With the impending widespread implementation of Presto on the TTC it is possible that there could be proposal to change the TTC fare structure from the current “single-ride within Toronto” arrangement.

TTCriders demands that any change to the TTC fare structure not increase costs for riders least able to afford this change, particularly riders from Toronto’s inner suburbs who are traveling long distances within the City. TTCriders continues to demand adequate transit funding from senior levels of government such that riders do not bear the costs of changes to fare structures; transit fares should instead be reduced.

Metrolinx’ Presto Card system is scheduled to be rolled out in all TTC subway stations and on all streetcars by the end of 2015. System-wide implementation of Presto is expected by the end of 2016. The use of fare card media creates opportunities for changes to the fare structure based on travel time, distance traveled, time of day of travel, the type of vehicle, and facilitates co-fare arrangements between different transit providers.

Currently, the TTC operates as a one-zone system within the City of Toronto with fares for “single-rides”[1] (i.e., cash, tokens, and tickets) or various types of passes. TTC fares are not integrated with those of any other transit system.[2]

There has recently been discussion about changing the TTC fare structure, with the most concrete of these being the proposal to allow “2-hour transfers.” With the impending implementation of Presto the discussion about the ways in which the TTC fare structure could or should be changed has intensified once more and included consideration of fare integration schemes between the TTC and other transit providers and a change to a fare-by-distance or zone scheme.

Although these changes could be revenue neutral or even revenue negative, we are concerned that they will be made with the intention to increase revenue. Most problematically, we are concerned about the possibility of fare-by-distance and zone schemes that are designed to increase costs for riders from Toronto’s inner suburbs of Etobicoke, North York and Scarborough who take long trips. Within this group of riders there are people who live in the inner suburbs precisely because housing is more affordable than in the central city or the 905, and yet employment and services are less abundant, requiring significant travel for daily activities. Given the urban form and public transit network design of the inner suburbs, door-to-door transit use is often frustrating and slow, and individuals in this situation who are able to purchase automobiles and drive are likely to do so. Conversely, those who ride transit in this context are more likely do so because of a lack of other options, and should not be further penalized due to changes in fare structure.

TTCriders recognizes that changes to fare structure are multi-factorial and complex, and that the discussion about how the system could change is only just beginning. Nonetheless, we see the potential for changes to occur in particularly unjust ways that should be resisted with pre-emptive pressure.

If the TTC received adequate funding, especially from senior levels of government, we would not be as suspicious of the possibility of unjust changes to the TTC’s fare structure that could be applied opportunistically. Regardless of the way that fares are collected, TTCriders maintains its demand that senior levels of government must increase their financial support for public transit operations.

[1] Rush hour commuter express buses from the “140” series currently require a double-fare for a single ride.

[2] Here we are not counting the “Metropass sticker arrangement” for use on GO’s Lakeshore lines between Exhibition and Danforth due to its limited utility.