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|name = Bloor-Danforth Line
|name = Bloor-Danforth Line
|color = {{TTC color|Bloor–Danforth}}
|color = {{TTC color|Bloor–Danforth}}
|image = Old Mill TTC elevated section.jpg
|image =Toronto ttc bathurst station.jpg|image_width = 250px
|caption = A view of the main entrance at [[Bathurst (TTC)|Bathurst]] station
|image_width = 250px
|caption = An outside view of [[Old Mill (TTC)|Old Mill]] station, which is partially underground
|type = [[Rapid transit]]
|type = [[Rapid transit]]
|system = [[Toronto subway and RT]]
|system = [[Toronto subway and RT]]
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==History==
==History==
===Pre-Subway era===
⚫
The earliest mention of rapid transit along this route was in a 1910 report that was prepared by an American firm of transit consultants. In this report it was suggested that the [[Prince Edward Viaduct]], which spans the [[Don River (Ontario)|Don River Valley]], be built to have a lower deck for a future subway.<ref name=history>{{cite book |title=Unbuilt Toronto: a history of the city that might have been |last=Osbaldeston |first=Mark |authorlink= |coauthors= |year=2008 |publisher=Dundurn Press |location= |isbn=1-55002-835-9 |page= |pages= |url= |accessdate=}}</ref> This report was commissioned by a special commission which included city controller [[Horatio Clarence Hocken]] as well as [[Joseph Oliver]] who was the mayor of Toronto.<ref name=proposal>{{cite web| title =Early Subway Proposals| publisher = Transit Toronto| date = November 10, 2006 | url = http://transit.toronto.on.ca/subway/5101.shtml | doi = | accessdate = July 31, 2012}}</ref> The lower deck was built, but the first plan for a line to use it was not made until June 15, 1933, when the Toronto Transit Commission (TTC) published a report, suggesting construction of a subway and an expressway broadly following [[Bloor Street]] and [[Danforth Avenue]]. The estimated cost of the project was $120 million, but the plan was not implemented. Plans for a somewhat longer route, running east to west from Victoria Park Avenue to the Humber River were proposed by the Toronto Planning Board in December 1943, although the report did not include costings.
[[File:Prince Edward Viaduct under construction, Nov 10, 1916.jpg|thumb|250px|The construction of the Prince Edward Viaduct, and the lower deck which now carries the Bloor-Danforth line]]
[[File:Prince Edward Viaduct under construction, Nov 10, 1916.jpg|thumb|250px|The construction of the Prince Edward Viaduct, and the lower deck which now carries the Bloor-Danforth line]]
⚫
The earliest mention of rapid transit along this route was in a 1910 report that was prepared by an American firm of transit consultants. In this report it was suggested that the [[Prince Edward Viaduct]], which spans the [[Don River (Ontario)|Don River Valley]], be built to have a lower deck for a future subway.<ref name=history>{{cite book |title=Unbuilt Toronto: a history of the city that might have been |last=Osbaldeston |first=Mark |authorlink= |coauthors= |year=2008 |publisher=Dundurn Press |location= |isbn=1-55002-835-9 |page= |pages= |url= |accessdate=}}</ref> This report was commissioned by a special commission which included city controller [[Horatio Clarence Hocken]] as well as [[Joseph Oliver]] who was the mayor of Toronto.<ref name=proposal>{{cite web| title =Early Subway Proposals| publisher = Transit Toronto| date = November 10, 2006 | url = http://transit.toronto.on.ca/subway/5101.shtml | doi = | accessdate = July 31, 2012}}</ref> The lower deck was built, but the first plan for a line to use it was not made until June 15, 1933, when the Toronto Transit Commission (TTC) published a report, suggesting construction of a subway and an expressway broadly following [[Bloor Street]] and [[Danforth Avenue]]. The estimated cost of the project was $120 million, but the plan was not implemented. Plans for a somewhat longer route, running east to west from Victoria Park Avenue to the Humber River were proposed by the Toronto Planning Board in December 1943, although the report did not include costings.

⚫
Before the subway was built, the TTC operated streetcars along the route between Jane Street and Luttrell Avenue. This was done using using paired [[Presidents' Conference Committee (Toronto LRT car)|PCC streetcars]] or multiple units (MUs) from 1950 to the opening of the subway line in 1966.<ref name=location>{{cite journal |last1=Dewees |first1=D.N. |year=2004 |title=The effect of a subway on residential property values in Toronto |journal=Journal of Urban Economics |volume=3 |issue=4 |pages=357–369 |doi=|accessdate= April 1, 2012}}</ref> As the Prince Edward Viaduct made it easier to build a subway across the Don Valley the Toronto Transit Commission felt that it was necessary to build the subway through this corridor. In addition to this the streetcar that ran along the route was filled with passengers traveling from [[East York]] and [[Scarborough, Ontario|Scarborough]]. To provide relief to this streetcar line and to make it easier to expand into the suburbs, the line was built under Bloor street and Danforth Avenue. <ref name=bloor>{{cite web |title=A History of Subways on Bloor and Queen Streets|publisher=Transit Toronto|date=November 29, 2009 |url=http://transit.toronto.on.ca/subway/5104.shtml|accessdate= August 1, 2012}}</ref>


===Subway Construction===
During the fall of 1911 the City of Toronto put out a tender for the construction of concrete tubes to carry a subway. However, when the cost of the subway was put to a referendum, the construction of the subway tunnels were rejected.<ref name=proposal/> During the period after [[World War II]] rapid development created the need for an increased amount of public transit. On January 1, 1946 another referendum on subway construction was held and then passed leading to the construction of a subway along [[Yonge Street]].<ref name=y>{{cite web| title =A History of the Original Yonge Subway| publisher = Transit Toronto| date = April 21, 2012 | url = http://transit.toronto.on.ca/subway/5102.shtml | doi = | accessdate = July 31, 2012}}</ref> The opening of the [[Yonge–University–Spadina line|Yonge subway]] in 1954 resulted in another plan by the TTC for a Bloor–Danforth line, this time without an expressway, costing $146 million. The line was approved, but was not built.<ref name=filey111>{{cite book |title=TTC Story: The First Seventy-Five Years|last=Filey |first=Mike |year=1996 |publisher=Dundurn Press |location= |isbn=1-55002-244-X |page=111 |ref=harv}}</ref>
During the fall of 1911 the City of Toronto put out a tender for the construction of concrete tubes to carry a subway. However, when the cost of the subway was put to a referendum, the construction of the subway tunnels were rejected.<ref name=proposal/> During the period after [[World War II]] rapid development created the need for an increased amount of public transit. On January 1, 1946 another referendum on subway construction was held and then passed leading to the construction of a subway along [[Yonge Street]].<ref name=y>{{cite web| title =A History of the Original Yonge Subway| publisher = Transit Toronto| date = April 21, 2012 | url = http://transit.toronto.on.ca/subway/5102.shtml | doi = | accessdate = July 31, 2012}}</ref> The opening of the [[Yonge–University–Spadina line|Yonge subway]] in 1954 resulted in another plan by the TTC for a Bloor–Danforth line, this time without an expressway, costing $146 million. The line was approved, but was not built.<ref name=filey111>{{cite book |title=TTC Story: The First Seventy-Five Years|last=Filey |first=Mike |year=1996 |publisher=Dundurn Press |location= |isbn=1-55002-244-X |page=111 |ref=harv}}</ref>


