ideal transit system that some demand.

That would be the one where you can get anywhere in the city by transit quickly, reliably and cheaply, but not just that. Transit’s greatest enthusiasts envision a free system with greatly expanded service, choosing to ignore that this would lower revenue while increasing costs for a service that already requires $900 million a year to operate.

While improving the performance of OC Transpo, Leary will need to simultaneously give the public a realistic assessment of what can be achieved. Ottawa doesn’t have the population density for the intensive transit people see in more compact European cities. The sweet spot is certainly more than the public is getting now, but significantly less than some would like.

The challenges are large, but let’s give the new guy a year to show us what he can do.

Randall Denley is an Ottawa journalist and author. Contact him at [email protected]

https://ottawacitizen.com/opinion/oc-transpo-problems-leary

[J.OT13]

Originally Posted by rocketphish

OC Transpo's problems can't be fixed by one person
Rick Leary has a solid CV, but he will find a huge gap between what we can afford and the transit system that some demand.

By Randall Denley, Ottawa Citizen
Published Apr 07, 2026

==SNIP==

Randall Denley is an Ottawa journalist and author. Contact him at [email protected]

https://ottawacitizen.com/opinion/oc-transpo-problems-leary

Can certainly be made worse by one person.

[Truenorth00]

Originally Posted by lrt's friend

To make this viable, there needs to be integration so that buses can pick up and let off passengers both outside and inside the city boundary. For example, why would we have a bus circulate Rockland and not offer service in the Village of Cumberland on its way into the city with a terminus at Trim Station? This sort of thing needs to be worked out.

There is literally nothing stopping their municipality from creating such a service. I see no reason for the City of Ottawa to provide anything more than a bus bay and a fare gate at Trim Station for them.

[lrt's friend]

Originally Posted by Truenorth00

There is literally nothing stopping their municipality from creating such a service. I see no reason for the City of Ottawa to provide anything more than a bus bay and a fare gate at Trim Station for them.

You can bet there is a problem doing this. The city would prevent pickups inside the city boundary even though little or no OC service is offered on the corridor. This is a matter of economics if the city throws city monopoly at a Rockland service.

[Truenorth00]

Originally Posted by lrt's friend

You can bet there is a problem doing this. The city would prevent pickups inside the city boundary even though little or no OC service is offered on the corridor. This is a matter of economics if the city throws city monopoly at a Rockland service.

Again. There's nothing stopping their municipality from offering a service to their residents to connect to Trim station. What happens inside the City of Ottawa's boundaries shouldn't be impacting their decision or their services.

I suspect their desire to pick up Ottawa residents on the way is so that they can push for full fare transferability effectively subsidizing their own residents.

I have zero issues with them picking up anybody on the way. But when they get to Trim, they go through a fare gate and pay the OC Transpo fare like everybody else.

[Uhuniau]

Originally Posted by rocketphish

[B]OC Transpo's problems can't be fixed by one person
Rick Leary has a solid CV, but he will find a huge gap between what we can afford and the transit system that some demand.

That said, Leary’s appointment might prove to be fortuitously timed. New electric buses are arriving, which will alleviate the bus shortage.

//Squinting// Will it, though?

[Richard Eade]

As of early April, there are 795 buses in the OC Transpo fleet, including 109 e-buses delivered, with 85 on the road. In the April 2, 2026 report to the Transit Committee, OC Transpo says that there is an average of 542 buses available per day. This represents an average of about 68% of the fleet being available for service. Back in January, when I last calculated this, almost 40% of the fleet was unavailable (Only 467 of 765). So there has been some progress.

Keep in mind, though, that the OC Transpo bus fleet still has 30 Invero buses that are 20-plus years-old. And the remaining old-style articulated buses (35 of 53) are at least 17 years-old. Even the 294 newer articulated buses (of 306) are about 15 years-old. There are 59 (of 60) older double-decker buses that range from 9-11 years-old. Note; the first batch of 75 (non-pilot) double-deckers were all retired within 11 years of their arrival.

