Toronto subway
Template:Short description Template:Use Canadian English Template:Use mdy dates Template:For Template:Infobox public transit
The Toronto subway is a rapid transit system serving Toronto and the neighbouring city of Vaughan in Ontario, Canada, operated by the Toronto Transit Commission (TTC). The subway system is a rail network consisting of three heavy-capacity rail lines operating predominantly underground. Template:As of three new lines are under construction: two light rail lines (one running mostly underground, the other running mostly at-grade) and one heavy rail line (running both underground and on elevated guideways).
In 1954, the TTC opened Canada's first underground rail line, then known as the "Yonge subway", under Yonge Street between Union Station and Eglinton Avenue with 12 stations. Template:As of the network encompasses 70 stations and Template:Convert of route.<ref name="TTC-2013-Stats" /><ref name="tysse" /> In Template:American transit ridership, the system had a ridership of {{#expr: Template:American transit ridership + Template:American transit ridership}}, or about {{#expr: Template:American transit ridership + Template:American transit ridership}} per weekday as of Template:American transit ridership, making it the busiest rapid transit system in Canada in terms of daily ridership. There are 60 stations under construction as part of three new lines, two light rail lines and one subway line, and two extensions to existing lines.
Lines
Toronto subway lines are known by both a number and a name. While each line is also assigned a colour, the colours are only used to visually distinguish between them on maps and signage, not as names.<ref>Template:Cite news</ref>
There are three operating rapid transit lines in Toronto:
- Template:Rint Line 1 Yonge–University
- Template:Rint Line 2 Bloor–Danforth
- Template:Rint Line 4 Sheppard
Three additional lines are also under construction:
Line 1 Yonge–University is the longest and busiest rapid transit line in the system. It opened as the Yonge subway in 1954 with a length of Template:Convert<ref name="TheStar-1954-03-30">"Traffic authorities from all over world see subway opened", Toronto Daily Star, March 30, 1954, p. 3.</ref> and since then has grown to a length of Template:Convert. The modern line is U-shaped, having two northern terminalsTemplate:Sndat Vaughan Metropolitan Centre and Template:StlTemplate:Spaced en dashand its southern end at Union station in downtown Toronto.
Line 2 Bloor–Danforth, opened in 1966, runs parallel to Bloor Street and Danforth Avenue between Kipling station in Etobicoke and Kennedy station in Scarborough. Construction started in 2021 on a three-stop extension of Line 2 northeastward from Kennedy station to Sheppard Avenue and McCowan via Scarborough City Centre.<ref>Template:Cite web</ref>
Line 4 Sheppard opened in 2002 running eastwards under Sheppard Avenue East from Sheppard–Yonge station on Line 1 to Don Mills station; it is the shortest rapid transit line in Toronto at a length of Template:Convert and the only one without any open sections.<ref name="TT-5110">Template:Cite web</ref>
Template:As of three new lines are under construction, two light rail lines and one subway line.
- Line 5 Eglinton (also known as the Eglinton Crosstown LRT) is an under-construction Template:Convert light rail line along Eglinton Avenue, planned to run from Kennedy station in the east to Mount Dennis station in the west.<ref name="crosstownlrt">Template:Cite web</ref> The line will have 25 stations, 15 of which will be underground, while the remaining ten will be at-grade stops located in at the road's median. Construction began in 2011.<ref name="TheStar-2015-09-24">Template:Cite news</ref> The line was expected to be completed in 2024<ref name="CityNews-2023-05-16">Template:Cite web</ref> at a cost of approximately $12Template:Nbspbillion, though it has since been delayed.<ref>Template:Cite web</ref>
- An extension of Line 5 westwards for Template:Convert to Renforth station is also under construction. The extension will have seven stations, four of which will be underground and two of which will be elevated. Construction began in 2022 and is scheduled for completion in the 2030s.<ref>Template:Cite web</ref>
- Line 6 Finch West (also known as the Finch West LRT) is an under-construction Template:Convert, 18-stop light rail line travelling from Finch West station on Line 1 Yonge–University to the North Campus of Humber Polytechnic, located mainly in the median of Finch Avenue. Construction on Line 6 began in 2019.<ref name="line6constructionstart">Template:Cite web</ref> It was scheduled for completion within the first half of 2024,<ref name="FinchWest-2023-07-25">Template:Cite web</ref> with an estimated cost of $1.2Template:Nbspbillion, though it has since been delayed.
- Ontario Line is an under-construction Template:Convert subway line from Exhibition station to Don Valley station, providing a second rapid transit line through the Financial District and downtown core. The project evolved from the long-planned Downtown Relief Line, first proposed in the mid-1980s. The line is scheduled for completion in 2031 at a cost of $17 to $19 billion.<ref name="TheStar-2022/11/23">Template:Cite news</ref> Upon opening, the plan is to reassign the "Line 3" moniker formerly used by Line 3 Scarborough to the Ontario Line.<ref name=":3">Template:Cite web</ref>
Until July 2023, the TTC operated an elevated light metro service. Line 3 Scarborough, originally known as the Scarborough RT, was an elevated medium-capacity (light metro) rail line serving the city's eponymous suburban district. It opened in 1985, running from Kennedy station to McCowan station via Template:Stl. It was the only rapid transit line in Toronto to use the Intermediate Capacity Transit System (ICTS) technology.<ref name="TT-5107">Template:Cite web</ref> Because of maintenance difficulties (along with the Line 2 subway extension into Scarborough), Line 3 was to be decommissioned on November 19, 2023. However, it was decommissioned approximately four months early due to a derailment on July 24, 2023.<ref name="CITYNews-2023-08-24">Template:Cite web</ref> Bus service replaced Line 3 and is scheduled to continue until the extension of Line 2 to McCowan Road and Sheppard Avenue via Scarborough City Centre opens in 2030.<ref name="G&M-2021-02-10">Template:Cite news</ref>
History
Timeline of openings and closings
| Date | Event |
|---|---|
| March 30, 1954 | The Yonge subway opens from Template:Stl to Union station. It runs under or near Yonge Street and is part of today's Line 1 Yonge–University.<ref name="TTC-2013-Stats">Template:Cite web</ref> |
| February 28, 1963 | The "University subway" opens from Union station to Template:Stl. It is a northwards extension of the Yonge subway northwards under University Avenue.<ref name="TTC-2013-Stats" /> |
| February 25, 1966 | Line 2 Bloor–Danforth opens from Template:Stl to Template:Stl. It runs under or near Bloor Street and Danforth Avenue.<ref name="TTC-2013-Stats" /> |
| May 10, 1968 | Bloor–Danforth subway extensions open west to Template:Stl and east to Template:Stl.<ref name="TTC-2013-Stats" /> |
| March 30, 1973 | A Yonge subway extension opens from Eglinton to Template:Stl.<ref name="TTC-2013-Stats" /> |
| March 29, 1974 | A further Yonge subway extension opens from York Mills to Template:Stl.<ref name="TTC-2013-Stats" /> |
| January 28, 1978 | The "Spadina subway",<ref>Template:Cite web</ref> an extension of the "University subway", opens from St. George to Template:Stl.<ref name="TTC-2013-Stats" /> This line is renamed the "Yonge–University–Spadina subway". |
| November 21, 1980 | Bloor–Danforth subway extensions open west to Template:Stl and east to Template:Stl.<ref name="TTC-2013-Stats" /> |
| March 22, 1985 | Line 3 Scarborough opens from Kennedy to Template:Stl.<ref name="TTC-2013-Stats" /> |
| June 18, 1987 | Template:Stl on the Yonge–University subway opens. It was constructed between two existing stations, Template:Stl (formerly Sheppard) and Finch.<ref name="TTC-2013-Stats" /> |
| March 31, 1996 | A "Spadina subway" extension opens from Wilson to Template:Stl (formerly Downsview). |
| November 22, 2002 | Line 4 Sheppard opens from Sheppard–Yonge to Template:Stl. It runs under Sheppard Avenue.<ref name="TTC-2013-Stats" /> |
| December 17, 2017 | Line 1 Toronto–York Spadina subway extension (TYSSE) opens from Sheppard West to Vaughan Metropolitan Centre.<ref name="TTC-2015-03-26">Template:Cite web</ref> |
| July 24, 2023 | Line 3 Scarborough is shut down, to be replaced by an extension of Line 2 in the early 2030s. |
| Template:AbbrTemplate:Efn | Line 5 Eglinton and Line 6 Finch West planned opening |
Line 1 Yonge–University
Canada's first subway, the Yonge subway, opened in 1954 with a length of Template:Convert. The line ran under or parallel to Yonge Street between Eglinton Avenue and Union station. It replaced the Yonge streetcar line, Canada's first streetcar line. In 1963, the line was extended northwards from Union station under University Avenue to Bloor Street, where it would later connect with the Bloor–Danforth subway (opened in 1966) at the double-deck St. George station. In 1974, the Yonge Street portion of the line was extended from Eglinton station north to Finch station. The Spadina segment of the line was constructed north from St. George station initially to Wilson station in 1978, and in 1996 to Downsview station, renamed Sheppard West in 2017. Part of the Spadina segment runs in the median of Allen Road – an expressway formerly known as the Spadina Expressway – and crosses over Highway 401 on overpasses. Six decades of extensions gave the line a U-shaped route running from its two northern terminals (Finch and Vaughan Metropolitan Centre stations) and looping on its southern end at Union station. The latest extension from Sheppard West to Template:Stl opened on December 17, 2017, making the line Template:Convert long, over five times its original length.
