MiWay
MiWay is the municipal public transit system of Mississauga, Ontario, Canada, operating as the province's third-largest such service and delivering bus transportation across 179 square kilometres to serve approximately 766,000 residents.[1]
The system maintains a fleet of about 500 fully accessible buses, including 41 percent hybrid-electric models as of 2024, running 65 routes that encompass local, express, and school services while integrating with regional operators like GO Transit, the Toronto Transit Commission, Brampton Transit, and others.[1][2]
Originating from a 1969 trial service, MiWay was established municipally in November 1973 coinciding with Mississauga's incorporation as a city and rebranded from Mississauga Transit in October 2010 to reflect a modernized identity.[3][4]
Over its history, the system has achieved notable innovations, including being the first in Ontario to deploy 60-foot articulated buses in 1982, an early adopter of electronic fare boxes in 1987, and the first in Canada to introduce air-conditioned buses in 1989, alongside significant ridership expansion from 4.1 million in 1974 to over 31 million by 2008.[3]
History
Establishment and Initial Operations (1974–1990s)
Mississauga Transit, the precursor to the MiWay brand, was established as a municipal operation in November 1973 when the Town of Mississauga assumed control from private contractors Charterways Limited and others, who had operated limited services since a trial launch in 1969 with just four buses covering southern areas.[3][5] This transition aligned with provincial funding increases in the early 1970s that subsidized municipal transit capital and operating costs, enabling public takeover.[5] The following year, on January 1, 1974, the City of Mississauga was formed through the amalgamation of the Town of Mississauga, Town of Port Credit, and Village of Streetsville, integrating their disparate transit systems—including inherited routes and fleets from Port Credit Transit and Streetsville operations—into a unified network under municipal ownership.[3][6] Initial operations emphasized conventional local bus routes serving residential and commercial corridors, with a fleet comprising primarily second-hand General Motors "Old Look" and early "New Look" buses acquired from predecessors like Arrow Bus Lines.[5] Ridership in 1974 totaled 4,121,589 passengers, reflecting modest demand in a rapidly growing suburban population.[5] Throughout the 1970s and 1980s, the system expanded incrementally to accommodate urban development, introducing the double-diamond logo—symbolizing the letter "M" reflected in Lake Ontario—originally designed in the early 1970s.[3] A key innovation occurred in 1982 when Mississauga Transit became the first in Ontario to deploy 60-foot articulated buses, enhancing capacity on high-demand routes without proportional increases in operating costs.[3] By the late 1980s, facilities like the Central Parkway Garage underwent expansions to support a growing fleet, and intermunicipal connections with Toronto Transit Commission services were formalized, though core operations remained focused on intra-city coverage.[7] Ridership surged to approximately 20 million by 1994, driven by population growth and network densification, though deficits persisted due to subsidized fares averaging around 35 cents in the early years.[5][8]Expansion and Network Development (2000s–2010s)
During the 2000s, Mississauga Transit experienced significant ridership growth, reaching a record 31.4 million revenue trips in 2008, which necessitated fleet and service expansions to accommodate demand from the city's rapid population increase.[3] The fleet surpassed 400 buses that year following the addition of 15 new vehicles, supporting enhanced frequencies on existing routes and the introduction of new services through annual TransPlans from 1999 to 2006, which outlined incremental route adjustments and capacity improvements.[3][9] These changes included the delivery of low-floor buses, such as 53 New Flyer D40LFR models in 2006, to modernize the network and improve accessibility.[10] In 2010, the system underwent a major rebranding to MiWay, coinciding with the launch of MiExpress limited-stop services on October 4, including five pre-bus rapid transit (BRT) routes designed to reduce travel times along key corridors.