I think that Uhuniau has a valid question. OC Transpo will need to retire a lot of its existing fleet soon. I’m not sure that the incoming replacement buses are arriving fast enough to offset the rate of retirements that will be coming.

[rocketphish]

Private bus motion fails on tie vote at council
Critics worry that studying private bus service in rural areas could open door to privatization

Arthur White-Crummey · CBC News
Posted: Apr 08, 2026 2:20 PM EDT | Last Updated: 2 hours ago

An effort to have the City of Ottawa take a closer look at private bus service in rural areas has failed on a tie vote at council.

A motion from Rideau-Jock Coun. David Brown asked staff to "evaluate the feasibility of working with private mass transportation providers to supplement rural transit service," and better link villages such as Richmond and Manotick with key destinations.

Brown got it passed unanimously at council’s agriculture and rural affairs committee last week, but he faced a much tougher fight at a full council meeting on Wednesday.

Though the motion only asked for a review, councillors worried it could open the doors to privatization that could ultimately lead to more expensive fares for rural residents.

"I don’t see how a private contractor can do it cheaper. They wouldn’t be offering a fare of $4.05, that’s for sure," said River ward Coun. Riley Brockington.

<more>

https://www.cbc.ca/news/canada/ottawa/ottawa-private-rural-transit-buses-vote-9.7156500

[Richard Eade]

OC Transpo appears to need some help in planning its future. Lucky for them, I’m willing to give them advice – for free.

OC Transpo should set up a schedule to receive 50 new buses each year, for the next 15 years (at least). That number of buses can be increased slightly, if needed, but should not jump to over 75 buses per year. At the end of those 15 years, there should be at least 850 buses in the fleet.

The Bus Availability must be increased to at least 85%. This will ensure that there are at least 720 buses available for revenue service each day. However, only 650 buses will be scheduled per day on regular routes, with the remainder being available for ‘contingency’. Only a portion of those 70 ‘contingency’ buses will have drivers scheduled. There should be some form of ‘on-call’ system to bring in extra drivers, if needed.

OC Transpo should back off on the interlining of buses. There are enough back-and-forth, all-day routes that buses can be dedicated to them alone. This allows individual routes to go off-schedule without affecting follow-on routes. Contingency buses can help on those struggling routes.

Buses from the contingency group would be the ones to provide replacement service if a train line, or part thereof, could not run. This would leave the regular bus service, or most of it, unreduced by train issues.

There, free advice for OC Transpo – and it might be worth every penny.


While I’m in such a generous mood, giving free advice, here is some for the City, with regard to transit:

The number one thing is to realize that Complete Streets are a great concept, but that they are also holding back transit improvements. Sure, staff might say that it is better to build a Complete Street all at once, but waiting for the chance to do that could delay a needed transit improvement by many years, or even decades. Sometimes a bird in the hand really is worth two in the bush.

Second, (as Lowell Green used to repeatedly say) “Fix the damn roads!” Start a real effort to rebuild main roads that have just been patched and repatched well beyond their useful life. ‘Shave and Pave’ is a poor excuse for a Band-aid. The atrocious condition of the roads in Ottawa is damaging buses.

And a bonus – not related to transit:

IMMEDIATELY apply to the Province for a permit to expand the Trail Road Landfill for another cell. There is room on the property, and it is a lot cheaper than constructing a new landfill in the east. (Buying land that has ‘Landfill’ as a permitted use is only a very small portion of the cost to set up a landfill. Shame on City Staff for not providing Council with all of the information needed to make an informed decision about the land purchase.) And seriously look into ‘Mining’ the old Nepean Dump across Trail Road, so that that land can be reused. Keep waste management in one place. There are ‘economies of scale’.

[rocketphish]

Afternoon bus service on OC Transpo consistently worse than other parts of the day

By Ted Raymond, CTV News
Updated: April 09, 2026 at 2:31PM EDT | Published: April 09, 2026 at 1:52PM EDT

Taking OC Transpo in the afternoon is consistently worse compared with any other time of the day, according to new metrics shared at Thursday’s Transit Committee meeting.