Line 2 Bloor–Danforth
Opened in 1966, the Bloor–Danforth subway runs east–west under or near Bloor Street and Danforth Avenue. It replaced the Bloor streetcar line (which also served Danforth Avenue). Initially, the subway line ran between Keele station and Woodbine station. In 1968, the line was extended west to Islington station and east to Warden station, and in 1980, it was further extended west to Kipling station and east to Kennedy station.
Line 3 Scarborough
Template:Main Opened in 1985, Line 3 (originally the Scarborough RT) was a light metro line running from Kennedy station to McCowan station. The TTC started to construct the line to use Canadian Light Rail Vehicles. However, the TTC was forced to convert to the Intermediate Capacity Transit System technology because the provincial government threatened to cut funding to the TTC if it did not. This line was never extended, and in July 2023, the line was shut down pending its dismantling due to a derailment that resulted in injuries. It is set to be replaced with an extension of Line 2 to Sheppard Avenue and McCowan Road via Scarborough Town Centre.
Line 4 Sheppard
Opened in 2002, the Sheppard subway runs under Sheppard Avenue from Sheppard–Yonge station to Don Mills station. The line was under construction when a change in provincial government threatened to terminate the project, but Mel Lastman, the last mayor of the former City of North York (today part of Toronto), used his influence to save the project. Despite the construction of many high-rise residential buildings along the line since its opening, ridership remains low resulting in a subsidy of $10 per ride.Template:Citation needed The line was intended to be extended to Scarborough Centre station, but because of the low ridership and the cost of tunnelling, there was a plan to extend rapid transit eastwards from Don Mills station via a surface light rail line, the Sheppard East LRT. However, in April 2019, Premier Doug Ford announced that the provincial government would extend Line 4 Sheppard to McCowan Road at some unspecified time in the future, thus replacing the proposed Sheppard East LRT.<ref name="TheStar-2019-04-10">Template:Cite news</ref> Line 4 Sheppard is also the only subway line in Toronto not to have any open sections.
Line 5 Eglinton
Metrolinx is funding the Template:Convert Line 5 Eglinton, a light rail line along Eglinton Avenue. From Mount Dennis in the west to Brentcliffe Road (east of Laird Drive), the line will run almost entirely underground where Eglinton Avenue is generally four to five lanes wide. From east of Brentcliffe Road to Kennedy station, the line will operate on the surface in a reserved median in the middle of Eglinton Avenue, where the street is at least six lanes wide. Building on the surface instead of tunnelling reduces the cost of construction on the eastern end of the line. The average speed of the line is expected to be Template:Convert; as a comparison, the average speed of the heavy-rail Line 2 Bloor–Danforth is Template:Convert. The Eglinton line originated from Transit City, a plan sponsored by then–Toronto mayor David Miller, to expedite transit improvement by building several light rail lines through the lower density parts of the city. Of the light rail lines proposed, only the Eglinton and Finch West lines are under construction Template:As of. Line 5 was expected to be completed in 2024, though it has since been delayed.<ref name="CityNews-2023-05-16" />
Line 6 Finch West
Line 6 Finch West, also known as the "Finch West LRT", is an under-construction line being built by Mosaic Transit Group along Finch Avenue.<ref>Template:Cite web</ref><ref>Template:Cite news</ref> It is to be operated by the Toronto Transit Commission and was also part of the Transit City proposal announced on March 16, 2007. The Template:Convert, 18-stop line is to extend from Finch West station on Line 1 Yonge–University to the north campus of Humber Polytechnic (formerly Humber College). The line is forecast to carry about 14.6Template:Nbspmillion rides a year or 40,000 a day by 2031. Construction on this line began in 2019.<ref name="line6constructionstart" /> It was scheduled for completion in the first half of 2024, with an estimated cost of $1.2Template:Nbspbillion, though it has since been delayed.
Ontario Line
Template:Main Ontario Line is an under-construction Template:Convert subway line from Exhibition station to Don Valley station, providing a second rapid transit line through the Financial District and downtown core. Although a subway line along Queen Street was first proposed in the early 1900s, the Downtown Relief Line was first proposed in the mid-1980s. The Ontario Line project extends further west and north than previous proposals to serve more of the city. The line is scheduled for completion in 2031 at a cost of $17 to $19 billion.<ref name="TheStar-2022/11/23" /> Upon opening, the plan is for the line to use the "Line 3" moniker formerly used by Line 3 Scarborough.<ref name=":3" />
Major incidents
Template:See also On March 27, 1963, there was an electrical short in a subway car's motor. The driver decided to continue operating the train, despite visible smoke in the affected car, until the train reached Union station. This decision resulted in the destruction of six subway cars and extensive damage to the tunnel and signal lines west of Union station. Following this incident, safety procedures involving electrical malfunctions and/or fire in subway trains, were revised to improve safety and reduce the likelihood of a similar incident occurring.Template:Citation needed
On October 14, 1976, arson caused the destruction of four subway cars and damage to Christie station, resulting in the closure of part of the Bloor–Danforth line for three days, and the bypassing of Christie station for some time afterwards for repairs.<ref>Template:Cite web</ref><ref>Template:Cite web</ref>
On August 11, 1995, the TTC suffered the deadliest subway accident in Canadian history, known as the Russell Hill accident, on the Yonge–University line south of St. Clair West station. Halfway between St. Clair West and Dupont stations, a southbound Line 1 subway train hit the rear of a stationary train ahead of it.<ref name="russell-hill">Template:Cite news</ref> Three people died and 100 other people were injured, some of them seriously. This led to a major reorganization at the TTC, with more focus on maintaining a "state of good repair" (i.e., an increased emphasis on safety and maintenance of existing TTC capital/services) and less on expansion.<ref>Template:Cite news</ref>
On July 24, 2023, the last car of a train on Line 3 Scarborough derailed south of Ellesmere station. There were 45 people on board, with five injuries reported.<ref>Template:Cite web</ref> The TTC closed the line while the cause of the accident, which was not immediately apparent, was investigated. Though the TTC planned to close Line 3 in November 2023, it announced on August 24 that the line would not reopen.<ref>Template:Cite news</ref>
Operations and procedures
Line specifications
Terminal station reversals and short turns
The heavy-rail subway lines were built in multiple segments with multiple crossovers. These are typically used for reversals at terminal stations, and allow arriving and departing trains to cross to and from the station's farside platform. They are also used for short turning trains at some through stations in order to accommodate emergency and planned service suspensions. Planned service suspensions generally occur on weekends for planned maintenance activities that are impractical to perform overnight.<ref name="TTC-2017-01-20">Template:Cite web</ref> There is only one regular short turn service that occurs during the morning rush hour on Line 1 Yonge–University when some northbound trains short turn at Glencairn station.<ref>Template:Cite web</ref>
On the former Line 3 Scarborough, light metro trains were not able to switch direction except at the ends of the line as there were no intermediate crossovers between the two termini. Thus, no short turns on Line 3 were possible.