[11][12] This expansion featured 40 new buses in a distinctive blue livery (units 1051–1072 and 1001–1020), targeting high-demand express operations, while the renovation of the Malton satellite facility improved maintenance and service reliability in northeastern Mississauga.[13][14][15] MiWay's strategic plans emphasized 3% annual service growth to align with urban development, fostering better connectivity to GO Transit and adjacent municipalities.[16] The 2010s marked the rollout of higher-order infrastructure, with construction initiating on the Mississauga Transitway, an 18 km east-west BRT corridor funded jointly by federal, provincial, and municipal governments at a cost of $259 million.[17] The full 12-station system opened on November 17, 2014, integrating MiLocal Route 21 and MiExpress services to provide dedicated lanes and priority signaling, significantly boosting capacity and speeds between major hubs like City Centre and Renforth.[18][19] This development built on earlier planning from the 1970s but accelerated amid 2000s growth pressures, enhancing network efficiency and ridership potential.[20]Post-Pandemic Recovery and Recent Changes (2020–Present)
The COVID-19 pandemic severely impacted MiWay operations, with ridership falling from 41.2 million annual trips in 2019 to 21.8 million in 2020, representing a decline of approximately 47 percent overall and up to 75 percent at peak restrictions.[21][22] In 2021, ridership remained subdued at 22.6 million trips amid ongoing waves and recovery stages.[21] To address this, MiWay implemented a COVID-19 Ridership Recovery Strategy in September 2021, emphasizing consistent service delivery across the network rather than cuts, with projections for a gradual return to pre-pandemic levels over several years.[23][24] Ridership rebounded significantly post-2021, reaching normal demand levels by October 2023 and exceeding 95 percent of 2019 figures by September 2025, driven by economic reopening and sustained service hours.[22][21] In August 2023, monthly ridership hit 109 percent of 2019 equivalents, reflecting pent-up demand.[25] This recovery supported 35.7 million annual trips by 2023, though operating expenses outpaced revenues due to inflation and labor costs, necessitating provincial subsidies including $112 million allocated over the subsequent decade.[26][25] Recent operational changes under the MiWay Five Transit Service Plan (2021–2025) included route revisions for efficiency, such as the introduction of Route 50 in June 2025 to serve former western segments of Route 39 between Meadowvale Town Centre and Erin Mills Town Centre.[27][28] The April 2025 Annual Service Plan added frequency boosts on multiple routes, new express services like the Burnhamthorpe Road route linking University of Toronto Mississauga to the waterfront, and enhanced connections to regional hubs.[29][30] Fare adjustments followed, with a 3 percent increase in adult single fares and related fees effective early 2025 to align with rising costs.[31] Integration with the provincially operated Hazel McCallion Line (Hurontario LRT), which commenced major construction in spring 2020 and became operational in March 2024, prompted MiWay to replace local Route 202 Hurontario with express variant 103 Hurontario, adding midday and evening services while feeding into LRT stations for seamless transfers.[32][33] These adaptations, part of broader MiWay Five Plus planning initiated in 2025, aim to align bus services with LRT corridors, introduce further express routes, and support transit-oriented development amid projected network growth through 2035.[34][35]Governance and Funding
Organizational Structure and Oversight