Bus service delivery overall remains below OC Transpo’s targets, but a presentation revealed that punctuality and service delivery dips noticeably during the afternoon peak periods.

OC Transpo has a target of delivering 99.5 per cent of all of its planned trips. As of March, overall service delivery was 97.2 per cent, or 2.3 percentage points below the goal. Bus service was largely in line with the overall average during the morning peak period and during off-peak weekday periods and weekends.

Staff said the afternoon peak presents unique challenges in terms of traffic volumes. Outbound buses returning from the suburbs must travel in mixed traffic since the former Transitway is no longer in operation.

On frequent routes, which generally run every 15 minutes or less on weekdays, the regularity target of ensuring at least 85 per cent of trips are evenly distributed was not met in March, falling one point below at 84 per cent. Again, however, the presentation to committee suggested that regularity was significantly lower in the afternoon peak periods compared to other times.

<more>

https://www.ctvnews.ca/ottawa/article/af...ently-worse-than-other-parts-of-the-day/

[Richard Eade]

I see that OC Transpo is making their usual seasonal reduction in service, as of Sunday, April 19, 2026.
https://www.octranspo.com/en/plan-your-trip/service-changes/

In terms of needed capacity, it is understandable. Algonquin College is finishing up its Winter Term, so there will be fewer students going there during the spring and summer. Most Carleton University courses are also ending, meaning another drop in capacity demand for the Baseline Road corridor. Therefore, the # 88 bus will be required to move fewer people; thus, fewer buses will be needed.

As a result, OC Transpo is cutting the frequency of the # 88 bus to every 15 minutes (randomly ± up to 4), between (roughly) 06:00 – 21:00. This means that the number of runs for the # 88 HURDMAN drops from 88 to 74 per day. (I am not including the two SCHOOL RUNS that only cover short portions of the route – and, in my opinion, should be 600-numbered buses.) These counts are the runs heading east of Baseline Station, since during mid-day (09:00 – 15:30) and early evening (18:30 – 20:30) only every second # 88 starts west of Baseline Station – leaving those coming from Bayshore with 30-minute service on the # 88 during those times.

As I say, from capacity-based reasoning, it makes sense to cut service on that route. HOWEVER, the college and university are not the only drivers of transit use along the corridor. I have been on a # 88 bus many afternoons when it was (over) packed, and the passengers were not all students. And, the majority got off at Baseline Station to transfer to the # 68 so that they could get to Kanata. There is a reason that fewer # 88 buses continue to Bayshore. The majority of afternoon riders want to continue to Bells Corners and Kanata and find the transfer between the # 88 and # 68 an inconvenience.

(Breaking the Hurdman to Kanata route was, in my opinion, a huge mistake. As was the removal of the # 3 bus – leaving a hole in the coverage map.)

Perhaps this is the best evidence supporting NOT BUILDING THE BASELINE BRT. Apparently, 15-minute bus service is just fine to handle the capacity requirements. Why would we spend more – likely MUCH MORE – than HALF-A- BILLION DOLLARS for segregated, central, bus-only lanes, only to have them sit empty most of the time?

This, of course, is one of the points that lrt’s friend keeps hammering home: We should not be planning transit to just carry the number of people who currently need the bus – and only at times when they use it. If 100 people arrive at a bus stop over the period of an hour, capacity planning says that you should wait until all 100 have arrived, and then you send in a single large bus for them all to squeeze into. This is the most efficient way to move those passengers. The problem is that it is the least user-friendly method – so gradually, you will be moving fewer and fewer passengers, as they find other travel alternatives. Of course, that means that you soon will be able to send one bus every two hours, thus saving more money.

By removing 14 trips from the # 88 each day, OC Transpo is saving money. It moves the fewer number of passengers with fewer buses. What it also does is tells anyone other than students who are not taking summer classes that they are not important. That their schedule has to adjust to what-ever OC Transpo wants to provide.