In the 1950s, there was a large debate over where the second Toronto subway line would run as it would affect how bus routes in Toronto's suburbs would operate.<ref>{{cite journal |last1=Kaplan |first1=Harold |year=1967 |title=The Toronto Transit Commission: A Case Study of the Structural-Functional Approach to Administrative Organizations |journal=The Canadian Journal of Economics and Political Science |volume=33 |issue=2 |pages=171–189 |publisher= Blackwell Publishing|doi= |url=http://www.jstor.org/stable/139770 |accessdate= June 19, 2012 }}</ref> There were two major plans. While both shared the same route at the outer ends, the TTC favoured a route which continued eastwards from [[Christie (TTC)|Christie station]] to [[Pape (TTC)|Pape station]]. Its plan was championed by the TTC chairman, Allan Lamport, and included an extension of the Yonge line from Union Station northwards to meet the new line at [[St George (TTC)|St George station]]. The other plan, which was proposed by the city's planning department, and endorsed by Fred Gardiner, the department's chairman, had a large "U"-shaped diversion in the centre. From Christie, it ran south to [[Queen Street West]], and after following Queen Street eastwards to Pape Street, turned north to rejoin the east-west route at Pape station.<ref>{{harvnb |Filey |1996 |pp=110–111}}</ref>
In the 1950s, there was a large debate over where the second Toronto subway line would run as it would affect how bus routes in Toronto's suburbs would operate.<ref>{{cite journal |last1=Kaplan |first1=Harold |year=1967 |title=The Toronto Transit Commission: A Case Study of the Structural-Functional Approach to Administrative Organizations |journal=The Canadian Journal of Economics and Political Science |volume=33 |issue=2 |pages=171–189 |publisher= Blackwell Publishing|doi= |url=http://www.jstor.org/stable/139770 |accessdate= June 19, 2012 }}</ref> There were two major plans. While both shared the same route at the outer ends, the TTC favoured a route which continued eastwards from [[Christie (TTC)|Christie station]] to [[Pape (TTC)|Pape station]]. Its plan was championed by the TTC chairman, Allan Lamport, and included an extension of the Yonge line from Union Station northwards to meet the new line at [[St George (TTC)|St George station]]. The other plan, which was proposed by the city's planning department, and endorsed by Fred Gardiner, the department's chairman, had a large "U"-shaped diversion in the centre. From Christie, it ran south to [[Queen Street West]], and after following Queen Street eastwards to Pape Street, turned north to rejoin the east-west route at Pape station.<ref>{{harvnb |Filey |1996 |pp=110–111}}</ref>
[[File:Harpers Dump 1949.jpg|thumb|250px|Greenwood Avenue Fill, the area which would eventually become the Greenwood subway yard]]

⚫
Before the subway was built, the TTC operated streetcars along the route between Jane Street and Luttrell Avenue. This was done using using paired [[Presidents' Conference Committee (Toronto LRT car)|PCC streetcars]] or multiple units (MUs) from 1950 to the opening of the subway line in 1966.<ref name=location>{{cite journal |last1=Dewees |first1=D.N. |year=2004 |title=The effect of a subway on residential property values in Toronto |journal=Journal of Urban Economics |volume=3 |issue=4 |pages=357–369 |doi=|accessdate= April 1, 2012}}</ref>


In 1956, Toronto's mid-town area was starting to experience growth.<ref name=location/> Out of the fear that it would put multiple projects in jeopardy, there was a public debate between the chairmen of the opposing schemes and the municipalities that made up Metropolitan Toronto. Despite this the extension of the Yonge line along University Avenue, and the east-west Bloor–Danforth line extension which were both authorized on on September 5, 1958<ref name=filey111/> by the Ontario Municipal Board which works by making a compromise between all the involved communities. <ref name=OMB>{{cite web| title =Land Use Planning - Ontario Municipal Board| publisher = Ministry of Municipal Affairs and Housing| url = http://www.mah.gov.on.ca/Page1755.aspx | doi = | accessdate = July 31, 2012}}</ref>
In 1956, Toronto's mid-town area was starting to experience growth.<ref name=location/> Out of the fear that it would put multiple projects in jeopardy, there was a public debate between the chairmen of the opposing schemes and the municipalities that made up Metropolitan Toronto. Despite this the extension of the Yonge line along University Avenue, and the east-west Bloor–Danforth line extension which were both authorized on on September 5, 1958<ref name=filey111/> by the Ontario Municipal Board which works by making a compromise between all the involved communities. <ref name=OMB>{{cite web| title =Land Use Planning - Ontario Municipal Board| publisher = Ministry of Municipal Affairs and Housing| url = http://www.mah.gov.on.ca/Page1755.aspx | doi = | accessdate = July 31, 2012}}</ref>


Despite these concerns, the project went ahead, with the University line opening in 1963, and the original Bloor–Danforth Line opening on February 26, 1966. Nine men died during its construction. It was {{convert|12.9|km|mi}} long,<ref name=filey111/> and ran alongside Bloor Street and Danforth Avenue from [[Keele (TTC)|Keele station]] in the west to [[Woodbine (TTC)|Woodbine station]] in the east.<ref>{{harvnb |Filey |1996 |p=110}}</ref> For the first six months of operation, alternate trains forming the Bloor–Danforth subway service were routed along the new University Avenue line to Union Station. However, the manoeuvre made operation of both lines more difficult, and the practice was abandoned after the initial trial period.<ref name=filey111/>
Despite these concerns, the project went ahead, with the University line opening in 1963, and the original Bloor–Danforth Line opening on February 26, 1966. Nine men died during its construction. Most of the line is underground and built using the [[cut-and-cover]] method, with some sections built using a tunnel boring machine. Other parts of the line are above ground in grade separated rail corridors. It was {{convert|12.9|km|mi}} long,<ref name=filey111/> and ran alongside Bloor Street and Danforth Avenue from [[Keele (TTC)|Keele station]] in the west to [[Woodbine (TTC)|Woodbine station]] in the east.<ref>{{harvnb |Filey |1996 |p=110}}</ref>


Once the line started full operation, construction of extensions to the Bloor–Danforth Line in both directions had started, and these opened simultaneously on May 11, 1968, to [[Islington (TTC)|Islington Station]] in the west and [[Warden (TTC)|Warden Station]] in the east.<ref>{{cite web| title = The Abandoned Streetcar Shuttle Connection Passages| publisher = Transit Toronto| date = November 10, 2006 | url = http://transit.toronto.on.ca/subway/5118.shtml | doi = | accessdate = May 10, 2008}}</ref>
Once the line started full operation, construction of extensions to the Bloor–Danforth Line in both directions had started, and these opened simultaneously on May 11, 1968, to [[Islington (TTC)|Islington Station]] in the west and [[Warden (TTC)|Warden Station]] in the east.<ref>{{cite web| title = The Abandoned Streetcar Shuttle Connection Passages| publisher = Transit Toronto| date = November 10, 2006 | url = http://transit.toronto.on.ca/subway/5118.shtml | doi = | accessdate = May 10, 2008}}</ref> On November 21, 1980, the line once again extended to the current terminal stations of [[Kipling (TTC)|Kipling station]] in the west and [[Kennedy (TTC)|Kennedy station]] in the east.<ref>{{cite journal |author=Filion, Pierre |year=200 |title=Balancing concentration and dispersion? Public policy and urban structure in Toronto |journal= Environment and Planning - Part C |volume=18 |issue=2 |pages=163–189 |publisher=Pion |doi=10.1068/c2m |accessdate=June 21, 2012 }}</ref>


===Subway Operations===
⚫
In 1971, the Metro Council insisted that the zone fare system be removed to allow residents of the suburbs to travel anywhere with a single fare.<ref>{{cite web| title = Toronto at A Crossroads, and How It Got Here| publisher = The World Bank Group| last = Frisken| first = Frances | url = http://info.worldbank.org/etools/docs/library/115504/toronto99/assets/t-frisken-mod01.pdf | doi = | page=11 |accessdate = April 6, 2012}}</ref> Prior to this, stations west of Old Mill and east of Victoria Park were geographically part of the zone 2 [[Toronto Transit Commission fares#History of zone fares|fare zone]], but the subway used a flat fare system, so they were treated as being part of zone 1. This created problems when transferring from the subway to the buses, which were in different zones at the same location. The solution was a change in political thinking, where the subway was seen as a subsidized public service, instead of a utility which needed to balance its books.<ref>{{cite web |url=http://transit.toronto.on.ca/spare/0021.shtml |title=A history of fares on the TTC |publisher=Transit Toronto |date=April 21, 2012}}</ref> On November 21, 1980, the line once again extended to the current terminal stations of [[Kipling (TTC)|Kipling station]] in the west and [[Kennedy (TTC)|Kennedy station]] in the east.<ref>{{cite journal |author=Filion, Pierre |year=200 |title=Balancing concentration and dispersion? Public policy and urban structure in Toronto |journal= Environment and Planning - Part C |volume=18 |issue=2 |pages=163–189 |publisher=Pion |doi=10.1068/c2m |accessdate=June 21, 2012 }}</ref>
For the first six months of operation, alternate trains forming the Bloor–Danforth subway service were routed along the new University Avenue line to Union Station. However, the manoeuvre made operation of both lines more difficult, and the practice was abandoned after the initial trial period.<ref name=filey111/>