Door operation
The heavy-rail subway lines use either a one- or two-person crew. With two-person train operation, an on-board train guard at the rear of the train is responsible for opening and closing the subway car doors and making sure no one is trapped in a door as the train leaves a station. From the subway's inception in 1954 to 1991, the train guard notified patrons that the subway car doors were closing with two short blasts from a whistle.<ref name="TTC M1s">Template:Citation</ref> With one-person train operation (OPTO), one person operates the train as well as the doors.<ref name="cp24-2016-09-27" /> The TTC notes that modern technology now allows one person to operate the train and close the doors safely, and that OPTO is in use in many major cities with large subway systems such as the London Underground, the Paris Metro, the Chicago "L" and the Montreal Metro.<ref>Template:Cite web</ref>
Initially, all the heavy-rail subway lines (1, 2 and 4) used two-person train operation. On October 9, 2016, Line 4 Sheppard was converted to OPTO.<ref name="cp24-2016-09-27" /> On August 1, 2021, the TTC tested OPTO on a portion of Line 1 on Sundays only. Effective November 21, 2021, the TTC introduced OPTO seven days per week on Line 1 between Vaughan Metropolitan Centre and St. George stations. Between St. George and Finch stations, the TTC continued using two-person train operation<ref name="TTC-2021-11-28">Template:Cite web</ref>Template:Rp until the full conversion of the line to OPTO on November 20, 2022.<ref name="TTC-2022-11-20">Template:Cite web</ref> From its opening in 1985 to its close in 2023, trains on Line 3 Scarborough were operated by one person.
According to a 2020 survey conducted by the Amalgamated Transit Union Local 113, two-thirds of Torontonians surveyed opposed the TTC's plan to eliminate the train guard on Line 1, and three-quarters of Torontonians disapproved of the fact that the public was not consulted when train guards were removed from Line 4's daily operations in 2016, citing safety concerns, among other issues, as key reasons motivating their response.<ref name="680 News 2020/02/26">Template:Cite web</ref><ref>Template:Cite web</ref>
In 1991, as a result of lawsuits,Template:Citation needed electronic chimes, in the form of a descending arpeggiated major triad and a flashing pair of orange lights above the doorway, added for the hearing impaired, were tested and gradually introduced system-wide during the 1990s. The Toronto Rocket trains use the same door chimes and flashing orange lights as the older trains do, and also plays the additional voice announcement, "Please stand clear of the doors". Those chimes have become synonymous with the TTC and Toronto in general to the point that the CBC Radio One local afternoon show, Here and Now, includes them in its theme music.Template:Citation needed
Entering a station
There are several basic procedures that need to be completed once a train has entered a station. On TTC's Line 2, several symbols of different colours are installed on the station wall for the crew to use as a reference in positioning the train in the platform. A red circle, located at the train exit end of the platform, should be directly in front of the train operator's cab window when the train is aligned properly. A green triangle, located at the opposite end of the platform, is provided as a reference to the train guard that shows that the train is correctly aligned.<ref name=":1">Template:Cite web</ref> Before opening the train doors, the guard lowers the cab window and points their finger out the window toward the green triangle when the cab is lined up with the triangle. If the train is not lined up properly, the guard is not permitted to open the doors.<ref name=":2">Template:Cite web</ref>
To operate the doors, the guard is first required to insert and turn a key. This action provides system control to the door control panel. The doors are then opened by pushing buttons. After the doors are opened, the guard is required to stick their head out the cab window to observe passengers boarding and exiting. The train doors remain open for at least 15 seconds.<ref name=":1" />
When the guard determines that boarding is complete, the doors are closed. Electronic chimes and flashing lights are turned on, then the automated announcement "please stand clear of the doors" is played over the train's public address system, and finally the doors are closed. The chimes provide a clear notification and warning to passengers that the doors are closing and are played before the automated announcement is played, because such announcements may not be heard when the station is crowded.<ref name=":1" />
After the doors are closed, the guard provides a signal to the train operator that the train can proceed. The signal is in the form of a green light that turns on inside the operating cab. When the doors are closed, a light turns on in the operating cab. The guard is instructed to visually observe the platform while the train departs the station. The distance for this visual inspection is typically three car lengths. An orange triangle<ref name=":2" /> installed on the station wall indicates the location where the guard may stop observing the platform and pull their head back into the cab.<ref name=":1" /> This is done to ensure that no passengers are being dragged along by the train.<ref name=":1" />
Platform markers
All staffed subway operations must verify that the train is properly berthed before the doors are opened. At each subway platform, a set of three Template:Convert platform markers are affixed onto the platform wall. The train operator and guard use them to position the train.
The current platform markers used for Lines 1, 2, and 4 are as follows:<ref>Template:Cite news</ref><ref name="cp24-2016-09-27">"TTC switching to single-operator model for Line 4 subway as of Oct. 9" Template:Webarchive. CP24, Chris Fox, September 27, 2016</ref>
- Circular red disk (Lines 1, 2, and 4)—This marker is typically mounted on the station platform wall to assist the train operator in positioning the train in the station. When the operator's window is aligned with the red disk, the train is properly berthed in the station.
- Green triangle (Lines 1 and 2)—This marker is typically mounted on the station platform wall to indicate to the guard, who is positioned in the trailing car, that it is safe to open the doors. When the guard's window is aligned with this marker, the guard must confirm the stop position by physically pointing to the green triangle. If the guard cannot see the green triangle, they are not permitted to open the train doors.
- Orange triangle (Lines 1 and 2)—This marker is typically mounted on the station platform wall to assist the guard, who is positioned in the trailing car, to observe the platform for the required distance as the train is moving to exit the station. When the guard sees this triangle, they can cease observations. The distance between the green and orange triangles is typically the length of three rail cars.
Prior to 2017, when subway guards operated the doors from the fifth car instead of the trailing car in the T1 trains on Line 2, different platform markers were used. The following markers have now fallen into disuse as a result of a March 2017 policy change<ref>Template:Cite web</ref> that required all guards to work from the trailing car on Line 2:
- Circular green disk (Line 2)—This marker was mounted on the station platform wall in front of the guard's window in the fifth car from the lead unit. It indicated to the guard that the train was properly berthed.<ref name=":0">Template:Cite web</ref> The guard was required to point to the circle before opening the doors to confirm the stop position.<ref>Template:Cite web</ref>
- Circular orange disk (Line 2)—This marker was mounted on the station platform wall to indicate to the guard when they could cease train departure platform observations. At this point, the guard closed the cab window.<ref name=":0" />
Service frequency
| Line | Off-peak frequency<ref name="Service Summary" /> | Rush hour frequency<ref name="Service Summary" /> |
|---|---|---|
| Template:Rail-interchange Yonge–University | 3 min 40 s – 6 min | 2 min 50 s |
| Template:Rail-interchange Bloor–Danforth | 3 min 45 s – 6 min | 3 min |
| Template:Rail-interchange Sheppard | 5 min 30 s | |
During rush hour, up to 65 trains are on Line 1 simultaneously, 45 trains on Line 2, and 4 trains on Line 4. During non-rush hour periods, there are 30–46 trains on Line 1 at any one time.
On weekdays and Saturdays, subway service runs from approximately 6:00Template:Nbspam to 1:30Template:Nbspam; Sunday service begins at 8:00Template:Nbspam. Start times on holidays may vary.