Admittedly, the other extreme to my example of hyperbole above is to send a bus every time a person arrives at the stop. Just as absurd, sine it would be burning money needlessly. There needs to be a sustained service that is useful for the users – present and additional users attracted by the service. Service between Billing Bridge and Kanata should be a single-seat ride with a headway gap of no more than 10 minutes, from 06:00 – 23:00. Anything less simply says ‘This is not an important corridor’.

PS Is it just me, or is it crazy that there is no Night Service along the Billings Bridge to Kanata corridor? (Is Night Service still a thing? There are no schedules for ‘Nxx’ routes on OC Transpo’s Website.)

[lrt's friend]

Originally Posted by Richard Eade

I see that OC Transpo is making their usual seasonal reduction in service, as of Sunday, April 19, 2026.
https://www.octranspo.com/en/plan-your-trip/service-changes/

In terms of needed capacity, it is understandable. Algonquin College is finishing up its Winter Term, so there will be fewer students going there during the spring and summer. Most Carleton University courses are also ending, meaning another drop in capacity demand for the Baseline Road corridor. Therefore, the # 88 bus will be required to move fewer people; thus, fewer buses will be needed.

As a result, OC Transpo is cutting the frequency of the # 88 bus to every 15 minutes (randomly ± up to 4), between (roughly) 06:00 – 21:00. This means that the number of runs for the # 88 HURDMAN drops from 88 to 74 per day. (I am not including the two SCHOOL RUNS that only cover short portions of the route – and, in my opinion, should be 600-numbered buses.) These counts are the runs heading east of Baseline Station, since during mid-day (09:00 – 15:30) and early evening (18:30 – 20:30) only every second # 88 starts west of Baseline Station – leaving those coming from Bayshore with 30-minute service on the # 88 during those times.

As I say, from capacity-based reasoning, it makes sense to cut service on that route. HOWEVER, the college and university are not the only drivers of transit use along the corridor. I have been on a # 88 bus many afternoons when it was (over) packed, and the passengers were not all students. And, the majority got off at Baseline Station to transfer to the # 68 so that they could get to Kanata. There is a reason that fewer # 88 buses continue to Bayshore. The majority of afternoon riders want to continue to Bells Corners and Kanata and find the transfer between the # 88 and # 68 an inconvenience.

(Breaking the Hurdman to Kanata route was, in my opinion, a huge mistake. As was the removal of the # 3 bus – leaving a hole in the coverage map.)

Perhaps this is the best evidence supporting NOT BUILDING THE BASELINE BRT. Apparently, 15-minute bus service is just fine to handle the capacity requirements. Why would we spend more – likely MUCH MORE – than HALF-A- BILLION DOLLARS for segregated, central, bus-only lanes, only to have them sit empty most of the time?

This, of course, is one of the points that lrt’s friend keeps hammering home: We should not be planning transit to just carry the number of people who currently need the bus – and only at times when they use it. If 100 people arrive at a bus stop over the period of an hour, capacity planning says that you should wait until all 100 have arrived, and then you send in a single large bus for them all to squeeze into. This is the most efficient way to move those passengers. The problem is that it is the least user-friendly method – so gradually, you will be moving fewer and fewer passengers, as they find other travel alternatives. Of course, that means that you soon will be able to send one bus every two hours, thus saving more money.

By removing 14 trips from the # 88 each day, OC Transpo is saving money. It moves the fewer number of passengers with fewer buses. What it also does is tells anyone other than students who are not taking summer classes that they are not important. That their schedule has to adjust to what-ever OC Transpo wants to provide.

Admittedly, the other extreme to my example of hyperbole above is to send a bus every time a person arrives at the stop. Just as absurd, sine it would be burning money needlessly. There needs to be a sustained service that is useful for the users – present and additional users attracted by the service. Service between Billing Bridge and Kanata should be a single-seat ride with a headway gap of no more than 10 minutes, from 06:00 – 23:00. Anything less simply says ‘This is not an important corridor’.