MiWay functions as a municipal division under the City of Mississauga, integrated within the broader public transit operations and reporting through the Director of Transit to the Commissioner of Transportation and Works and ultimately to the City Manager and Council.[36][37] The Director, Maureen Cosyn Heath, assumed the role on June 2, 2025, overseeing a team exceeding 1,600 staff members responsible for operating approximately 500 buses across 65 routes.[36][1][38] The internal structure is divided into four core sections to support service delivery, maintenance, technology, and planning. Operations employs over 1,000 transit operators, supervisors, and training personnel, handling route execution, scheduling, and compliance with Ministry of Transportation standards, including mandatory refresher training cycles.[39] Maintenance manages the bus fleet, facilities like the E.J. Dowling Transit Campus, and infrastructure upkeep. Business Systems oversees technological infrastructure, such as the HASTUS scheduling software and PRESTO fare collection systems. Business Development includes teams for marketing, customer service, service planning, revenue optimization, and enhancing rider experience.[39] This framework has evolved to accommodate service expansion, with ongoing adjustments to address staffing and technological demands as outlined in multi-year business plans.[39] Oversight occurs primarily through City Council, which approves strategic documents like the MiWay Five Transit Service Plan and integrates MiWay's goals with municipal priorities, including sustainability and economic development.[39] Performance accountability is maintained via a Balanced Scorecard metric system evaluating customer satisfaction, financial outcomes, workforce productivity, and operational processes.[39] The Transit Advisory Committee, comprising stakeholders from community, business, and accessibility groups, provides non-binding recommendations on service enhancements and infrastructure, informing but not directing policy decisions.[40] No independent board exists; accountability remains embedded in the city's governance model, with budget and policy approvals handled via annual council processes.[41]Revenue Sources and Taxpayer Subsidies
MiWay derives the majority of its operating revenue from passenger fares, which are collected primarily through the PRESTO contactless smart card system, accounting for approximately 79% of farebox collections.[39] The system targets a fare recovery ratio of close to 50% of operating costs via fares and minor advertising revenues, though actual ratios have varied; for instance, the 2023 plan projected 39% recovery amid rising costs.[31] [42] Fare increases, such as the 20-cent adult single-ride hike to $3.40 effective April 1, 2024, support revenue growth alongside ridership recovery, which reached 104% of pre-pandemic levels in 2023.[43] [22] The balance of operating expenses, typically exceeding $100 million annually (e.g., $105.75 million net in 2023), is funded through municipal taxpayer subsidies via property tax levies, which covered the net operating budget requirements such as $89.97 million in 2022.[42] [39] Provincial support includes transfers from Ontario's Gas Tax Program, contributing to operational stability across municipal transit agencies.[26] Federal grants provide targeted aid, such as over $112 million allocated over 10 years announced in January 2025 for transit upgrades, including zero-emission initiatives via the Zero Emission Transit Fund ($10.94 million).[44] Capital funding for fleet, infrastructure, and facilities draws from a diversified pool, with subsidies and grants covering significant portions—e.g., 71% of bus acquisitions ($67.04 million) in the 2024 capital budget—while taxpayer-funded reserves and development charges handle the remainder.[46]| Capital Category (2024 Budget, $000s) | Total | Subsidies/Grants % | Tax Reserves % | Development Charges % |
|---|---|---|---|---|
| Buses | 94,425 | 71 | 26 | 3 |
| On-Street Facilities | 12,674 | 47 | 25 | 11 |
| Transit Vehicles | 3,235 | 40 | 47 | 2 |
Financial Performance Metrics
MiWay's financial performance relies heavily on municipal subsidies, with fare revenues and ancillary income covering approximately 45-50% of operating costs, reflecting the subsidized nature of public transit operations. In 2019, prior to the COVID-19 pandemic, the farebox recovery ratio stood at 45%, meaning fares funded 45% of expenses while the City of Mississauga covered the remaining 55% through taxpayer subsidies. This ratio declined sharply during the pandemic, reaching 22% in 2020 and 25% in 2021 due to reduced ridership, before recovering to 36% in 2022 and returning to 45% in 2023. By 2024, the ratio improved to 47%, with ongoing targets aiming for near 50% recovery through fares and advertising to balance user contributions with fiscal sustainability.