⚫
In 1971, the Metro Council insisted that the zone fare system be removed to allow residents of the suburbs to travel anywhere with a single fare.<ref>{{cite web| title = Toronto at A Crossroads, and How It Got Here| publisher = The World Bank Group| last = Frisken| first = Frances | url = http://info.worldbank.org/etools/docs/library/115504/toronto99/assets/t-frisken-mod01.pdf | doi = | page=11 |accessdate = April 6, 2012}}</ref> Prior to this, stations west of Old Mill and east of Victoria Park were geographically part of the zone 2 [[Toronto Transit Commission fares#History of zone fares|fare zone]], but the subway used a flat fare system, so they were treated as being part of zone 1. This created problems when transferring from the subway to the buses, which were in different zones at the same location. The solution was a change in political thinking, where the subway was seen as a subsidized public service, instead of a utility which needed to balance its books.<ref>{{cite web |url=http://transit.toronto.on.ca/spare/0021.shtml |title=A history of fares on the TTC |publisher=Transit Toronto |date=April 21, 2012}}</ref>

On October 15, 1976 there was an [[arson]] fire on a subway train at [[Christie (TTC)|Christie station]]. It destroyed four subway cars as well as wall tiles and resulted in a section of the subway being closed for a few days.<ref name=Christie/> On September 19, 2007 the station modernization program was started.<ref name=modern>{{cite web |url=http://m.ttc.ca/About_the_TTC/Commission_reports_and_information/Commission_meetings/2007/Sept_19_2007/Other/Station_Modernizatio.jsp |title=Station Modernization Program Funding Status|publisher=Toronto Transit Commission |date=September 19, 2007|accessdate=August 1, 2012}}</ref> This program would result in making the subway system more [[Accessability|accessable]]<ref name=pape/>, add new bus and streetcar platforms<ref name=Broadview/>, and improve the connections to regional buses and [[GO Transit|GO trains]].<ref>{{cite web |url=http://www.urbantoronto.ca/news/2010/08/kipling-subway-stations-east-entrance-its-way|title=Kipling Subway Station's East Entrance On Its Way |first=Craig|last=White|date=August 5, 2010 |work= |publisher=urbantoronto.ca |accessdate=August 1, 2012}}</ref>


== Stations ==
== Stations ==
{{Further|List of Toronto subway and RT stations}}
{{Further|List of Toronto subway and RT stations}}
The [[Kipling (TTC)|western terminus]] of the Bloor–Danforth line is located near [[Kipling Avenue]] and Bloor Street West. After going east for {{convert|12|km|mi}}, it meets the [[Yonge–University–Spadina line|University-Spadina line]] at both [[Spadina (TTC)|Spadina]] and [[St. George (TTC)|St. George]] stations. It also meets the [[Yonge–University–Spadina line|Yonge Street line]] at [[Bloor-Yonge (TTC)|Yonge]] station. The route's eastern terminus is located at [[Kennedy (TTC)|Kennedy station]] which is also the southern terminus of the [[Scarborough RT]].<ref>{{cite web| title =Subway/RT Map| publisher = Toronto Transit Commission|url = http://www.ttc.ca/Subway/interactivemap.jsp| doi = | accessdate = July 31, 2012}}</ref>
The [[Kipling (TTC)|western terminus]] of the Bloor–Danforth line is located near [[Kipling Avenue]] and Bloor Street West. After going east for {{convert|12|km|mi}}, it meets the [[Yonge–University–Spadina line|University-Spadina line]] at both [[Spadina (TTC)|Spadina]] and [[St. George (TTC)|St. George]] stations. It also meets the [[Yonge–University–Spadina line|Yonge Street line]] at [[Bloor-Yonge (TTC)|Yonge]] station. The route's eastern terminus is located at [[Kennedy (TTC)|Kennedy station]] which is also the southern terminus of the [[Scarborough RT]].<ref>{{cite web| title =Subway/RT Map| publisher = Toronto Transit Commission|url = http://www.ttc.ca/Subway/interactivemap.jsp| doi = | accessdate = July 31, 2012}}</ref> The line does not run under Bloor Street or Danforth Avenue, except at the [[Prince Edward Viaduct]]; otherwise it is offset to the north. In some areas, it runs under parks and parking lots behind the businesses on the north side of the street, while other sections run under side streets.<ref>{{cite map |publisher=North York : Metro Corporate and Human Resources |title=Transit stations, Metropolitan Toronto [cartographic material] / Metro Corporate and Human Resources |year=April 1996 |cartography= |scale=1:62,500|accessdate=07 31, 2012}}</ref>

Most of the line is underground and built using the [[cut-and-cover]] method, with some sections built using a tunnel boring machine. Other parts of the line are above ground in grade separated rail corridors. The line does not run under Bloor Street or Danforth Avenue, except at the [[Prince Edward Viaduct]]; otherwise it is offset to the north. In some areas, it runs under parks and parking lots behind the businesses on the north side of the street, while other sections run under side streets.<ref>{{cite map |publisher=North York : Metro Corporate and Human Resources |title=Transit stations, Metropolitan Toronto [cartographic material] / Metro Corporate and Human Resources |year=April 1996 |cartography= |scale=1:62,500|accessdate=07 31, 2012}}</ref>


The 300 Bloor–Danforth bus provides late-night service to the area around the stations when the subway is not in operation. This service operates frequently along Bloor Street and Danforth Avenue between East/West Mall and Warden. Service is provided east of Warden and Danforth via the 302 Danforth Rd-McCowan bus. On Sundays, these routes operate through the early morning hours, because the subway starts at 9:00 a.m. instead of the usual 6:00 a.m.<ref name=night>{{cite web| title =Blue Night Network Map| publisher = Toronto Transit Commission|url = http://www3.ttc.ca/images/fixedImages/TTC-bluenight.pdf| doi = | accessdate = July 31, 2012}}</ref>
The 300 Bloor–Danforth bus provides late-night service to the area around the stations when the subway is not in operation. This service operates frequently along Bloor Street and Danforth Avenue between East/West Mall and Warden. Service is provided east of Warden and Danforth via the 302 Danforth Rd-McCowan bus. On Sundays, these routes operate through the early morning hours, because the subway starts at 9:00 a.m. instead of the usual 6:00 a.m.<ref name=night>{{cite web| title =Blue Night Network Map| publisher = Toronto Transit Commission|url = http://www3.ttc.ca/images/fixedImages/TTC-bluenight.pdf| doi = | accessdate = July 31, 2012}}</ref>
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The subway stations of the Bloor-Danforth line follow a two colour background and trim theme and use the unique [[Toronto Subway Font]] on the stations' walls.<ref>{{cite web |url= http://transit.toronto.on.ca/archives/data/200503251440.shtml |last= LeBlanc| first=Dave|title='Subway Chic' Inspires Graphic Designers|publisher=The Globe and Mail|date=March 25, 2005 |accessdate=April 5, 2012}}</ref> The tiling theme was influenced by the [[Broad Street Subway]] in [[Philadelphia]] and used a cycle that was similar to the design used on the Yonge subway.<ref>{{cite web|last=Brader |first= Mark|url= http://transit.toronto.on.ca/subway/5009.shtml|title=An Essay on Original Subway Station Design|publisher=Transit Toronto |date=January 10, 2008|accessdate= July 28, 2012}}</ref> This design consists of two colours for the tiles, one for main wall tiles and another for trim tiles near the ceiling of the stations. The station names on the main wall tiles use the colour of the trim tiles and vice versa, except that some of the station names of the trim tiles are white instead of the main wall tile colour for readability.<ref name = design/>
The subway stations of the Bloor-Danforth line follow a two colour background and trim theme and use the unique [[Toronto Subway Font]] on the stations' walls.<ref>{{cite web |url= http://transit.toronto.on.ca/archives/data/200503251440.shtml |last= LeBlanc| first=Dave|title='Subway Chic' Inspires Graphic Designers|publisher=The Globe and Mail|date=March 25, 2005 |accessdate=April 5, 2012}}</ref> The tiling theme was influenced by the [[Broad Street Subway]] in [[Philadelphia]] and used a cycle that was similar to the design used on the Yonge subway.<ref>{{cite web|last=Brader |first= Mark|url= http://transit.toronto.on.ca/subway/5009.shtml|title=An Essay on Original Subway Station Design|publisher=Transit Toronto |date=January 10, 2008|accessdate= July 28, 2012}}</ref> This design consists of two colours for the tiles, one for main wall tiles and another for trim tiles near the ceiling of the stations. The station names on the main wall tiles use the colour of the trim tiles and vice versa, except that some of the station names of the trim tiles are white instead of the main wall tile colour for readability.<ref name = design/>