PS Is it just me, or is it crazy that there is no Night Service along the Billings Bridge to Kanata corridor? (Is Night Service still a thing? There are no schedules for ‘Nxx’ routes on OC Transpo’s Website.)

Ah, capacity planning. All designed to drive away passengers. Remember all those double deckers that they brought in during the early to mid 2010s. Why did we buy them? To reduce frequency on as many express routes as we could. Great way to attract new riders, I would say, like sure?????

We have no plan to attract new ridership. We hope that rail was going to do it without making any effort. How that blew up in all our faces?

Likewise with interlining routes resulting in erratic service because of varying traffic delays across the city. None of it is about serving customers better.

The cancellation of the Number 3 bus has always irked me. Why offer bus service through the empty experimental farm, was the supposed reason. Isn't chopping the route into bits and pieces better, like the next to useless Preston Street bus that doesn't take you much of anywhere? It seems to me that this is a lost opportunity, a downtown Hull employment hub, Little Italy and the growing number of surrounding apartments and condos, the new Civic Hospital complex, the large cluster of apartments at Hog's Back and adjacent low income housing and another employment hub at Colonnade and Anteres. Logical corridor for transit one would think but all of us amateurs clearly don't understand this city at all.

[rocketphish]

OC Transpo looking at safely reopening LRT washrooms, but still no timeline
Facilities were closed in February due to vandalism, drug use

Cameron Mahler · CBC News
Posted: Apr 13, 2026 4:00 AM EDT | Last Updated: 5 hours ago

OC Transpo is considering how to safely reopen public washrooms at LRT stations after the vast majority were closed nearly two months ago.

All LRT station washrooms, with the exception of one at Limebank station on Line 2, have been shut down since Feb. 20 when someone found used needles at Bayview station that hadn't been properly disposed of.

“It wasn’t just discarded on the floor,” OC Transpo chief safety officer Sabrina Pasian told last week’s transit committee. “It was left in a place that could absolutely injure a customer.”

Despite concerns over vandalism and public drug use, the washrooms in LRT stations can’t be closed forever. Under the Ontario Building Code, they must be available at end-of-line stations like Blair, Tunney’s Pasture and Bayview.

In a statement, OC Transpo says it’s now exploring both short- and long-term solutions for reopening. Those include increased washroom monitoring, public messaging and the installation of secure needle disposal boxes.

Nyasha Harper Michon, a Toronto-based architect and activist, told CBC that any long-term fix should also analyze the wide range of people who rely on public washrooms.

“A washroom is a space that should actually cater to everyone, especially our most vulnerable,” she said.

That includes people experiencing homelessness, those with disabilities, caregivers, and people who use drugs, Michon said.

Designing washrooms with those people in mind might improve safety for everyone, she said.

“It can be having dry counters for medical procedures … having the boxes so that they can put the needles in safely,” she said.

If OC Transpo is looking to create a safer washroom environment, Michon said it's key to consult with people who've had experienced addictions or homelessness.

“It’s important to put the resources into thinking about this properly with the right people,” she said.

One of the options transit staff are considering is enhanced monitoring by special constables, but the details remain unclear.

Sarah Kennedy, president of the Ontario Special Constable Association, said keeping an eye on LRT washrooms can be difficult.

“Ultimately, policing and controlling the inside of washrooms is always going to be a public safety challenge,” she said.

One way to keep close watch, Kennedy said, is by using security cameras.

“You can monitor how long somebody's in a public bathroom. And if it's taking a super long time, the special constable can go and knock on the door.”

While those cameras would never be installed inside the washrooms, harm reduction measures like needle disposal boxes "need to be in there," Kennedy said.

OC Transpo has not decided on a fix and has not provided a reopening timeline. For now, most O-Train riders remain without washroom access.

https://www.cbc.ca/news/canada/ottawa/oc...ashrooms-but-still-no-timeline-9.7160913

[rocketphish]

OC Transpo to 'refurbish' rather than retire 30 older buses
It's hoped these articulated buses will deliver an additional three to five years of service each.