[31][47] Operating expenses for MiWay have grown with service expansion and inflation, totaling approximately $277.84 million in 2024, including significant amortization and labor costs. Fare revenues, the primary income source, were $90 million in 2019 but fell to $42 million in 2020; they rebounded to $96 million in 2023 and a projected $109 million in 2024, driven by 14% ridership growth that year. The 2025 gross operating budget is set at $258.5 million, with projected total revenues of $120.8 million (including $116.2 million from fares and $4.6 million from advertising), implying a subsidy requirement of roughly $137.7 million from the city. Provincial and federal contributions, such as $8.05 million from Ontario's Public Transit Fund and $5.45 million federally, supplement these funds but remain secondary to local taxes.[48][31] The transit segment recorded a $117.91 million operating deficit in 2024, consistent with structural under-recovery from fares amid rising fuel, maintenance, and fleet electrification costs. Capital investments, including hybrid-electric bus acquisitions budgeted at $26.2 million for 2025, further strain finances, partially offset by dedicated reserves and grants. Overall city surpluses, such as the $3.1 million achieved in 2024, have indirectly supported transit through broader fiscal management, though MiWay's metrics underscore dependency on subsidies exceeding $100 million annually in recent budgets.[48][31]| Year | Farebox Recovery Ratio (%) | Fare Revenues ($M) | Notes |
|---|---|---|---|
| 2019 | 45 | 90 | Pre-pandemic baseline[31] |
| 2020 | 22 | 42 | Pandemic impact[31] |
| 2021 | 25 | 48 | Continued recovery lag[31] |
| 2022 | 36 | 74 | Partial rebound[31] |
| 2023 | 45 | 96 | Full recovery to 2019 levels[31] |
| 2024 | 47 | 109 (proj.) | Ridership-driven growth[47][31] |
| 2025 | ~50 (target) | 116.2 (budget) | Includes fare adjustments[31][47] |
Services
Conventional Bus Routes
MiWay's conventional bus routes provide fixed-schedule local service throughout Mississauga, Ontario, operating on city streets to connect residential neighborhoods, commercial districts, and major arterials with transit terminals and interagency hubs.[1] These routes distinguish from express overlays and bus rapid transit by serving shorter distances with more frequent stops, ensuring accessibility to areas not covered by higher-speed services.[49] As of 2024, the network includes dozens of such routes, contributing to MiWay's total of approximately 65 transit routes serviced by a fleet of about 500 buses.[1] Key conventional routes align with principal roadways, such as Route 1 along Dundas Street West from the Toronto border to Erin Mills Town Centre, Route 2 on Hurontario Street as a primary north-south corridor linking Square One to the Port Credit GO Station, and Route 3 following Bloor Street for east-west travel.[49] Other significant lines include Route 26 on Burnhamthorpe Road, Route 61 on Mavis Road, and Route 35 on Eglinton Avenue, which feed passengers to major terminals like City Centre Transit Terminal and Mississauga Transitway stations.[49] These routes typically operate from early morning until late evening, with peak-hour frequencies as low as 10-15 minutes on high-demand corridors, though service varies by demand and time of day.[50] The conventional network emphasizes comprehensive coverage, with shorter community loops like Route 25 Traders Loop and Route 90 Terragar-Copenhagen Loop serving industrial and suburban pockets, while longer radials such as Route 110 University Express variants incorporate local segments before accelerating.[49] All routes feature low-floor accessible vehicles, real-time tracking via the MiWay app, and integration with PRESTO fare systems for seamless transfers to GO Transit and neighboring agencies.[51] Service adjustments, such as increased frequencies on Route 2 Hurontario in response to ridership growth, reflect ongoing adaptations to urban density and post-pandemic recovery.[51]Bus Rapid Transit and Express Services