Station announcements
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On January 8, 1995, train operators began to announce each stop over the train's speaker system as a result of pressure from advocacy groups for the visually impaired, but announcements were sporadic until the TTC began to enforce the policy circa 2005. Later, automated announcements were implemented under further pressure from the advocacy groups.<ref>Template:Cite web</ref><ref name="auto">Template:Cite news</ref> All Toronto subway trains use an automated system to announce each station, which is played twice over the speaker system: when the train departs a station (e.g. "The next station is: Dufferin, Dufferin station") and when it arrives at the following station (e.g. "Arriving at: Dufferin, Dufferin station"). In addition, the TTC's Toronto Rocket subway trains provide visible and audible automatic stop announcements. Unlike the other trains, the Toronto Rocket trains also announce connections to other TTC subway lines, such as "Change for Line 2", and terminus stations, "This is a terminal station" where applicable. Template:As of they also announce, except at terminus stations, which side the train doors will open on at each stop based on the direction of train travel.<ref name="auto" />
Winter operations
Switches and power rails are vulnerable to malfunction under extreme winter conditions such as heavy snow or freezing rain. During such events, the TTC runs "storm trains" overnight along subway lines to keep power rails clear of ice. The TTC also has trains to apply an anti-freeze to the power rail once freezing rain starts.<ref name="TTC-2018-04-16" />
These precautions were also used on Line 3 Scarborough, which used two power rails.<ref name="TTC-2018-04-16" /> After reviewing operations during the winter of 2018–2019, the TTC decided to change its procedures for Line 3. Thus, about two hours before an expected storm, the TTC would decide whether to shut down Line 3 and replace it with bus service.<ref name="TTC-2021-Winter">Template:Cite web</ref> Just before the storm of February 2, 2022, the TTC replaced all Line 3 trains with 25 buses.<ref name="TheStar-2022/02/02" />
To keep switches in the yards from freezing, crews use switch heaters and manually monitor them to ensure they stay in working order during winter storms. Workcars are run as storm trains within the yards to prevent ice from building up on the power rails.<ref name="TTC-2018-04-16">Template:Cite web</ref> The TTC stores subway trains in tunnels along main lines rather than in exterior yards.<ref name="TheStar-2022/02/02">Template:Cite news</ref>
Stations
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The Toronto subway has 70 stations across three lines. Most stations are named for the nearest major arterial road crossed by the line in question. A few are named for major landmarks, such as shopping centres or transportation hubs, served by the station. The stations along the University Avenue section of Line 1 Yonge–University, in particular, are named entirely for landmarks and public institutions (Template:Stl, Template:Stl, and Template:Stl) and major churchesTemplate:Citation needed (Template:Stl and Template:Stl). All trains, except for short turns, stop at every station along their route and run the entire length of their line from terminus to terminus. Nearly all stations outside the central business district have terminals for local TTC bus routes and streetcar routes situated within their fare-paid areas. All regular TTC bus and streetcar routes permit free transfers both to and from connecting subway lines.
By December 23, 2016, Presto card readers had been installed in at least one priority subway station entrance across the TTC network.<ref>Template:Cite web</ref> Throughout 2017 and into mid-2018, the remaining subway station entrances that still use legacy turnstiles (which were retrofitted with Presto readers between 2010 and 2015) and the "floor-to-ceiling" revolving turnstiles (found in automatic/secondary entrances, which do not have Presto readers on them) were replaced by the new Presto-equipped "glass-paddle" fare gates.
Accessibility
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Most of the Toronto subway system was built before wheelchair access was a requirement under the Ontarians with Disabilities Act (ODA). However, all subway stations built since 1996 are equipped with elevators, and as of December 2024, 81 percent (57 of 70) of Toronto's subway stations are now accessible following upgrade works to add elevators, wide fare gates, and access doors to the station.<ref name="TTC-2024-12-03">Template:Cite web</ref>
In 2021, the TTC planned to make all of its stations accessible by 2025.<ref name="TTC-2021-06-23">Template:Cite web</ref> By comparison, the Montreal Metro plans for all stations to be accessible by 2038,<ref>Template:Cite web</ref> the Chicago "L" plans for all stations to be accessible in the 2030s,<ref>Template:Cite web</ref> and the New York City Subway plans for 95 percent of stations to be accessible by 2055.<ref name="nyt-2022-06-222">Template:Cite news</ref>
All TTC trains offer level boarding for customers with wheelchairs and other accessibility needs, with priority seating and dedicated wheelchair areas onboard each train.<ref>Template:Cite web</ref>
Cleanliness
The May 2010 TTC cleanliness audit of subway stations found that none of them meets the transit agency's highest standard for cleanliness and general state of repair. Only 21 stations scored in the 70- to 80-percent range in the TTC's cleanliness scale, a range described as "Ordinary Tidiness", while 45 fell in the 60- to 70-percent range achieving what the commission describes as "Casual Inattentiveness". The May audit was the third in a series of comprehensive assessments that began in 2009. The commission announced a "Cleaning Blitz" that would add 30 new temporary cleaners for the latter part of 2010 to address major issues and has other action plans that include more full-time cleaners, and new and more effective ways at addressing station cleanliness.<ref>Template:Cite news</ref><ref>Template:Cite web</ref>
Template:Further The TTC implemented stricter cleanliness protocols during the COVID-19 pandemic.<ref>Template:Cite web</ref>
Design and public art
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According to a 1991 CBC report, "aesthetics weren't really a priority" on Toronto's subway system, describing stations as "a series of bathrooms without plumbing".<ref name="CBC-1991-02-17">Template:Cite web Article updated since February 17, 1991</ref> Since that time, Toronto's subway system has had over 40 pieces installed in various subway stations. More art appeared as new stations were built and older ones were renovated.
In 2004, USA Today said of the Sheppard subway line: "Despite the remarkable engineering feats of this metro, known as Sheppard Subway, [it is] the art covering walls, ceilings, and platforms of all five stations that stands out. Each station is 'a total art experience where artists have created imaginative environments, uniquely expressing themes of community, location, and heritage' through panoramic landscapes and ceramic wall murals."<ref>Template:Cite news</ref>
Internet and mobile phone access
Wireless service implementation
In 2012, the TTC awarded a contract to BAI Communications Canada to design, build and maintain a celular and Wi-Fi system along Toronto subway lines. BAI agreed to pay $25Template:Nbspmillion to the TTC over a 20-year period for the exclusive rights to provide the service. BAI in turn would sell access to the cellular system to other carriers.<ref name="TTC-2013-12-10" /><ref name="G&M-2023-09-18">Template:Cite news</ref>
On December 13, 2013, Wi-Fi Internet access was launched at Template:Stl and St. George stations. The ad-supported service (branded as "TConnect") was provided by BAI Canada. The TTC and BAI Canada planned to offer TConnect at all underground stations.<ref name="TTC-2013-12-10">Template:Cite web</ref> Commuters had to view a video advertisement to gain access to the Internet.<ref>Template:Cite web</ref> It was expected that all of the 70 subway stations would have service by 2017, as well as the six stations along the Line 1 extension to Vaughan.<ref>Template:Cite web</ref> From early December 2015 to late January 2016, users of TConnect were required to authenticate using a Twitter account, with Twitter's Canadian operations sponsoring the TConnect Wi-Fi network.<ref>Template:Cite web</ref> Users of the network could sign in to enable an automatic Wi-Fi connection for 30 days. This arrangement was resumed on an optional basis from July 2016 to early December 2016. By August 2017, Wi-Fi was available at all existing stations and would be available in all future stations.<ref name="TTC-WiFi">Template:Cite web</ref>
On June 17, 2015, the TTC announced that Wind Mobile (later rebranded Freedom Mobile) customers would be able to access cellular connectivity at some TTC subway stations. Service was initially between Bloor–Yonge and St. George stations on Line 1, and between Bloor–Yonge and Spadina stations on Line 2.<ref>Template:Cite web</ref> Other carriers declined to use the BAI cellular system because of the price BAI was asking for access.<ref name="G&M-2023-09-18" />
In April 2023, Rogers Communications took over BAI Communications and honoured existing access to Freedom Mobile customers. In August 2023, Rogers implemented 5G wireless service at all the TTC's downtown stations and within the tunnels between them.<ref name="TheStar-2023-09-11" /> In September 2023, the federal government imposed new licence conditions requiring that cellphone and data services be available on the entire subway network by the end of 2026 and that all carriers, including Telus and Bell, were to have access to it.<ref name="TheStar-2023-09-11">Template:Cite news</ref> On October 2, 2023, Bell and Telus offered its cellular customers access to the subway's 5G system.<ref name="TheStar-2023-10-02">Template:Cite news</ref>