This pattern is based on a design similar to the stations along the University line which follow a regular pattern with some small variances which are the results of multiple events.<ref name = design/> One of these tiling variances is located at [[Christie (TTC)|Christie station]], where some of the original tiles were replaced in 1976 following an arson attack. The replacement trim tiles were differently-coloured due to the lack of extra green trim tiles.<ref>{{cite web|last=Erret |first=Joshua |url=http://torontoist.com/2005/11/at_christie_its/ |title=At Christie, It’s Two-Parts Escalator and One-Part Stairs |publisher=Torontoist |date=November 16, 2005 |accessdate= April 5, 2012 }}</ref>
This pattern is based on a design similar to the stations along the University line which follow a regular pattern with some small variances which are the results of multiple events.<ref name = design/> One of these tiling variances is located at [[Christie (TTC)|Christie station]], where some of the original tiles were replaced in 1976 following an arson attack. The replacement trim tiles were differently-coloured due to the lack of extra green trim tiles.<ref name=Christie>{{cite web|last=Erret |first=Joshua |url=http://torontoist.com/2005/11/at_christie_its/ |title=At Christie, It’s Two-Parts Escalator and One-Part Stairs |publisher=Torontoist |date=November 16, 2005 |accessdate= April 5, 2012 }}</ref>


Other variations to the pattern can be observed at Islington and Warden stations which both have a tricolour design. The current terminus stations of Kipling and Kennedy stations resemble the second version of [[Union (TTC)|Union subway station]]. For a short time after opening, Kipling and Kennedy stations were the only Bloor–Danforth line stations not to use the Toronto Subway Font.<ref name = design>{{cite web|last=Blackett |first= Matthew|url= http://spacingtoronto.ca/2008/03/25/ride-the-rainbow-of-bloor-danforth/ |title=Ride the Rainbow of the Bloor-Danforth |publisher=Spacing Toronto |date=March 25, 2008 |accessdate= April 5, 2012}}</ref>
Other variations to the pattern can be observed at Islington and Warden stations which both have a tricolour design. The current terminus stations of Kipling and Kennedy stations resemble the second version of [[Union (TTC)|Union subway station]]. For a short time after opening, Kipling and Kennedy stations were the only Bloor–Danforth line stations not to use the Toronto Subway Font.<ref name = design>{{cite web|last=Blackett |first= Matthew|url= http://spacingtoronto.ca/2008/03/25/ride-the-rainbow-of-bloor-danforth/ |title=Ride the Rainbow of the Bloor-Danforth |publisher=Spacing Toronto |date=March 25, 2008 |accessdate= April 5, 2012}}</ref>


====Station Modernization Program====
====Station Modernization Program====
As the stations on the line begin to show signs of aging the TTC has embarked on a "Station Modernization Program" aimed at improving accessibility and appearances at several subway stations. These modernizations include new and updated wall finishes, signage, lighting and public art, as well as the installation of elevators for accessibility needs. [[Pape (TTC)|Pape]] and [[Dufferin (TTC)|Dufferin]] stations are the first slated for modernization under this project, and [[Victoria Park (TTC)|Victoria Park]] and [[Islington (TTC)|Islington]] stations are also being modernized under larger capital projects aimed at greater accessibility and reconstruction of bus loading platforms.<ref>{{cite web|url=http://www3.ttc.ca/Service_Advisories/Construction/Pape_Station.jsp |title=Service Advisories - Pape Station |publisher=Toronto Transit Commission |date= |accessdate=2012-02-19}}</ref><ref>{{cite web|url=http://www3.ttc.ca/Service_Advisories/Construction/Dufferin_Station_Modernization.jsp |title=Service Advisories - Dufferin Station Modernization |publisher=Toronto Transit Commission |date= |accessdate=February 19, 2012}}</ref>
As the stations on the line begin to show signs of aging the TTC has embarked on a "Station Modernization Program" aimed at improving accessibility and appearances at several subway stations. These modernizations include new and updated wall finishes, signage, lighting and public art, as well as the installation of elevators for accessibility needs. [[Pape (TTC)|Pape]] and [[Dufferin (TTC)|Dufferin]] stations are the first slated for modernization under this project, and [[Victoria Park (TTC)|Victoria Park]] and [[Islington (TTC)|Islington]] stations are also being modernized under larger capital projects aimed at greater accessibility and reconstruction of bus loading platforms.<ref name=pape>{{cite web|url=http://www3.ttc.ca/Service_Advisories/Construction/Pape_Station.jsp |title=Service Advisories - Pape Station |publisher=Toronto Transit Commission |date= |accessdate=2012-02-19}}</ref><ref>{{cite web|url=http://www3.ttc.ca/Service_Advisories/Construction/Dufferin_Station_Modernization.jsp |title=Service Advisories - Dufferin Station Modernization |publisher=Toronto Transit Commission |date= |accessdate=February 19, 2012}}</ref>

====Secondary exit program====
The second exit program was created after a fire safety audit revealed several at-risk stations with only one means of access and egress from the subway platform level to the street.<ref>{{cite web |url= http://www.toronto.ca/legdocs/mmis/2010/gm/bgrd/backgroundfile-32726.pdf |title= Real Estate Acquisitions – TTC Woodbine Station –Easier Access and Second Exit Program |date= July 28, 2010 |publisher= City of Toronto |accessdate=June 21, 2012}}</ref> Some stations with only one entrance/exit are slated to receive a second means of access/egress during major overhauls such as the station modernization programs at [[Pape (TTC)|Pape]]<ref>{{cite web |url=http://www.ttc.ca/Service_Advisories/Construction/Pape_Station.jsp |title=Pape Station Modernization Project |publisher=Toronto Transit Commission |accessdate=June 25, 2012}}</ref> and [[Dufferin (TTC)|Dufferin]] stations.<ref>{{cite web |url=http://www.ttc.ca/Service_Advisories/Construction/Dufferin_Station_Modernization.jsp |title=Dufferin Station Modernization Project |publisher=Toronto Transit Commission |year=2010 |accessdate=June 25, 2012}}</ref>