![Mississauga Transitway platforms at Islington]float-right The Mississauga Transitway comprises a dedicated bus rapid transit corridor spanning 18 kilometers, featuring grade-separated bus-only roadways and specialized stations to facilitate high-speed, high-capacity service from Renforth Station to Mississauga City Centre Terminal.[52] Operated by MiWay, the system prioritizes buses with signal priority measures and off-vehicle fare collection at stations to minimize dwell times. Primary service along the Transitway is provided by Route 61, connecting Etobicoke to central Mississauga with articulated buses during peak periods.[53] MiWay's MiExpress network consists of limited-stop express routes, branded as MiExpress, which bypass numerous local stops to offer expedited travel primarily during rush hours. These services utilize 100-series route numbers and employ low-floor, wheelchair-accessible buses, often 40- or 60-foot models for higher capacity.[39] As of 2022, MiExpress encompassed multiple corridors, including Route 101 (Dundas Express) linking City Centre Terminal to western Mississauga communities, Route 103 (Hurontario Express) serving the north-south Hurontario corridor, and Route 107 (Malton Express) providing direct access from Malton to downtown areas.[50] Express frequencies vary by route and time, with some achieving headways of 12 minutes during peak demand periods, such as morning (6-9 a.m.) and afternoon (3-6 p.m.) rushes.[54] Several MiExpress routes integrate with the Transitway for portions of their paths, enhancing overall speed and reliability. Service expansions, including increased frequencies on routes like 107, have been implemented to accommodate growing demand, with adjustments announced as recently as October 2025.[55]| Route Number | Corridor | Key Terminals | Peak Frequency |
|---|---|---|---|
| 101 | Dundas Express | City Centre Terminal to West Mall | Every 15-20 minutes[56] |
| 103 | Hurontario Express | City Centre to North Mississauga | Every 12-15 minutes[50] |
| 107 | Malton Express | City Centre to Malton GO | Every 12 minutes (peak)[54] |
| 109 | Meadowvale Express | City Centre to Meadowvale TC | Every 20 minutes[49] |
Interagency Connections and Contracts
MiWay maintains interagency connections primarily through fare integration and transfer agreements with other Greater Toronto and Hamilton Area (GTHA) transit providers, enabling seamless rider movement across municipal boundaries. These arrangements are facilitated via the PRESTO contactless smart card system, which Mississauga adopted through an Agreement in Principle with Metrolinx approved in April 2017.[57] Under Ontario's One Fare Program, launched on February 26, 2024, riders pay a single fare for trips connecting MiWay services with participating agencies, with free transfers valid for two hours on local systems or three hours on GO Transit; this eliminates double-fare penalties previously charged for cross-agency travel.[58][59] Key partnerships include GO Transit, where MiWay riders receive complimentary local travel upon tapping a PRESTO card after a GO connection, a policy effective from March 14, 2022, as part of broader local transit partner integrations.[60][61] Connections occur at shared facilities such as Cooksville GO Station and City Centre Transit Terminal, supporting commuter flows to Toronto and beyond. With the Toronto Transit Commission (TTC), One Fare enables fare-capped transfers since February 2024, addressing prior limitations where MiWay paper transfers were not accepted by TTC; physical links include bus routes bridging to TTC subway stations at Kipling or Islington.[62][63] MiWay also coordinates with Brampton Transit for reciprocal transfers accepted at any point with remaining validity time, enhancing cross-Peel Region mobility.[64] Similar policies apply to Durham Region Transit and York Region Transit under One Fare, while legacy paper transfer acceptance persists for most GTHA agencies excluding TTC pre-2024.[63] These agreements stem from provincial directives via the Ministry of Transportation and Metrolinx, with Mississauga staff collaborating on implementation details as noted in 2023 fare integration updates.[65] No operational subcontracts for route delivery were identified; connections emphasize policy harmonization over joint service provision, though future enhancements like those in the MiWay Five Plus Master Plan (2026–2035) propose deeper inter-regional links with Brampton, TTC, Oakville Transit, and GO.[33]Operations and Infrastructure
Fleet Composition and Maintenance
