Flexity Outlook (Toronto)

The Flexity Outlook is the latest model of streetcar in the rolling stock of the Toronto streetcar system owned by the Toronto Transit Commission (TTC). Based on the Bombardier Flexity, they were first ordered in 2009 and were built by Bombardier Transportation in Thunder Bay and Kingston, Ontario, with specific modifications for Toronto, such as unidirectional operation and the ability to operate on the unique broad Toronto gauge ().

Excluding the TTC's heritage collection of a few older streetcars, the entire active streetcar fleet consists of the Flexity Outlook. They replaced the Canadian Light Rail Vehicle (CLRV) and its articulated counterpart, the Articulated Light Rail Vehicle (ALRV), which were all retired in December 2019.

The Flexity Outlook is the first modern low-floor and wheelchair-accessible streetcar used in the city. With a length of over , they are the largest single-unit streetcars ever used by the TTC. They have four sliding doors, air conditioning systems, seating for up to 70 passengers, and interior bicycle racks. The vehicles are equipped with two on-board fare vending machines (FVM) along with concession ticket validators, Presto readers and introduced the use of proof-of-payment (POP) system.

Line 5 Eglinton, a light rail line under construction, uses the similar Flexity Freedom light rail vehicle, which—like the Flexity Outlook—is also a low-floor wheelchair-accessible vehicle. The two models are not compatible for several reasons, including track gauge.

Specifications

The vehicle is based on Bombardier's standardized Flexity Outlook product, which is also used in cities like Brussels, Marseille, and Geneva, but tailored to Toronto's needs. The vehicles use the TTC's broad track gauge rather than standard gauge, and trolley poles using 600 V DC for power collection. Other design requirements such as the ability to handle tight turning radii and single-point switches, climb steep hills and valleys, clearance, and ability to upgrade into a more modern pantograph current collection system were factored into the design. The Flexity Outlook is almost twice as long as the TTC's older streetcars and has five articulated sections.

Fare collection

In the Flexity Outlook streetcars, a proof-of-payment (POP) system is used at all times. This is because the operator is not responsible for fare collection since the operator sits inside a closed cab. Under the POP system, passengers are required to carry proof that they have paid their fares, such as a validated concessionary TTC senior, student or youth ticket; an adult one-ride ticket; a paper transfer; a Presto card; or a Presto ticket. This is enforced via random spot-checks by the TTC's fare enforcement officers, either aboard the vehicles or upon arrival at designated subway stations.

The Flexity Outlook streetcars are equipped with two fare vending machines (FVM) and concession ticket validators, which are posted at the second and third doors of the vehicle, where passengers can purchase and obtain one-ride tickets (which act as a customer's POP to transfer onto other TTC vehicles and routes) by cash (coins only; no change provided) or tokens, as well as validate pre-purchased concessionary senior, student or youth TTC tickets, which the passenger must retain as POP while riding (when transferring onto a TTC bus, or into an unpaid area of a subway station, the customer must deposit the validated ticket into a fare box and can obtain a paper POP transfer if needed). From January 2016 until December 2018, FVMs also accepted single-fare payments by contactless credit and debit cards. The Flexity streetcars were the only surface vehicles in the TTC network where this form of payment was accepted; however, this feature was removed because it caused FVMs to malfunction. Since November 30, 2014, the Flexity streetcars have six Presto fare readers on them, where customers tap their Presto card or Presto ticket upon boarding to pay their fares or validate their two-hour transfer or TTC transit pass, with one at the first and fourth doors and two at each of the double-doors (doors two and three).

Audible warning signals

Instead of the mechanical gongs used on older vehicles, the Flexity Outlook vehicles use an amplified digital recording of a gong. They are also the first vehicles to have built-in electronic horns fleet-wide upon delivery, while most of the CLRV and ALRV streetcars had their horns installed in the late 1990s. Despite the Flexity vehicles being heavy-duty streetcars, their horns are similar to those used on TTC buses or regular automobiles. The gong and the horn can be heard from both ends of the vehicle.

Destination sign

The Flexity Outlook streetcars are the TTC's first streetcars to be outfitted with amber digital LED destination and run number signs rather than manually operated roller blinds used on older vehicles. The destination signs are posted at the front, rear, and sides of the vehicle, which identify the route number, name, and destination. Older vehicles only displayed the route number and destination for brevity. The Flexity streetcars also display two blue bullseye lights on the front to indicate that they are accessible vehicles.

Automated voice announcement system

As with all TTC vehicles, the Flexity Outlook streetcars have on-board automated audible and visual next stop announcements, which are broadcast over the vehicle's interior public address (PA) system and on overhead signs. They were also the first vehicleswhen they were introduced in 2014to be outfitted with external PA systems that announce the vehicle's route and destination, andunlike other TTC vehiclesit can be used for live operator-based public service announcements.