Other stations such as [[Donlands (TTC)|Donlands]] and [[Greenwood (TTC)|Greenwood]] are scheduled to receive secondary exits for egress only. Due to the potential for land expropriation and construction of the exit structures in residential neighbourhoods, this portion of the program has become controversial, as some houses need to be removed to accommodate these secondary exits.<ref>{{cite news| url=http://www.thestar.com/news/gta/ttc/article/830325--residents-protest-demolishing-homes-for-subway-exits | location=Toronto | work=The Star | first=Carola | last=Vyhnak | title=Residents protest demolishing homes for subway exits | date=June 29, 2010}}</ref> However, plans to add a second exit for Donlands, Greenwood, and [[Woodbine (TTC)|Woodbine]] stations have been deferred since late February 2011, due to lack of funding.<ref>{{cite news| url=http://www.thestar.com/news/article/945553--ttc-slams-door-on-second-exit-at-donlands-subway | location=Toronto | work=Toronto Star | first=John | last=Goddard | title=TTC slams door on second exit at Donlands subway | date=March 2, 2011|accessdate=June 19, 2012}}</ref>
The second exit program was included in station modernization projects after a fire safety audit revealed several at-risk stations with only one means of access and egress from the subway platform level to the street.<ref>{{cite web |url= http://www.toronto.ca/legdocs/mmis/2010/gm/bgrd/backgroundfile-32726.pdf |title= Real Estate Acquisitions – TTC Woodbine Station –Easier Access and Second Exit Program |date= July 28, 2010 |publisher= City of Toronto |accessdate=June 21, 2012}}</ref> Some stations with only one entrance/exit are slated to receive a second means of access/egress during major overhauls at stations such as [[Pape (TTC)|Pape]]<ref>{{cite web |url=http://www.ttc.ca/Service_Advisories/Construction/Pape_Station.jsp |title=Pape Station Modernization Project |publisher=Toronto Transit Commission |accessdate=June 25, 2012}}</ref> and [[Dufferin (TTC)|Dufferin]].<ref>{{cite web |url=http://www.ttc.ca/Service_Advisories/Construction/Dufferin_Station_Modernization.jsp |title=Dufferin Station Modernization Project |publisher=Toronto Transit Commission |year=2010 |accessdate=June 25, 2012}}</ref> Other stations such as [[Donlands (TTC)|Donlands]] and [[Greenwood (TTC)|Greenwood]] are scheduled to receive second exits for egress only. Due to the potential for land expropriation and construction of the exit structures in residential neighbourhoods, this portion of the program has become controversial, as some houses need to be removed to accommodate these secondary exits.<ref>{{cite news| url=http://www.thestar.com/news/gta/ttc/article/830325--residents-protest-demolishing-homes-for-subway-exits | location=Toronto | work=The Star | first=Carola | last=Vyhnak | title=Residents protest demolishing homes for subway exits | date=June 29, 2010}}</ref> However, plans to add a second exit for Donlands, Greenwood, and [[Woodbine (TTC)|Woodbine]] stations have been deferred since late February 2011, due to lack of funding.<ref>{{cite news| url=http://www.thestar.com/news/article/945553--ttc-slams-door-on-second-exit-at-donlands-subway | location=Toronto | work=Toronto Star | first=John | last=Goddard | title=TTC slams door on second exit at Donlands subway | date=March 2, 2011|accessdate=June 19, 2012}}</ref>


Construction of a second access route at [[Broadview (TTC)|Broadview]] station was completed in 2007. This work provided direct access to bus platforms and a new streetcar platform, improving traffic control within the station.<ref>{{cite web |url=http://stevemunro.ca/?p=606 |title= Broadview Station: The End Is Nigh? |last= Munro| first = Steve |date= December 18, 2007 |accessdate=June 19, 2012}}</ref>
Construction of a second access route at [[Broadview (TTC)|Broadview]] station was completed in 2007. This work provided direct access to bus platforms and a new streetcar platform, improving traffic control within the station.<ref name=Broadview>{{cite web |url=http://stevemunro.ca/?p=606 |title= Broadview Station: The End Is Nigh? |last= Munro| first = Steve |date= December 18, 2007 |accessdate=June 19, 2012}}</ref>


==Fare collection==
==Fare collection==
The Bloor–Danforth line accepts and sells all types of fare media at each of the collector booths in the subway stations. In addition to this [[token coin|tokens]] and passes are also sold from terminals which can be used at collector booths or be used to operate the automatic entrances.<ref>{{cite web |url=http://www3.ttc.ca/Fares_and_passes/Prices/Buying_tickets_tokens_and_passes.jsp |title= Buying Tickets, Tokens and Passes |publisher=Toronto Transit Commission |accessdate=July 6, 2012}}</ref> In addition to this the [[Presto card]] can to used to buy a fare at a select amount of stations,<ref>{{cite web |url=http://www3.ttc.ca/Fares_and_passes/Fare_information/Presto_Fare_System/index.jsp|title= TTC PRESTO Fare System |publisher=Toronto Transit Commission |accessdate=July 6, 2012}}</ref> while [[debit card|debit machines]] are being added to make it easier to purchase passes.<ref>{{cite web|last=Kretzel|first=Lasia |date=July 5, 2012|url=http://news.nationalpost.com/2012/07/05/ttc-set-to-spend-570k-to-put-debit-machines-in-collector-booths/|title=TTC set to spend $570K to put debit machines in collector booths |publisher=The National Post |accessdate=July 6, 2012}}</ref>
The Bloor–Danforth line accepts and sells all types of fares at each of the collector booths in the subway stations. In addition to this [[token coin|tokens]] and passes are also sold from terminals which can be used at collector booths or be used to operate the automatic entrances.<ref>{{cite web |url=http://www3.ttc.ca/Fares_and_passes/Prices/Buying_tickets_tokens_and_passes.jsp |title= Buying Tickets, Tokens and Passes |publisher=Toronto Transit Commission |accessdate=July 6, 2012}}</ref> In addition to this the [[Presto card]] can to used to buy a fare at a select amount of stations,<ref>{{cite web |url=http://www3.ttc.ca/Fares_and_passes/Fare_information/Presto_Fare_System/index.jsp|title= TTC PRESTO Fare System |publisher=Toronto Transit Commission |accessdate=July 6, 2012}}</ref> while [[debit card|debit machines]] are being added to make it easier to purchase passes.<ref>{{cite web|last=Kretzel|first=Lasia |date=July 5, 2012|url=http://news.nationalpost.com/2012/07/05/ttc-set-to-spend-570k-to-put-debit-machines-in-collector-booths/|title=TTC set to spend $570K to put debit machines in collector booths |publisher=The National Post |accessdate=July 6, 2012}}</ref>


All stations except [[Chester (TTC)|Chester]] connect to surface [[Toronto Transit Commission buses|TTC bus]] and/or [[Toronto streetcar system|streetcar routes]] during regular operating hours. Such connections involve a transfer, which is a free supplementary ticket, obtained at the point of entering the transit system, allowing the rider to transfer to another route,<ref>{{cite web |url=http://www3.ttc.ca/Fares_and_passes/Fare_information/Transfers/index.jsp |title=Transfers |publisher=Toronto Transit Commission |accessdate=June 25, 2012}}</ref> or a [[Toronto Transit Commission fares#Transfers|fare-paid terminal]], which is an area within an interchange only accessible to holders of valid tickets or tokens.
All stations except [[Chester (TTC)|Chester]] connect to surface [[Toronto Transit Commission buses|TTC bus]] and/or [[Toronto streetcar system|streetcar routes]] during regular operating hours. Such connections involve a transfer, which is a free supplementary ticket, obtained at the point of entering the transit system, allowing the rider to transfer to another route,<ref>{{cite web |url=http://www3.ttc.ca/Fares_and_passes/Fare_information/Transfers/index.jsp |title=Transfers |publisher=Toronto Transit Commission |accessdate=June 25, 2012}}</ref> or a [[Toronto Transit Commission fares#Transfers|fare-paid terminal]], which is an area within an interchange only accessible to holders of valid tickets or tokens. <ref>{{cite web |urlhttp://www3.ttc.ca/WheelTrans/Paying_the_Fare/index.jsp|title=Paying the Fare |publisher=Toronto Transit Commission |accessdate=August 1, 2012}}</ref>