MiWay operates a fleet of approximately 500 fully accessible low-floor buses, consisting primarily of diesel and hybrid-electric models as of April 2024.[2] Hybrid-electric buses, which utilize second-generation hybrid technology, comprise 41 percent of the fleet, totaling around 205 vehicles, while the remainder are clean diesel buses.[2] The hybrid portion has expanded significantly since 2020 through deliveries from New Flyer Industries, focusing on 40-foot and 60-foot articulated models equipped with Cummins engines and BAE hybrid systems for improved fuel efficiency and reduced emissions.[2] Recent procurements include 181 hybrid-electric buses placed in service between 2020 and 2023, with an additional 82 40-foot hybrids scheduled for delivery in 2024 to further increase the hybrid share toward 73 percent (365 buses) by 2026.[2][66] Older diesel buses, including models from New Flyer such as the D40LF and XD60, continue to serve alongside hybrids, though the fleet is transitioning toward zero-emission technologies.[19] Pilot projects for battery-electric and hydrogen fuel cell electric buses are planned, with initial battery-electric introductions targeted for 2028 and hydrogen pilots launching in late 2024 to test feasibility amid challenges like higher replacement ratios (e.g., 1:2 for battery-electrics versus diesels).[67][68]| Year | Size | Quantity | Status |
|---|---|---|---|
| 2024 | 40 ft | 82 | To be delivered |
| 2023 | 60 ft | 22 | In service |
| 2023 | 40 ft | 53 | In service |
| 2022 | 60 ft | 16 | In service |
| 2022 | 40 ft | 74 | In service |
| 2021 | 60 ft | 5 | In service |
| 2020 | 60 ft | 11 | In service |
Facilities, Terminals, and Stations
MiWay operates two primary maintenance and storage facilities for its bus fleet: the Central Parkway Garage at 975 Central Parkway West and the Malton Garage at 6780 Professional Court in the Malton neighbourhood.[7][69][71] These garages support routine maintenance, repairs, and storage for approximately 500 diesel and hybrid-electric buses, along with 73 non-revenue vehicles.[71] The Central Parkway Garage houses the EJ Dowling Transit Operations Building, renamed on October 13, 2015, in honour of Ed Dowling, Mississauga Transit's inaugural manager, and includes expansions added in 2008 for bus repairs.[75][76] The City Centre Transit Terminal at 200 Rathburn Road West serves as MiWay's principal bus terminal and a key node on the Mississauga Transitway bus rapid transit corridor, featuring enclosed waiting areas, bicycle lock-up facilities, and connections to multiple local and express routes.[77] MiWay's dedicated stations are concentrated along the Mississauga Transitway and include Cawthra Station, Central Parkway Station at 4325 Central Parkway East (open 4 a.m. to midnight weekdays and 6:30 a.m. to 11:30 p.m. weekends), City Centre Station, Dixie Station, Erin Mills Station, and Winston Churchill Station.[52][78] These stations provide weather-protected platforms, real-time information displays, and interchanges with GO Transit services at locations such as Dixie, with operational hours varying by site to align with peak service demands.[52]Enforcement and Safety Protocols
MiWay employs Transit Enforcement Officers to maintain system integrity and passenger safety. These officers patrol buses, terminals, and stations; conduct fare inspections; enforce the Transit By-law by issuing notices of violation or tickets for infractions such as fare evasion or disruptive behavior; and assist customers while collaborating with Peel Regional Police for serious incidents.[79] Officers are identifiable by their Municipal Law Enforcement Officer patch and respond to safety concerns reported via the dedicated line at 905-896-5040.[79] The Transit By-law (By-law 425-03, as amended) regulates fare payment, prohibits activities like consuming alcohol or illegal drugs on vehicles and at stops, bans toxic or hazardous substances, and restricts items such as e-bikes, skateboards, and exotic animals (except service animals or properly contained pets).[80] Enforcement prioritizes compliance through warnings and fines, with operators required to adhere to procedures like front-door boarding and maintaining clear aisles to prevent hazards.[81] Safety protocols include security cameras installed on all buses, which record video and audio continuously during operation to deter crime, support prosecutions, and aid investigations into collisions or misconduct.