By November 2023, wireless service had been expanded to all TTC stations and to the tunnels between Sheppard West and Vaughan Metropolitan Centre stations, but only for Rogers and Freedom customers. Bell and Telus customers continued to have wireless service at a limited number of stations.<ref name="TheStar-2023-11-17">Template:Cite news</ref> In December 2023, Telus and Bell reached a deal with Rogers to provide their customers the same subway wireless services as Rogers and Freedom customers.<ref name="TheStar-2023-12-15">Template:Cite news</ref>
Rogers and the TTC decided to end TConnect, the free public Wi-Fi service, on December 27, 2024, due to low usage, the lack of security, the slow speed, and the cost of upgrading it.<ref name="TheStar-2024-09-12">Template:Cite news</ref><ref name="TheStar-2024-12-20">Template:Cite news</ref>
Current wireless services
Template:As of, Rogers 5G wireless service is available in all subway stations for customers of Rogers, Freedom Mobile, Telus and Bell, but service access between stations is limited. 5G wireless service is available in open sections, as well as between Bloor–Yonge and Dupont stations on Line 1, and between Template:Stl and Keele stations on Line 2. 5G service is also available in the tunnels between Sheppard West and Vaughan Metropolitan Centre stations.<ref name="TheStar-2023-11-17" /><ref name="TheStar-2023-12-15" /> Wireless service is available to customers of Rogers, Freedom Mobile, Bell and Telus (including flanker brands of these companies such as Koodo and Virgin Plus).<ref name="TheStar-2023-10-02" /> This wireless service is not free, and users require a subscription from one of the four aforementioned carriers, given the lack of subsidized wireless plans in Ontario.<ref name="TheStar-2024-09-12" />
Naming
The TTC considers multiple different factors when they name stations and stops for subway and LRT stations. They consider local landmarks, the cross streets of the station, distinct communities of the past and present in the vicinity of the station, names of other stations in the system, and the grade of the station.<ref>Template:Cite web</ref>
Metrolinx uses five criteria for naming stations and stops. These are:<ref>Template:Cite web</ref>
- Simplicity
- Names must be logical and relevant to the area the station is built in
- Names should be relevant for the life of the station
- Names should help passengers locate themselves within the region
- Uniqueness
Metrolinx will use the word "stop" in place of "station" at 10 of the 25 stations along the first phase of Line 5, particularly those that are not grade-separated.<ref>Template:Cite web</ref>
Rolling stock
Template:Main The following table shows the vehicle type by line:<ref name="TTC-2017-01-08">Template:Cite web</ref>
| Line | Vehicle | Number of cars | Cars per train | Passenger capacity per train |
|---|---|---|---|---|
| Template:Rail-interchange Yonge–University | Toronto Rocket (TR) | 456<ref name="TTC-2017-01-08" />Template:Efn | 6<ref name="TTC-2013">Template:Cite web</ref> | 1080<ref name="TTC-2013" /> |
| Template:Rail-interchange Bloor–Danforth | T series (T1) | 370<ref name="TTC-2017-01-08" /> | 6<ref name="TTC-2013" /> | 1000<ref name="TTC-2013" /> |
| Template:Rail-interchange Sheppard | Toronto Rocket (TR) | 24<ref name="TTC-2017-01-08" />Template:Efn | 4<ref name="CBC-2016-05-30">Template:Cite web</ref> | 720Template:Efn |
| Under construction | ||||
| Template:Rail-interchange Eglinton | Flexity Freedom | 76<ref name="TheStar-2016-07-20">Template:Cite news</ref> | 2<ref name="CrosstownInfographic" /> | 163–490<ref name="CrosstownInfographic">Template:Cite web</ref> |
| Template:Rail-interchange Finch West | Alstom Citadis Spirit<ref name="cbcalstom">Template:Cite web</ref> | 17<ref name="cbcalstom" /> | 1 | 336<ref>Template:Cite web</ref> |
Heavy rail stock
Line 1 Yonge–University and Line 4 Sheppard operate using the newest version of Toronto's subway cars, the Toronto Rocket, while Line 2 Bloor–Danforth uses the older T1 subway trains.<ref>Template:Cite news</ref>
The TTC's original G-series cars were manufactured by the Gloucester Railway Carriage and Wagon Company. All subsequent heavy-rail subway cars were manufactured by Bombardier Transportation or one of its predecessors (Montreal Locomotive Works, Hawker Siddeley, and UTDC). All cars starting with the Hawker Siddeley H series in 1965 have been built in Bombardier's Thunder Bay, Ontario, plant. The final H4 subway cars were retired on January 27, 2012.<ref>Template:Cite news</ref> This was followed by the retirement of the H5 subway cars, which had their final in-service trip on June 14, 2013, and the H6 retirement, which followed one year later with a final run on June 20, 2014.
Following the introduction of the Toronto Rocket trains on Lines 1 and 4, all the T1 trains were moved to Line 2. The T1s were expected to last until 2026.<ref name="TTC-2015-06-22" /><ref name="Coupler-2019-04" /> By the end of 2019, the TTC had proposed an overhaul to extend the T1 fleet's life by 10 years<ref name="TTC-2019-12-16" /> at an estimated cost of $100 million.<ref name="G&M-2022-10-18" /> By mid-2020, the TTC had started the design phase for a new generation of subway trains to replace the T1 fleet on Line 2 Bloor–Danforth. In late 2021, the TTC expected that the new trains would be introduced between 2026 and 2030,<ref name="TTC-2020-08-22" /> at an estimated cost of $1.6 billion.<ref name="TTC-2021-12-20">Template:Cite web</ref>Template:Rp On October 13, 2022, the TTC issued a request for proposals to construct 480 new subway cars (80 six-car train sets) of a design different from the T1 and Toronto Rocket fleet for delivery between 2027 and 2033.<ref name="TTC-2022-10-13">Template:Cite web</ref><ref name="SteveMunro-2022-10-20">Template:Cite web</ref> Template:As of, the TTC plans to overhaul the T1 fleet if newer trains cannot be delivered in time.<ref name="G&M-2022-10-18">Template:Cite news</ref>
The Ontario Line will use smaller train sets and a smaller gauge than those used on the Toronto subway system. By using driverless trains with automatic train control (ATC), Metrolinx expects the line to be as frequent as the existing subway lines despite using smaller, lighter trains. In conjunction with ATC, stations will have platform-edge doors for safety, also allowing riders to exit and enter trains more quickly.<ref name="Metrolinx-2019/09/172">Template:Cite web</ref> The trains will be manufactured by Hitachi Rail, similar to trains in Copenhagen or Rome.<ref name=":32">Template:Cite web</ref>
Light metro stock
Line 3 Scarborough used 28 S-series trains built by the Urban Transportation Development Corporation (UTDC) in Millhaven, Ontario. These Intermediate Capacity Transit System (ICTS) trains were Mark I models, similar in design to the original trains found on the Vancouver SkyTrain and the Detroit People Mover. These were the original vehicles on the line and were in service from the line's opening in 1985 to its closure in 2023. Because of the trains' age, they were refurbished for operation and initially intended to last until the extension of Line 2 Bloor–Danforth was built. In February 2021, the TTC announced plans to accelerate the retirement of Line 3, intending to close it in 2023. This was due to delays in planning and construction of the Line 2 extension (which was then projected to open in 2030 at the earliest) along with the increasing difficulty of performing critical maintenance work on the trains.<ref name="SRT-Future">Template:Cite web</ref><ref>Template:Cite web</ref><ref>Template:Cite news</ref> Following an initial temporary closure owing to a derailment in July 2023, the TTC decided in August 2023 not to reopen the line.<ref>Template:Cite web</ref> The TTC proposed selling some of these trains to the Detroit People Mover, which uses a similar technology in December 2023.<ref>Template:Cite web</ref> The sale was finalized in June 2024, with repairs and upgrades paid by the Detroit People Mover.<ref>Template:Cite web</ref>
Light rail stock
Metrolinx plans to use 76 Bombardier Flexity Freedom low-floor, light-rail vehicles for Line 5 Eglinton; however, 44 Alstom Citadis Spirit vehicles may be used if Bombardier is unable to deliver the Flexity Freedom on time. Such a substitution would require modifications to Line 5, especially the maintenance facility, as the Citadis Spirit is longer than the Flexity Freedom. Metrolinx intends to use 17 Citadis Spirit vehicles on Line 6 Finch West instead of the Flexity Freedom.<ref name="TheStar-2017-05-13">Template:Cite news</ref>
| Vehicle | Alstom Citadis Spirit | Bombardier Flexity Freedom |
|---|---|---|
| Length | Template:Convert | Template:Convert |
| Maximum capacity | 292 | 164 |
| Maximum speed | Template:Convert | Template:Convert |
Technology
| Technology | Lines used | Vehicle floor type | Track gauge | Line voltage | Electrical feed | Electrical pickup |
|---|---|---|---|---|---|---|
| Heavy rail | Template:Rail-interchange Template:Rail-interchange Template:Rail-interchange | High floor | Template:Track gauge | 600 V DC | Third rail | Bogie-mounted shoe |
| Light rail | Template:Rail-interchange Template:Rail-interchange | Low floor | Template:Track gauge | 750 V DC | Overhead wire | Roof-mounted pantograph |
The heavy rail and light metro lines have some characteristics in common: Such lines are fully isolated from road traffic and pedestrians; the station platforms are covered, and the trains are boarded through many doors from high platforms within a fare-paid zone separated by faregates.