== Rolling stock ==
== Rolling stock ==

Revision as of 19:11, 1 August 2012

Bloor-Danforth Line
A view of the main entrance at Bathurst station
Overview
OwnerToronto Transit Commission
LocaleToronto, Ontario
Termini
Stations31
Service
TypeRapid transit
SystemToronto subway and RT
Operator(s)Toronto Transit Commission
Depot(s)Greenwood Subway Yard
Rolling stockT1, H6
History
OpenedFebruary 25, 1966
Technical
Line length26.2 km (16.3 mi)
Track gauge58.875
Route map
Line 2 Bloor–Danforth
Legend
Kipling
Islington
Mimico Creek
Royal York
Old Mill
Humber River
 Jane
Runnymede
High Park
Keele
Keele Yard
 Dundas West
 504   505 
Bloor GO/UP
Barrie line
 Lansdowne
Dufferin
Ossington
Christie
Bathurst
 511 
 Spadina
 510 
St. George
Bay
Bloor–Yonge
Sherbourne
Rosedale Ravine
 Castle Frank
Prince Edward Viaduct
Richmond Hill line
Don River
Don Valley Parkway
 Broadview
 504   505 
 Chester
Pape
Donlands
Greenwood Yard
 Greenwood
Coxwell
Woodbine
Main Street
 506 
 Victoria Park
Warden maintenance track
 Warden
Line 5 Eglinton
 Kennedy (GO)
Lawrence East
Scarborough Centre
Ontario 401 crown.svg Highway 401
 McCowan/Sheppard

The Bloor–Danforth Line (officially Route 2 Bloor–Danforth Subway)[2] is a rapid transit line of the Toronto subway and RT, operated by the Toronto Transit Commission. It has 31 stations and is 26.2 kilometres (16.3 mi) in length. It opened on February 25, 1966, and extensions at both ends were completed in 1968 and again in 1980. It is also numbered as Route 2 (formerly route 601),[3] but its route number is used primarily for internal purposes and is rarely shown on public maps or signs.

The most traveled part of the line is located in Toronto's midtown area known as Yorkville.[4] In this area the subway also connects to the Yonge-University-Spadina line at St.George and Yonge stations. Towards the east the line runs parallel to Danforth Avenue serving areas such as Greektown as well as the East Danforth, it then continues further to the east to its eastern terminus in Scarborough where it connects to the Scarborough RT. To the west, the line continues along Bloor street serving many communities such as The Annex, Bloor West Village, and the area surrounding the line's western terminus located in Etobicoke.

The line runs primarily a few metres north of Bloor Street from its western terminus at Kipling Avenue to the Prince Edward Viaduct east of Castle Frank Road, after which the street continues as Danforth Avenue. Just east of Main Street, the line begins to deviate north from Danforth Road and runs grade-separated until its eastern terminus, slightly east of Kennedy Road on Eglinton Avenue. When the subway line is not in operation during the night due to maintained, multiple blue network bus routes serve the route.[5]

History

Pre-Subway era

The construction of the Prince Edward Viaduct, and the lower deck which now carries the Bloor-Danforth line

The earliest mention of rapid transit along this route was in a 1910 report that was prepared by an American firm of transit consultants. In this report it was suggested that the Prince Edward Viaduct, which spans the Don River Valley, be built to have a lower deck for a future subway.[6] This report was commissioned by a special commission which included city controller Horatio Clarence Hocken as well as Joseph Oliver who was the mayor of Toronto.[7] The lower deck was built, but the first plan for a line to use it was not made until June 15, 1933, when the Toronto Transit Commission (TTC) published a report, suggesting construction of a subway and an expressway broadly following Bloor Street and Danforth Avenue. The estimated cost of the project was $120 million, but the plan was not implemented. Plans for a somewhat longer route, running east to west from Victoria Park Avenue to the Humber River were proposed by the Toronto Planning Board in December 1943, although the report did not include costings.

Before the subway was built, the TTC operated streetcars along the route between Jane Street and Luttrell Avenue. This was done using using paired PCC streetcars or multiple units (MUs) from 1950 to the opening of the subway line in 1966.[4] As the Prince Edward Viaduct made it easier to build a subway across the Don Valley the Toronto Transit Commission felt that it was necessary to build the subway through this corridor. In addition to this the streetcar that ran along the route was filled with passengers traveling from East York and Scarborough. To provide relief to this streetcar line and to make it easier to expand into the suburbs, the line was built under Bloor street and Danforth Avenue. [8]

Subway Construction

During the fall of 1911 the City of Toronto put out a tender for the construction of concrete tubes to carry a subway. However, when the cost of the subway was put to a referendum, the construction of the subway tunnels were rejected.[7] During the period after World War II rapid development created the need for an increased amount of public transit. On January 1, 1946 another referendum on subway construction was held and then passed leading to the construction of a subway along Yonge Street.[9] The opening of the Yonge subway in 1954 resulted in another plan by the TTC for a Bloor–Danforth line, this time without an expressway, costing $146 million. The line was approved, but was not built.[10]

In the 1950s, there was a large debate over where the second Toronto subway line would run as it would affect how bus routes in Toronto's suburbs would operate.[11] There were two major plans. While both shared the same route at the outer ends, the TTC favoured a route which continued eastwards from Christie station to Pape station. Its plan was championed by the TTC chairman, Allan Lamport, and included an extension of the Yonge line from Union Station northwards to meet the new line at St George station. The other plan, which was proposed by the city's planning department, and endorsed by Fred Gardiner, the department's chairman, had a large "U"-shaped diversion in the centre. From Christie, it ran south to Queen Street West, and after following Queen Street eastwards to Pape Street, turned north to rejoin the east-west route at Pape station.[12]

Greenwood Avenue Fill, the area which would eventually become the Greenwood subway yard

In 1956, Toronto's mid-town area was starting to experience growth.[4] Out of the fear that it would put multiple projects in jeopardy, there was a public debate between the chairmen of the opposing schemes and the municipalities that made up Metropolitan Toronto. Despite this the extension of the Yonge line along University Avenue, and the east-west Bloor–Danforth line extension which were both authorized on on September 5, 1958[10] by the Ontario Municipal Board which works by making a compromise between all the involved communities. [13]

Despite these concerns, the project went ahead, with the University line opening in 1963, and the original Bloor–Danforth Line opening on February 26, 1966. Nine men died during its construction. Most of the line is underground and built using the cut-and-cover method, with some sections built using a tunnel boring machine. Other parts of the line are above ground in grade separated rail corridors. It was 12.9 kilometres (8.0 mi) long,[10] and ran alongside Bloor Street and Danforth Avenue from Keele station in the west to Woodbine station in the east.[14]

Once the line started full operation, construction of extensions to the Bloor–Danforth Line in both directions had started, and these opened simultaneously on May 11, 1968, to Islington Station in the west and Warden Station in the east.[15] On November 21, 1980, the line once again extended to the current terminal stations of Kipling station in the west and Kennedy station in the east.[16]

Subway Operations

For the first six months of operation, alternate trains forming the Bloor–Danforth subway service were routed along the new University Avenue line to Union Station. However, the manoeuvre made operation of both lines more difficult, and the practice was abandoned after the initial trial period.[10]

In 1971, the Metro Council insisted that the zone fare system be removed to allow residents of the suburbs to travel anywhere with a single fare.[17] Prior to this, stations west of Old Mill and east of Victoria Park were geographically part of the zone 2 fare zone, but the subway used a flat fare system, so they were treated as being part of zone 1. This created problems when transferring from the subway to the buses, which were in different zones at the same location. The solution was a change in political thinking, where the subway was seen as a subsidized public service, instead of a utility which needed to balance its books.[18]

On October 15, 1976 there was an arson fire on a subway train at Christie station. It destroyed four subway cars as well as wall tiles and resulted in a section of the subway being closed for a few days.[19] On September 19, 2007 the station modernization program was started.[20] This program would result in making the subway system more accessable[21], add new bus and streetcar platforms[22], and improve the connections to regional buses and GO trains.[23]