[79] Under the Video/Audio Surveillance Policy (effective December 7, 2023), footage is retained for up to 168 hours before overwriting unless accessed for law enforcement, safety reviews, or Freedom of Information requests, balancing surveillance benefits with privacy under the Municipal Freedom of Information and Protection of Privacy Act (MFIPPA).[82] Passengers can request illuminated stops at night by notifying the operator one stop in advance, and Transitway stations feature emergency call buttons for rapid response.[79] Incidents such as vandalism, medical emergencies, or suspicious activity must be reported promptly to 905-896-5040 to facilitate enforcement and preventive measures.[79]Rider Metrics and Experience
Ridership Trends and On-Time Performance
MiWay experienced a sharp decline in ridership during the COVID-19 pandemic, falling from 41.2 million annual rides in 2019 to 21.8 million in 2020 due to lockdowns and remote work shifts.[83] Recovery accelerated post-2021, with ridership surpassing pre-pandemic levels by August 2023 at 109% of 2019 figures, driven by fare discount programs for children and seniors that boosted usage by 109% compared to 2019 baselines during the pilot phase.[25][84] Annual boardings reached 59 million in 2023, reflecting demand growth from employment in manufacturing and logistics, influx of international students, and enhanced connectivity along corridors like Eglinton Avenue.[85] This marked a significant rebound, with select routes such as 61 Sherway and 57 Courtneypark exceeding 2019 volumes by 56% and 55%, respectively.[85] Ridership continued to expand in 2024 to 58.4 million boardings, a 5.7% increase from an adjusted 55 million in 2023, amid service expansions adding 8% more hours.[86] High-demand routes like 35 Eglinton averaged over 10,700 daily boardings in October 2024, underscoring sustained urban growth and transit-oriented development in Mississauga.[86] Overcrowding incidents dropped 31% year-over-year to 8,929, correlating with capacity adjustments and reduced closed-door refusals, though overall system strain persisted from population increases outpacing infrastructure in some areas.[86] On-time performance improved to 72% in 2024 from 64% in 2023, an 8 percentage point gain attributed to targeted scheduling refinements and lower congestion impacts following ridership stabilization.[86][87] Route-specific data from monitoring efforts showed variability, with core lines like 1-Dundas achieving 75% punctuality, while high-frequency corridors faced challenges from traffic and dwell times.[88] Customer reliability satisfaction stood at 58% in 2023 surveys, with complaints totaling 6,543, declining slightly in 2024 year-to-date, reflecting operational tweaks like real-time data integration via apps such as Transit and Google Maps.[85][87] These metrics indicate progress in reliability amid recovery pressures, though external factors like urban traffic continue to limit targets above 80%.[86]| Year | Annual Boardings (millions) | On-Time Performance (%) |
|---|---|---|
| 2019 | 41.2 | Not specified in reports |
| 2023 | 59 | 64 |
| 2024 | 58.4 | 72 |
Fare Structures and Affordability Programs
MiWay operates a fare system primarily utilizing cash payments and the PRESTO contactless smart card, with single-ride fares, monthly passes, and specialized discounts to accommodate varying rider needs.[89] Single-ride cash fares stand at $4.25 for adults aged 19-64 and youth aged 13-18, while PRESTO e-purse single fares are lower at $3.40 for adults and $2.65 for youth, reflecting incentives for electronic payment to streamline boarding and reduce cash handling.[89] Monthly PRESTO passes for adults cost $141, providing unlimited rides for the calendar month and encouraging higher-frequency usage among regular commuters.[89]| Fare Type | Adult (19-64) | Youth (13-18) | Senior (65+) | Child (6-12) |
|---|---|---|---|---|
| Cash Single Fare | $4.25 | $4.25 | $1.00 (off-peak; PRESTO preferred for free access) | Free with paying adult (5 and under always free) |
| PRESTO Single Fare | $3.40 | $2.65 | Free | Free |
| PRESTO Monthly Pass | $141 | N/A (youth use adult or discounted options) | $141 (eligible for free/discounted via programs) | N/A |