Accessibility

The Flexity Outlook streetcars are the TTC's first low-floor streetcars, and they are accessible for passengers using mobility devices. Only one step is needed to board at any door, and an extendable loading ramp for users in wheelchairs, strollers or other mobility devices is located at the second set of doors of the vehicle. The passenger can signal the operator to deploy the ramp by pressing the blue wheelchair accessibility button by the inside or outside of this door.

The ramp has two modes: if the streetcar stop is alongside a curb or raised platform, only a short portion is extended (the operator can open the ramp either from inside the driver booth or from the outside of the vehicle); if only street level is available, the operator will exit the vehicle and a further length of the ramp would extend to allow access at that level. According to Greg Ernst, the TTC's chief streetcar engineer, each Flexity streetcar deploys its ramp four times a day on average.

Bicycle rack

The Flexity streetcars have a bicycle rack, which is located inside the vehicles by the third set of doors from the front and can store two standard-sized bicycles. The rack also has a pull-out strap to help hold the bicycles in place.

Wheel squeal

The Flexity streetcars are equipped with an on-board wheel lubrication system to reduce squeal when the streetcars go around sharp curves. The TTC is also developing a wheel-mounted noise damping ring to further reduce high-pitch squeal, and hopes to begin prototype testing in the fourth quarter of 2017. The TTC is working to install improved lubrication system units at streetcar loops that are activated by the passage of a Flexity vehicle. These provide partial solutions to the problem. Other factors affecting wheel squeal on Flexity streetcars are:
* The sharper the radius, the greater the chance of squealing.
* Weather conditions such as rain, snow, humidity and temperature fluctuation can affect streetcar noise levels.
* Rainfall and other forms of precipitation washes lubricant away.

Selection process

With the TTC's streetcar fleet nearing the end of its service life, the Commission began looking for a manufacturer to build new streetcars. In June 2007, the TTC launched a public consultation on the design of its new streetcars, including an online survey, and displays at Finch and Scarborough Centre stations, the Albion Centre, and Yonge–Dundas Square. Mockups of the Flexity Swift (as used in Minneapolis) and Siemens Combino Plus (predecessor to the Siemens Avenio) were on display at the 2007 Canadian National Exhibition in front of the Enercare Centre, then known as the Direct Energy Centre.

On September 19, 2007, the TTC published their specifications for the "LF LRV", as they called the proposed new streetcars, which explained what they were seeking beyond that the vehicle would be compatible with the TTC's existing tracks, which required tight turning radii, good hill-climbing ability given the city's topography, and compatibility with single-leaf switches. The tender requested a streetcar of , with multiple points of articulation, and three powered bogies.

Though the document stated that the TTC would accept a well-designed 70 percent low-floor streetcar, it decided to seek a 100-percent low-floor design, with folding ramps that could be fitted at the doors to allow stepless boarding where platforms were not available. The fleet replacing the CLRVs and ALRVs was to remain single-ended with doors on the right only, and to retain current collection by trolley pole, but the TTC also requested that provision be made for future conversion to pantograph, and that the option of buying a bi-directional version of the streetcar for new lines be available. Provision was to be made for ticket-vending machines on board, rather than have the driver take fares.

Bombardier, Siemens, AnsaldoBreda, Mytram, Vossloh Kiepe, and Kinki Sharyo all expressed interest in competing to supply the new streetcars, but most dropped out of the bidding at various stages. While the TTC expressed interest in the vehicles built by Å koda for the Portland Streetcar, that company did not submit a bid. Siemens gained a great deal of attention for its Combino Plus in 2007, with newspaper advertisements and a website, but eventually decided that "it was in heirbetter interest not to bid". Only Bombardier and a small British firm, Tram Power, submitted bids.

Bombardier had displayed a mock-up of the Flexity Swift built for the Minneapolis project but later offered a variant of the Flexity Outlook to meet the 100-percent low-floor requirement, promoting it with a website called "The Streetcar Redefined". Tram Power's product was the Citytram, a prototype of which was being tested on the Blackpool Tramway until it caught fire on January 24, 2007.

On July 18, 2008, the TTC announced that both bids had been rejected â€“ according to TTC chair Adam Giambrone, Bombardier's entry "would have derailed on Toronto streets", while TRAM Power's was not "commercially compliant" â€“ and reopened the contract. Bombardier actively disputed this claim, adding that it could either supply a compliant vehicle or pay for of construction to make the TTC's track network compliant. The TTC entered into direct negotiations with three companies (Alstom, Siemens, and Bombardier) following its August 27, 2008, commission meeting.

On April 24, 2009, the TTC announced that it had chosen a customized version of the Flexity Outlook to replace the CLRV and ALRV fleet.