Stations

Further information: List of Toronto subway and RT stations

The western terminus of the Bloor–Danforth line is located near Kipling Avenue and Bloor Street West. After going east for 12 kilometres (7.5 mi), it meets the University-Spadina line at both Spadina and St. George stations. It also meets the Yonge Street line at Yonge station. The route's eastern terminus is located at Kennedy station which is also the southern terminus of the Scarborough RT.[24] The line does not run under Bloor Street or Danforth Avenue, except at the Prince Edward Viaduct; otherwise it is offset to the north. In some areas, it runs under parks and parking lots behind the businesses on the north side of the street, while other sections run under side streets.[25]

The 300 Bloor–Danforth bus provides late-night service to the area around the stations when the subway is not in operation. This service operates frequently along Bloor Street and Danforth Avenue between East/West Mall and Warden. Service is provided east of Warden and Danforth via the 302 Danforth Rd-McCowan bus. On Sundays, these routes operate through the early morning hours, because the subway starts at 9:00 a.m. instead of the usual 6:00 a.m.[5]

Different colour trim tiles are visible on both sides of the exit stairway at Christie station

Designs

The subway stations of the Bloor-Danforth line follow a two colour background and trim theme and use the unique Toronto Subway Font on the stations' walls.[26] The tiling theme was influenced by the Broad Street Subway in Philadelphia and used a cycle that was similar to the design used on the Yonge subway.[27] This design consists of two colours for the tiles, one for main wall tiles and another for trim tiles near the ceiling of the stations. The station names on the main wall tiles use the colour of the trim tiles and vice versa, except that some of the station names of the trim tiles are white instead of the main wall tile colour for readability.[28]

This pattern is based on a design similar to the stations along the University line which follow a regular pattern with some small variances which are the results of multiple events.[28] One of these tiling variances is located at Christie station, where some of the original tiles were replaced in 1976 following an arson attack. The replacement trim tiles were differently-coloured due to the lack of extra green trim tiles.[19]

Other variations to the pattern can be observed at Islington and Warden stations which both have a tricolour design. The current terminus stations of Kipling and Kennedy stations resemble the second version of Union subway station. For a short time after opening, Kipling and Kennedy stations were the only Bloor–Danforth line stations not to use the Toronto Subway Font.[28]

Station Modernization Program

As the stations on the line begin to show signs of aging the TTC has embarked on a "Station Modernization Program" aimed at improving accessibility and appearances at several subway stations. These modernizations include new and updated wall finishes, signage, lighting and public art, as well as the installation of elevators for accessibility needs. Pape and Dufferin stations are the first slated for modernization under this project, and Victoria Park and Islington stations are also being modernized under larger capital projects aimed at greater accessibility and reconstruction of bus loading platforms.[21][29]

The second exit program was included in station modernization projects after a fire safety audit revealed several at-risk stations with only one means of access and egress from the subway platform level to the street.[30] Some stations with only one entrance/exit are slated to receive a second means of access/egress during major overhauls at stations such as Pape[31] and Dufferin.[32] Other stations such as Donlands and Greenwood are scheduled to receive second exits for egress only. Due to the potential for land expropriation and construction of the exit structures in residential neighbourhoods, this portion of the program has become controversial, as some houses need to be removed to accommodate these secondary exits.[33] However, plans to add a second exit for Donlands, Greenwood, and Woodbine stations have been deferred since late February 2011, due to lack of funding.[34]

Construction of a second access route at Broadview station was completed in 2007. This work provided direct access to bus platforms and a new streetcar platform, improving traffic control within the station.[22]

Fare collection

The Bloor–Danforth line accepts and sells all types of fares at each of the collector booths in the subway stations. In addition to this tokens and passes are also sold from terminals which can be used at collector booths or be used to operate the automatic entrances.[35] In addition to this the Presto card can to used to buy a fare at a select amount of stations,[36] while debit machines are being added to make it easier to purchase passes.[37]

All stations except Chester connect to surface TTC bus and/or streetcar routes during regular operating hours. Such connections involve a transfer, which is a free supplementary ticket, obtained at the point of entering the transit system, allowing the rider to transfer to another route,[38] or a fare-paid terminal, which is an area within an interchange only accessible to holders of valid tickets or tokens. [39]

Rolling stock

A M-1 series subway train, one of the first trains to operate on the Bloor Danforth line

The first trains to operate along the Bloor–Danforth line were M-series subway trains which were among the first subway trains to be manufactured in Canada.[40] At the time of construction, these subway cars were the longest in the world.[41] As a result of camshaft propulsion controls,[42] the increased speed provided by the M-series trains and the H-series trains allowed the Bloor–Danforth line to operate efficiently between Islington and Warden without the need for a larger subway fleet. As a result the G-series subway trains confined to the Yonge line. In the 1980s as the H-series trains took over, the M-series trains were only used during rush hour as the trains were linked to be made up of vehicles of a single class.[40] With the introduction of the T-series subway trains the M-series trains were gradually retired from service.[43]

Due to the opening of the Bloor–Danforth line and the additional service that was required, a new set of trains were purchased from the Hawker-Siddley group. These new trains which were a part of the H-series were similar to the M-series trains with newer features such as electrically-operated doors.[44] With the introduction of the T-series subway trains, the H-1 and H-2 subway trains were retired while the remaining H-4 fleet was transferred to the Bloor–Danforth line.[45]

With the introduction of the Toronto Rocket subway trains more T-1 series trains will gradually move to the Bloor–Danforth line and will eventually be the only type of train to service the line.[46] The H-4 trains were gradually retired throughout the fall of 2011, on January 27, 2012 the last H-4 train was retired after doing a final run on the Bloor–Danforth line. At this time it was the oldest train operating in the TTC subway system and were the last models in the system that were non-air-conditioned and had large orange bench seating.[47] The older H-5 and H-6 subway trains were sold to the Lagos Metropolitan Area Transport Authority.[48]

Depot

The rolling stock of the Bloor-Danforth line is stored at the Greenwood Subway Yard which opened with the first segment of the subway line. Before this subway yard was built the land was occupied by a quarry and a garbage dump. Due to its location next to the CN rail tracks it was possible to get trains delivered directly to the subway.[49] Currently, the CN rail tracks will be converted to allow for the storage of more subway trains as the T-1 trains are moved from the Yonge-University-Spadina line to the Bloor-Danforth line.[50] In addition to providing storage for subway trains, the Greenwood yard is also used to maintain the Scarborough RT vehicles as the McCowan RT Yard is only equipped for vehicle storage.[49]

Before the opening of the Wilson Subway Yard, many excess train-sets were stored at the Vincent Subway Yard, which is located near Keele station. Although it did not have maintenance facilities there was still enough space for the storage and cleaning of subway trains. While it is not an active subway yard, it is still used to store subway work vehicles.[51]

Expansion plans

The following expansion plans were considered, but later shelved due to other transit improvements being favoured instead of subway extension along the Bloor–Danforth line.

Kipling to Mississauga

The TTC's Rapid Transit Expansion Study, published in 2001, identified three possible western extensions to the line. The first was a 3.2-kilometre (2.0 mi) link to Sherway Gardens, with a station added at East Mall at a later date. The second included an additional 1.4 kilometres (0.87 mi) from Sherway Gardens to Dixie Road, while a further section from Dixie Road to Mississauga City Centre, which included three stations, was considered but rejected due to cost and planning considerations.[52] This was replaced by a planned Dundas LRT run by MiWay going from Kipling to Hurontario Street, linking to the planned Hurontario LRT as part of the MoveOntario 2020 transit plan.[53]

Proposed Western Extension towards Mississauga
Proposed Stations[52]

Scarborough extension

Possible eastern extension which follows the alignment of the Scarborough RT.