In contrast, the surface portions of the light rail lines (Lines 5 and 6) will fit into the street environment. Light-rail tracks will be laid on the surface within reserved lanes in the middle of the street, and cross street intersections at grade. Surface stations will have simple, low-level platforms. However, like heavy rail and light metro, passengers will be able to board and alight the light rail trains by multiple doors.<ref name="CrosstownStations">Template:Cite web</ref>
Line 3 Scarborough, a light metro, used a more complex technology than heavy rail, which a TTC document describes as follows:
- Track is the 5 rail system on direct fixation and car is powered by an induction or "reaction rail" situated between the running rails at the same top of rail elevation. There are two side contacting power rails +300V and −300V respectively situated a distance of about 14 in. from the closest gauge line of one running rail.<ref name="TTC-2015-04-28">Template:Cite web</ref>
Signals
Heavy rail
Fixed-block signalling was originally used on the Toronto subway since the opening of Toronto's first subway in 1954 and was the first signalling system used on Lines 2 and 4.<ref name="line1atc">Template:Cite web</ref><ref>Template:Cite web</ref> Template:As of Lines 2 and 4 use fixed-block signalling but Line 1 no longer does. Fixed-block signalling uses automatic signalling to prevent rear-end train collisions, while interlocking signals are used to prevent collisions from conflicting movements on track crossovers.
Template:As of, automatic train control (ATC) has been implemented along the entire length of Line 1.<ref name="TTC-2022-09-29">Template:Cite web</ref> In 2009, the TTC awarded a contract to Alstom to upgrade the signalling system of the existing section of Line 1, as well as equip its extension into Vaughan, with moving block–based communications-based train control (CBTC) by 2012.<ref name="AlstomCBTCAward">Template:Cite news</ref> The estimated cost to implement ATC on Line 1 was $562Template:Nbspmillion, $424Template:Nbspmillion of which was funded by Metrolinx.<ref name="line1atc" /> The first section of the "Urbalis 400" ATC system on Line 1 entered revenue service on December 17, 2017, between Sheppard West and Vaughan stations, in conjunction with the opening of the Toronto–York Spadina subway extension (TYSSE) project.<ref name="AlstomExtension">Template:Cite web</ref>
The benefits of ATC on Line 1 are:
- a reduced headway between trains from 2.5 minutes to 2 minutes during rush hours, allowing a 25 percent increase in the number of trains that can operate<ref name="line1atc" />
- fewer signal-related delays relative to the old fixed-block system<ref name="TTC-2022-09-29" />
- more efficient use of electricity, thus reducing operational costs<ref name="TTC-2022-09-29" />
- allowing single-track, bidirectional operation for trains in passenger service, albeit with reduced frequency, to allow for off-hour maintenance of the opposite track<ref name="TTC-2020-04-27">Template:Cite web</ref><ref name="TTC-2022-06-04">Template:Cite web</ref><ref name="TTC-2022-06-05">Template:Cite web</ref>
The TTC has plans to convert Line 2 to ATC by 2030, subject to the availability of funding.<ref name="TheStar-2017-11-06">Template:Cite news</ref>
Light metro
Line 3 Scarborough was equipped with automatic train control from the outset, using the same SelTrac IS system as Vancouver's SkyTrain, meaning it could be operated autonomously. However, the TTC opted to equip each S-series train with an operator on board for door monitoring.<ref name="TT-5107" />
The future Ontario Line will use automatic train control with driverless trains. Its stations will be equipped with platform screen doors.<ref name="Metrolinx-2019/09/17">Template:Cite web</ref>
Light rail
When completed, Line 5 Eglinton will use Bombardier Transportation's Cityflo 650 CBTC automatic train control on the underground section of the line between Laird station and Mount Dennis station, along with the Eglinton Maintenance and Storage Facility adjacent to Mount Dennis station.<ref name="SteveMunro7020">Template:Cite web</ref>
Track
Lines 1, 2 and 4Template:Sndthe heavy-rail linesTemplate:Sndrun on tracks built to the Toronto gauge of Template:Track gauge, the same gauge used on the Toronto streetcar system. According to rail historians John F. Bromley and Jack May, the reason that the Yonge subway was built to the streetcar gauge was that between 1954 and 1965, subway bogies were maintained at the Hillcrest Complex, where the streetcar gauge was used for shop tracks. The Davisville Carhouse was not equipped to perform such heavy maintenance, and the bogies would be loaded onto a specially built track trailer for shipment between Davisville and Hillcrest. This practice ceased with the opening of the shops at the Greenwood Yard in 1965.<ref name="50YPT-9"> Template:Cite book</ref>
Line 3 Scarborough used standard-gauge tracks, as the ICTS design for the line did not allow for the interchange of rail equipment between the traditional subway system and Line 3.<ref name="tt-4002">Template:Cite web</ref> When its ICTS vehicles needed anything more than basic service (which could be carried out at the McCowan Yard), they were carried by truck to the Greenwood Subway Yard.<ref name="TT-5302">Template:Cite web</ref>
The Line 5 Eglinton and Line 6 Finch West LRT lines will be constructed with standard-gauge tracks. The projects are receiving a large part of their funding from the Ontario provincial transit authority Metrolinx and, to ensure a better price for purchasing vehicles, it wanted to have a degree of commonality with other similar projects within Ontario.<ref name="Star-2010-01-06">Template:Cite news</ref> The Ontario Line subway will similarly be built to standard gauge.
Facilities
The subway system has the following yards to provide storage, maintenance and cleaning for rolling stock. All yards are located above ground, though the Keele Yard is partially underground.
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| Facilities | Opened | Lines served |
Remarks |
|---|---|---|---|
| Davisville Yard | 1954 | Template:Rail-interchange Template:Rail-interchange | |
| Greenwood Yard | 1966 | Template:Rail-interchange | |
| Keele Yard | 1966–1978; 2017 | Template:Rail-interchange | Closed in 1978; reopened June 18, 2017<ref name="TTC-2017-05-24">Template:Cite web</ref> |
| McCowan Yard | 1985–2023 | Template:Rail-interchange | Line in decommissioning phase |
| Wilson Yard | 1977 | Template:Rail-interchange | |
| [[Eglinton Maintenance and Storage Facility|Eglinton Template:Abbr]] | Template:Abbr | Template:Rint | Line under construction |
| Finch Template:Abbr | Template:Abbr | Template:Rint | Line under construction |
In the second quarter of 2018, the City of Toronto moved to expropriate Canadian Pacific Railway's disused Obico Yard at 30 Newbridge Road / 36 North Queen Street in Etobicoke for use as a potential future yard at the western end of Line 2 Bloor–Danforth.<ref>"Expropriation of 30 Newbridge Road and 36 North Queen Street" (PDF). City of Toronto. April 18, 2018.</ref> The yard is situated immediately to the southwest of Kipling station, the western terminus of Line 2.