By Aedan Helmer, Ottawa Citizen
Published Apr 13, 2026 | Last updated 4 hours ago

OC Transpo is delaying the retirement of a number of older articulated 60-foot buses and opting to refurbish the buses instead as “standby” vehicles for severe weather or transit disruptions.

OC Transpo staff has identified more than 30 articulated buses that have exceeded their 15-year “useful life” cycle and were set to be decommissioned in 2026.

Those buses will instead undergo a “major refurb” in hopes of delivering an additional three to five years of service, according to director of bus operations and maintenance Rami El Feghali.

The standby capacity is necessary for service disruptions or major weather events, El Feghali said, and will also give OC Transpo extra “flexibility” in onboarding its new fleet of zero-emission electric buses.

“During a transition of this scale, we need additional standby capacity in the fleet so that we can respond to scenarios such as major weather events, service disruptions or temporary fluctuations that either take buses out of service or require more buses on the road,” El Feghali told the April 9 transit committee.

El Feghali said OC Transpo was still pursuing second-hand diesel buses to bolster its fleet while awaiting the delivery of more e-buses.

The city has seen a recent “ramp-up” on the electric bus front, with 109 e-buses now in Ottawa and 90 of those available for service and training.

The city has so far acquired 68 chargers and another 36 are being commissioned, staff told the transit committee.

OC Transpo is expecting to have 234 e-buses and 193 active chargers by the end of 2026 and is on track to meet its goal of 354 ebuses and 329 chargers by the end of 2027.

There are fewer chargers than buses as they are not required on a one-for-one ratio, staff said. Progress is also being made on renovations to the St-Laurent garage to accommodate the new charging stations.

Construction is set to begin on a new parking garage in the second quarter of 2026 and is scheduled to be completed by the end of 2027.

The zero-emission buses already on Ottawa roads are performing well, according to El Feghali.

The electric buses within the OC Transpo fleet have accumulated more than two million kilometres, which equates to a savings of 930,000 litres of diesel fuel and a reduction of 2,360 tonnes of carbon dioxide emissions.

“From a performance perspective, our new electric buses are doing well in service and the number that we are able to put into service is steadily increasing,” El Feghali said.

OC Transpo had a daily average of nine e-buses in service in early January. That average increased to 62 by the end of March.

“There are some fluctuations from week to week, which is expected in a project that is still being scaled up,” El Feghali said, “but the overall trend is clearly upward.”

Bus reliability metrics were also trending upward with 97.6 per cent of bus trips delivered as planned in March. That was up from 95.4 per cent in January and 96.3 per cent in February, though still below the target of 99.5 per cent reliability.

OC Transpo is still seeing “consistently lower” reliability scores in its afternoon peak periods when compared with morning and off-peak hours.

https://ottawacitizen.com/news/oc-transpo-refurbish-older-buses

[Truenorth00]

Originally Posted by Richard Eade

OC Transpo should set up a schedule to receive 50 new buses each year, for the next 15 years (at least). That number of buses can be increased slightly, if needed, but should not jump to over 75 buses per year. At the end of those 15 years, there should be at least 850 buses in the fleet.

The Bus Availability must be increased to at least 85%. This will ensure that there are at least 720 buses available for revenue service each day. However, only 650 buses will be scheduled per day on regular routes, with the remainder being available for ‘contingency’. Only a portion of those 70 ‘contingency’ buses will have drivers scheduled. There should be some form of ‘on-call’ system to bring in extra drivers, if needed.

Aren't they basically doing this with the several hundred buses they are going to take delivery of, over the next 3 years?

I agree with you that they need to have a steady recapitalization plan that has like 1 bus being delivered a week in perpetuity to maintain an optimal fleet age. Maybe with 3-5 year contracts for 150-250 buses at a time to allow for progressive upgrades of the bus models themselves.