On June 26, 2009, the Toronto City Council approved funding for 204 new vehicles and signed the contract with Bombardier. The City of Toronto committed one-third of the necessary funds, and requested funding from the provincial and federal government for the streetcars. While the provincial government agreed to fund one-third of the project, the federal government was unwilling to provide any money before the June 27, 2009, deadline approached to finalize the contract with Bombardier. Finally, Toronto City Council voted on June 26, 2009, to commit the other one-third of the funding by deferring other capital projects, such that the funding formula became two-thirds municipal and one-third provincial funding. The official contributions were announced by TTC Chair Karen Stintz at the unveiling on November 15, 2012. The Province of Ontario contributed $416.3million, the federal government indirectly contributed $108million through its gas tax fund, and the City of Toronto and TTC contributed $662million, for a total cost of $1.2billion.

A partial mockup of the new streetcar was put on display at the Hillcrest Complex for tours in November 2011.

Delivery

Prototypes

The first vehicle arrived in Toronto on September 25, 2012, by rail from the Thunder Bay plant to Canadian Pacific Railway's Lambton Yard near Runnymede Road and St. Clair Avenue West.

It was loaded on a flatbed trailer and arrived at Harvey Shop at the Hillcrest Complex a few days later. Streetcar 4400 was the first of three test vehicles delivered for testing and technology verification. The carset has the same number as the wooden mockup streetcar. The new vehicle was unveiled to the public at the TTC's Hillcrest complex during a media conference on November 15, 2012.

The TTC added a railway siding with an unloading ramp at the Hillcrest Complex for the unloading of Flexity streetcars shipped by Bombardier. (The ramp was not finished in time for the arrival of 4400.) A CLRV streetcar was used as a tractor to pull a new Flexity off of the railway flatcar and down the ramp. See photos in the article.

Prototype vehicles 4401 and 4402 underwent almost a year of extensive testing in Toronto. That testing triggered a change to the design of the loading ramps, over which a wheelchair used to tilt. The vehicles would only become TTC property when their ramps are retrofitted to the new design.

According to CEO Andy Byford in 2015, the first Flexity streetcars were so poorly manufactured that the TTC would not accept them for fear they would break down on bumpy city streets. At the Thunder Bay plant, when workers went to attach the under-frame to the sidewalls, they had found they were not square. To solve the problem, they wanted to rivet the two pieces together. The TTC rejected that solution, as according to Byford, rivets pop. There were still issues with loose screws, wiring and electrical connectors . To address these problems, Bombardier retooled its Mexican operation in Ciudad Sahagún, Hidalgo (a former Concarril facility) and implemented new quality-assurance processes at Thunder Bay.

Revenue vehicles

Beginning in 2013, the Flexity Outlook streetcars were tested on several routes, in a variety of weather conditions.
In July 2014, a labour strike started at the Bombardier Thunder Bay plant. TTC spokesman Brad Ross said that despite the strike, the new vehicles would enter service on time even if there was only one new vehicle ready for fare service. Bombardier workers voted to accept a new contract on September 12, 2014. The Bombardier plan had been to roll out a new vehicle every three weeks, but the company stated that measures would be taken to roll out three new vehicles per month until production was back on schedule.

The Flexity streetcars 4400 and 4403 entered service on August 31, 2014, on the 510 Spadina streetcar line. Streetcar 4403 was delivered on May 31, 2014. The TTC had hoped to start with six Flexity vehicles in service but had to settle for just two because of production problems including the Bombardier labour strike.

From 2014, Bombardier had supply chain problems resulting in situations of having too many of some components and stock-outs of others, the latter resulting in production delays. Each vehicle consisted of roughly 10,000 components.

In September 2014, a month after the rollout of fare service on the Spadina line, riders of other routes expressed jealousy and impatience over the delay before new vehicles were ready to serve their routes.

Before putting a newly delivered streetcar into service, the TTC tested its components, performed of test running on the street, and installed the Presto fare machines. If the testing went well, the TTC released the new streetcar into service.

Delivery problems

In December 2014, Bombardier was behind schedule in delivering new vehicles. By mid-December, Bombardier should have delivered 43 vehicles but had only delivered three. Seven new vehicles should have been delivered in 2013. TTC CEO Andy Byford had warned Bombardier that he would insist that they meet the final schedule of all vehicles in time for new streetcars to replace the old fleet by 2019, or he would impose the penalty clauses in the delivery contract. One additional vehicle was expected to be delivered before the end of the year.

In January 2015, the Leslie Barns facility for the new vehicles was expected to be almost empty when it opened in 2015, as Bombardier had fallen so far behind in delivery.

In February 2015, TTC chair Josh Colle