Safety
There are several safety systems for use by passengers in emergencies:
- Emergency alarms (formerly "Passenger assistance alarms"): Located throughout all subway trainsTemplate:SndWhen the yellow strip is pressed, an audible alarm is activated within the car, a notification is sent to the train crew and the Transit Control Centre, which in turn dispatches a tiered response. An orange light is activated on the outside of the car with the alarm for emergency personnel to see where the problem is.<ref name="Security">Template:Cite web</ref>
- Emergency power cut devices: Marked by a blue light, located at both ends of each subway platformTemplate:SndFor use to cut DC traction power in the event a person falls or is observed at track level or any emergency where train movement into the station would be dangerous. These devices cut power in both directions for approximately one station each way.<ref name="Emergency">Template:Cite web</ref>
- Emergency stopping mechanisms (PGEV: passenger/guard emergency valve): Located at each end of each subway car (with exception of the Toronto Rocket trains)Template:SndWill activate the emergency brakes of the vehicle stopping it in its current location (for use in extreme emergencies, such as persons trapped in doors as train departs station, doors opening in the tunnel, derailments etc.)<ref name="Emergency" />
- Passenger intercoms: Located on subway platforms and near/in elevators in stationsTemplate:SndFor use to inform station collector of security/life safety issues<ref name="Security" />
- Automated external defibrillators (AEDs): Located in several subway stations near collector boothsTemplate:SndFor use in the event someone suffers cardiac arrest
- Public telephones: Located in various locations in all stations, and at the Designated Waiting Area's on each subway platform. Emergency calls can be made to 911 toll free.<ref name="Security" /> Phones located at the DWAs also include a "Crisis Link" button that connect callers, free of charge, to a 24-hour crisis line in the event that they are contemplating self-harm. Bell Canada operates these phones.
Stations with high platforms have a crawl space under the platform edge which the TTC recommends that a person who has fallen onto the track use to avoid an oncoming train. Lying flat between the two rails is not recommended due to shallow clearances. The platform edge has a yellow strip behind which passengers should wait to avoid a fall.<ref name="TheStar-2022/04/18">Template:Cite news</ref>
Stations do not have platform screen doors, a feature which for Lines 1, 2 and 4 would require station modification, automatic train control (ATC) and a $1.35-billion investment which is not funded Template:As of.<ref name="TheStar-2022/04/18" /> ATC is needed to stop trains at a precise position along the platform to line up train doors with platform doors.<ref name="TheStar-2018-06-19" /> Template:As of, ATC has been activated along the entire length of Line 1; thus, it would be possible to install platform screen doors along Line 1.<ref name="TTC-2022-09-29" /> The future Ontario Line will be built to operate with ATC and will feature platform doors from its opening.<ref name="Metrolinx-2019/09/17" /> The benefits of platform doors would be:<ref name="TheStar-2018-06-19">Template:Cite news</ref>
- Blocking those attempting suicide or trespassers from the tracks: it takes 70 to 90 minutes to resume operations each time there is a personal injury at track level
- Eliminating fires from debris falling on the tracks and the third rail
- Allowing trains to enter crowded stations at speed, thus speeding up service along the line
The light-rail Line 5 Eglinton will use a guideway intrusion detection system (GIDS) to detect trespassers on the tracks on the underground sections of the line. When GIDS detects a trespasser on the tracks, it will issue an audio warning to the trespasser, provide live CCTV video to central control, and automatically stop the train without driver intervention. Each station will be equipped with multiple GIDS scanners along the station platform. There will also be GIDS scanners at each tunnel portal. In addition, there will be scanners within the yellow tactile strips along the platform edge to issue an audio warning if a person steps on it before the train has arrived.<ref name="Metrolinx-2022/05/31">Template:Cite web</ref>
A trial program began in 2008 with Toronto EMS and has been expanded and made permanent, with paramedics on hand at several stations during peak hours: Spadina and Bloor–Yonge (morning peak: 7Template:Nbspam–10Template:Nbspam) and Union and Eglinton (evening peak: 2Template:Nbsppm–6Template:Nbsppm).<ref>Template:Cite web</ref>
By September 2023, the TTC was making naloxone available at each subway station so that designated trained TTC staff could attempt to rescue anyone having a drug overdose. Kits containing naloxone nasal spray would be stored at station collector booths. TTC special constables would carry naloxone.<ref name="TTC-2023-09-12">Template:Cite web</ref>
Training
Subway operators begin their training at Hillcrest with a virtual reality mockup of a Toronto Rocket car. The simulator consists of the operator cab with full functions, a door and partial interior of a subway car. The simulator is housed in a simulated subway tunnel. Construction of a new subway training centre was underway at the Wilson Complex, as part of the Toronto Rocket subway car program.<ref>Template:Cite web</ref>
Expansion plans
| Line | Opening | Stations | Length | Technology | Track gauge | Electrification |
|---|---|---|---|---|---|---|
| Template:Rail-interchange Yonge–University northeast extension | 2030/31 | 6 | Template:Convert | Heavy rail | Toronto gauge (1,495Template:Nbspmm) | 600 V DC third rail |
| Eglinton East LRT | 2034Template:Efn | 27 | Template:Convert | Light rail | Standard gauge (1,435Template:Nbspmm) | 750 V DC overhead line |
| Template:Rail-interchange Sheppard east extension | TBD | TBD | TBD | Heavy rail | Toronto gauge (1,495Template:Nbspmm) | 600 V DC third rail |
| Template:Rail-interchange Sheppard west extension | TBD | TBD | TBD | Heavy rail | Toronto gauge (1,495Template:Nbspmm) | 600 V DC third rail |
| Template:Rail-interchange Eglinton airport extension | TBD | TBD | TBD | Light rail | Standard gauge (1,435Template:Nbspmm) | 750 V DC overhead line |
| Template:Rail-interchange Finch West airport extension | TBD | TBD | TBD | Light rail | Standard gauge (1,435Template:Nbspmm) | 750 V DC overhead line |
Provincially supported projects
On April 10, 2019, Ontario premier Doug Ford announced rapid transit–related projects that the Province of Ontario would support with either committed or future financing.<ref name="TheStar-2019-04-10B">Template:Cite news</ref> One such project is the Ontario Line, a proposed Template:Convert rapid transit line that has succeeded the Relief Line proposal. Initially, the project was projected to be completed in 2027,<ref name="Cbc2019-04-10">Template:Cite news</ref> but this was later pushed back to 2030.<ref>Template:Cite web</ref> A groundbreaking ceremony for the Ontario Line was held on March 27, 2022.<ref name="OL-ceremony">Template:Cite web</ref>
The Line 5 west extension to Pearson Airport is a proposal to extend Line 5 Eglinton from its terminus at Mount Dennis station west along Eglinton Avenue West to the proposed Pearson Transit Hub in Mississauga. In April 2019, Ford said that he would commit funds for this proposal.<ref>Template:Cite web</ref>
The Yonge North subway extension (YNSE) is a proposal to extend Line 1 Yonge–University north along Yonge Street from Finch station, the existing terminus of Line 1, to near Highway 7 in Richmond Hill. There would be new stations at Steeles Avenue, Clark Avenue, between Highway 7 and Highway 407 near Langstaff GO Station and Richmond Hill Centre Terminal (dubbed "Bridge station"), and High Tech Road.<ref name="YNSE">Template:Cite news</ref><ref name="clark">Template:Cite news</ref> The extension was proposed in the province's 2007 MoveOntario 2020 plan. A major problem with this proposal was that Line 1 was at capacity, and the TTC said in 2016 that the proposed Relief Line and SmartTrack would both need to be in service before opening the YNSE.<ref name="TheStar-2016-06-02">Template:Cite news</ref> In 2020, a preliminary agreement was signed between the Ontario provincial government and York Region that anticipated the completion of the extension by approximately 2030.<ref>Template:Cite web</ref>
The Scarborough Subway Extension (SSE) is a proposal to replace Line 3 Scarborough with an eastward extension of Line 2 Bloor–Danforth. On October 8, 2013, Toronto City Council conducted a debate on whether to replace Line 3 with a light rail line or a subway extension. In 2014, the city council voted to extend Line 2 to Scarborough City Centre, which would result in the closure of Line 3.<ref name="TTC Report 2014 scar ext">Template:Cite web</ref><ref name="Scarborough Subway Approved by City Council">Template:Cite news</ref> The SSE would be Template:Convert long and add one new station to Line 2 at Scarborough Town Centre. TTC and city staff finalized the precise route of the SSE in early 2017.<ref name="TheStar-2017-01-11">Template:Cite news</ref> In 2019, the Government of Ontario proposed a modified version of the proposal now known as the Line 2 East Extension (L2EE). The L2EE is Template:Convert long and adds three new stations, rather than one.<ref>Template:Cite web</ref> The proposed completion deadline for the project is between 2029 and 2030.<ref>Template:Cite web</ref>
The Line 4 eastward extension to McCowan is a proposal to extend Line 4 Sheppard east along Sheppard Avenue East to McCowan Road, where it will connect with the Scarborough Subway Extension. Doug Ford said in April 2019 that he would commit funds related to this proposal.<ref>Template:Cite web</ref>
Other active proposals
The Eglinton East LRT is a City of Toronto proposal to construct an LRT line (separate from Line 5 Eglinton) from Kennedy station east to Malvern. This proposal was originally part of the cancelled Scarborough–Malvern LRT in Transit City. It would have stations at Eglinton GO and Guildwood GO, as well as the University of Toronto Scarborough campus.<ref name=2023-05-presentation>Template:Cite conference</ref>
Inactive proposals
The Jane LRT is a proposed LRT line that would begin at Jane station on Line 2 and proceed north to Pioneer Village station on Line 1. While initially part of the cancelled Transit City plan, the Jane LRT is part of the 2018–2022 TTC Corporate Plan and tentatively referred to as Line 8.<ref name="20182022plan">Template:Cite web</ref>
The Line 4 west extension to Sheppard West station is a proposal that would extend Line 4 Sheppard west along Sheppard Avenue West to Sheppard West station, where it would link to Line 1 Yonge–University. It is currently listed as an "unfunded future rapid transportation project" in the City of Toronto's 2013 Feeling Congested? report.
The Line 6 east extension to Finch station is a proposal that would extend Line 6 Finch West east along Finch Avenue West to Finch station, where it would link up with Line 1 Yonge–University. In March 2010, the Ontario government eliminated the proposed section of line between Finch West station and Finch station because of budget constraints. This section of the line was part of the original Transit City proposal. In 2013, this plan was revived as an "unfunded future rapid transit project" in the City of Toronto's Feeling Congested? report, meaning this extension may be constructed sometime in the future. The extension was later shown in the 2018–2022 TTC Corporate Plan with no timeline for completion.
Along with a proposal to extend Line 6 to Finch station, there was another proposal that would have extended the line farther to Don Mills station, where it would have provided a connection to Line 4 Sheppard. In May 2009, Metrolinx proposed that the line be extended from Finch station along Finch Avenue East and Don Mills Road into Don Mills station to connect with the Sheppard East LRT and create a seamless crosstown LRT line in northern Toronto to parallel the Eglinton Crosstown LRT (later designated Line 5 Eglinton) in central Toronto. The TTC said that a planning study would have commenced in 2010.
The Line 6 west extension to Pearson Airport is a proposal that would extend Line 6 Finch West west to Pearson Airport, where it would provide a link to Line 5 Eglinton. In 2009, the TTC studied the feasibility of potential routings for a future westward extension of the Etobicoke–Finch West LRT to the vicinity of the Woodbine Live development, Woodbine Mall, and Pearson International Airport. This extension was later reclassified as a future transit project as described in the 2013 Feeling Congested? report by the City of Toronto. Metrolinx revealed in January 2020 that they would study a possible connection to the Pearson Transit Hub at Pearson Airport.<ref>Template:Cite web</ref>
Abandoned plans
The Queen subway line was a subway line first proposed in 1911. When Line 1 was first built, a roughed-in station was included under Queen station, with the intention that the Queen subway would be the city's second subway line. The route of the Queen subway line is included in the routes for both the Relief Line and the Ontario Line proposals.<ref name="20182022plan" />
The Eglinton West line was a proposed subway line in the late 1980s on which construction began in the early 1990s. It was cancelled after the election of Mike Harris as premier of Ontario. Much of its planned route is included in Line 5 Eglinton.<ref name="20182022plan" />
One proposed expansion of Line 2 Bloor–Danforth into Mississauga included eight potential stations stretching west from Kipling station to Mississauga City Centre, retrofitting some existing GO Transit stations. The plan was for the subway stations to open in 2011. Then–Mississauga mayor Hazel McCallion and the Regional Municipality of Peel did not support the project.<ref>Template:Cite web</ref>
The Relief Line was a proposed heavy-rail subway line running from Pape station south to Queen Street East and then west to the vicinity of Toronto City Hall. The proposal included intermediate stations at Sherbourne Street, Sumach Street, Broadview Avenue, and another near Gerrard Square. In January 2016, alignment options and possible stations were still being studied, and the project was unfunded. Construction was expected to take about ten years to complete.<ref name="G&M-2016-01-29">Template:Cite news</ref> As early as 2008, Metrolinx chair Rob MacIsaac expressed the intent to construct the Relief Line to prevent overcrowding along Line 1.<ref>Template:Cite newsTemplate:Dead linkTemplate:Cbignore </ref> Toronto City Council also expressed support for this plan.<ref>Template:Cite news</ref> In April 2019, the Government of Ontario under Doug Ford announced that the Ontario Line would be built instead of the Relief Line. As a result, TTC and City of Toronto staff suspended further planning work on the Relief Line in June 2019.<ref name="TheStar-2019-06-18">Template:Cite news</ref>
Transit City
The Sheppard East LRT was a proposed light rail line running east from Don Mills station to Morningside Avenue in Scarborough. The line was to be Template:Convert long with 25 surface stations and one underground connection at Don Mills station on Line 4 Sheppard. Construction of the Sheppard East LRT was to start upon completion of Line 6 Finch West.<ref name="CP24-20150427">Template:Cite web</ref> However, in July 2016, the Toronto Star reported the Sheppard LRT had been deferred indefinitely.<ref name="TheStar-2016-07-20" /> In April 2019, Premier Doug Ford announced that the provincial government would extend Line 4 Sheppard to McCowan Road at some unspecified time in the future, replacing the proposed Sheppard East LRT.<ref name="TheStar-2019-04-10" />
The Don Mills LRT was a proposed LRT line that would have headed north from Pape station along Don Mills to Don Mills station. Its route was later incorporated into the Relief Line and Ontario Line proposals.<ref name="20182022plan" />Template:Additional citation needed
See also
- List of metro systems
- Mind the gap
- Path (Toronto)
- Toronto Subway (typeface)
- Transportation in Toronto
Notes
References
Citations
<references> <ref name="TTC-2015-06-22">Template:Cite web</ref>
<ref name="Coupler-2019-04">Template:Cite web</ref>
<ref name="TTC-2019-12-16">Template:Cite web</ref>
<ref name="TTC-2020-08-22">Template:Cite web</ref> </references>
Sources
- Template:Cite web
- Template:Cite web
- Template:Cite news
- Welcome Aboard – Tomorrow's Transit Today – UTDC 1985
- Template:Cite web
- Template:Cite web
- Template:Cite web
External links
Template:Commons Template:Attached KML
- Official TTC site
- Webpage by subway line:
- Official TTC Subway Map Template:Webarchive
- News, history and discussion
- CBC Digital Archives: Going Underground: Toronto's Subway and Montreal's Metro
- The TTC's Official Subway Travel Time Chart (archived version using the way back machine)
- Vivanext Subways – Yonge extension projects
- The Subway Comes to the Archives, online exhibit on Archives of Ontario website
Template:TTC Template:TTCstations Template:TTC rolling stock Template:Torontometros Template:Canadianmetros Template:Internationally Metro Organizations Template:Navbox track gauge Template:Portal bar
- Pages with non-numeric formatnum arguments
- Pages with broken file links
- Toronto rapid transit
- Toronto-gauge railways
- 600 V DC railway electrification
- Electric railways in Canada
- Passenger rail transport in Toronto
- Passenger railways in Ontario
- Rail transport in the Greater Toronto Area
- Railway lines opened in 1954
- Underground rapid transit in Canada