In 1983, there was discussion of a rapid transit extension from Kennedy towards the Scarborough Town Centre. As multiple types of technologies were examined many politicians requested a subway extension instead of the then proposed streetcar line. Instead, an intermediate capacity transit system now known as the Scarborough RT was built.[54]

In 2005, Toronto politicians again proposed to extend the line northeastward as a replacement for the aging Scarborough RT. In 2006, this proposal was then altered when Scarborough councillors agreed to support plans to refurbish the existing RT and pursue other RT and LRT options for Scarborough. An independent Scarborough subway, connecting the civic centre with downtown Toronto, has yet to be examined.[55]

During his mayoralty campaign, Rob Ford proposed to replace the Scarborough RT with an extension of the Bloor–Danforth line.[56] However, on March 31, 2011, Ford agreed with the provincial government that the province's Metrolinx agency would replace the Scarborough RT with an elevated LRT as part of the Eglinton–Scarborough Crosstown line instead.[57] In June 2012, the idea of a Scarborough subway extension was a key part of Toronto's proposed OneCity transit plan. This plan was later rejected by the provincial government and Mayor Rob Ford.[58]

Proposed Stations

See also

References

  1. ^ "Subway ridership 2009-2010" (PDF). Toronto Transit Commission. Retrieved June 23, 2012.
  2. ^ "Subway/RT Information". Toronto Transit Commission. Retrieved February 19, 2012.
  3. ^ Toronto Transit Commission, Scheduled Service Summary, Board Period Commencing Sunday, July 21, 1991
  4. ^ a b c Dewees, D.N. (2004). "The effect of a subway on residential property values in Toronto". Journal of Urban Economics. 3 (4): 357–369. {{cite journal}}: |access-date= requires |url= (help)
  5. ^ a b "Blue Night Network Map" (PDF). Toronto Transit Commission. Retrieved July 31, 2012.
  6. ^ Osbaldeston, Mark (2008). Unbuilt Toronto: a history of the city that might have been. Dundurn Press. ISBN 1-55002-835-9. {{cite book}}: Cite has empty unknown parameter: |coauthors= (help)
  7. ^ a b "Early Subway Proposals". Transit Toronto. November 10, 2006. Retrieved July 31, 2012.
  8. ^ "A History of Subways on Bloor and Queen Streets". Transit Toronto. November 29, 2009. Retrieved August 1, 2012.
  9. ^ "A History of the Original Yonge Subway". Transit Toronto. April 21, 2012. Retrieved July 31, 2012.
  10. ^ a b c d Filey, Mike (1996). TTC Story: The First Seventy-Five Years. Dundurn Press. p. 111. ISBN 1-55002-244-X. {{cite book}}: Invalid |ref=harv (help)
  11. ^ Kaplan, Harold (1967). "The Toronto Transit Commission: A Case Study of the Structural-Functional Approach to Administrative Organizations". The Canadian Journal of Economics and Political Science. 33 (2). Blackwell Publishing: 171–189. Retrieved June 19, 2012.
  12. ^ Filey 1996, pp. 110–111
  13. ^ "Land Use Planning - Ontario Municipal Board". Ministry of Municipal Affairs and Housing. Retrieved July 31, 2012.
  14. ^ Filey 1996, p. 110
  15. ^ "The Abandoned Streetcar Shuttle Connection Passages". Transit Toronto. November 10, 2006. Retrieved May 10, 2008.
  16. ^ Filion, Pierre (200). "Balancing concentration and dispersion? Public policy and urban structure in Toronto". Environment and Planning - Part C. 18 (2). Pion: 163–189. doi:10.1068/c2m. {{cite journal}}: |access-date= requires |url= (help)
  17. ^ Frisken, Frances. "Toronto at A Crossroads, and How It Got Here" (PDF). The World Bank Group. p. 11. Retrieved April 6, 2012.
  18. ^ "A history of fares on the TTC". Transit Toronto. April 21, 2012.
  19. ^ a b Erret, Joshua (November 16, 2005). "At Christie, It's Two-Parts Escalator and One-Part Stairs". Torontoist. Retrieved April 5, 2012.
  20. ^ "Station Modernization Program Funding Status". Toronto Transit Commission. September 19, 2007. Retrieved August 1, 2012.
  21. ^ a b "Service Advisories - Pape Station". Toronto Transit Commission. Retrieved 2012-02-19.
  22. ^ a b Munro, Steve (December 18, 2007). "Broadview Station: The End Is Nigh?". Retrieved June 19, 2012.
  23. ^ White, Craig (August 5, 2010). "Kipling Subway Station's East Entrance On Its Way". urbantoronto.ca. Retrieved August 1, 2012.
  24. ^ "Subway/RT Map". Toronto Transit Commission. Retrieved July 31, 2012.
  25. ^ Transit stations, Metropolitan Toronto [cartographic material] / Metro Corporate and Human Resources (Map). 1:62,500. North York : Metro Corporate and Human Resources. April 1996. {{cite map}}: |access-date= requires |url= (help); Check date values in: |accessdate= (help)CS1 maint: year (link)
  26. ^ LeBlanc, Dave (March 25, 2005). "'Subway Chic' Inspires Graphic Designers". The Globe and Mail. Retrieved April 5, 2012.
  27. ^ Brader, Mark (January 10, 2008). "An Essay on Original Subway Station Design". Transit Toronto. Retrieved July 28, 2012.
  28. ^ a b c Blackett, Matthew (March 25, 2008). "Ride the Rainbow of the Bloor-Danforth". Spacing Toronto. Retrieved April 5, 2012.
  29. ^ "Service Advisories - Dufferin Station Modernization". Toronto Transit Commission. Retrieved February 19, 2012.
  30. ^ "Real Estate Acquisitions – TTC Woodbine Station –Easier Access and Second Exit Program" (PDF). City of Toronto. July 28, 2010. Retrieved June 21, 2012.
  31. ^ "Pape Station Modernization Project". Toronto Transit Commission. Retrieved June 25, 2012.
  32. ^ "Dufferin Station Modernization Project". Toronto Transit Commission. 2010. Retrieved June 25, 2012.
  33. ^ Vyhnak, Carola (June 29, 2010). "Residents protest demolishing homes for subway exits". The Star. Toronto.
  34. ^ Goddard, John (March 2, 2011). "TTC slams door on second exit at Donlands subway". Toronto Star. Toronto. Retrieved June 19, 2012.
  35. ^ "Buying Tickets, Tokens and Passes". Toronto Transit Commission. Retrieved July 6, 2012.
  36. ^ "TTC PRESTO Fare System". Toronto Transit Commission. Retrieved July 6, 2012.
  37. ^ Kretzel, Lasia (July 5, 2012). "TTC set to spend $570K to put debit machines in collector booths". The National Post. Retrieved July 6, 2012.
  38. ^ "Transfers". Toronto Transit Commission. Retrieved June 25, 2012.
  39. ^ "Paying the Fare". Toronto Transit Commission. {{cite web}}: |access-date= requires |url= (help); Missing or empty |url= (help); Text "urlhttp://www3.ttc.ca/WheelTrans/Paying_the_Fare/index.jsp" ignored (help)
  40. ^ a b "The Montreal Series (M-1) Cars (1963-1999)". Transit Toronto. February 16, 2011. Retrieved June 27, 2012.
  41. ^ "Toronto Transit Commission 5300-5301". Halton County Radial Railway. Retrieved June 27, 2012.
  42. ^ Muc, A.M. "Electromagnetic Fields Associated With Transportation Systems" (PDF). Radiation Health and Safety Consulting. Retrieved June 27, 2012.
  43. ^ "Montreal Series Retirement Charter - February 28, 1999". Transit Toronto. February 16, 2011. Retrieved June 27, 2012.
  44. ^ "The Camshaft Control Hawkers (Series H1, H2, H3 and H4)". Transit Toronto. June 16, 2012. Retrieved June 27, 2012.
  45. ^ "The T-1 (Toronto) Series Cars (1997-?)". Transit Toronto. March 4, 2012. Retrieved June 28, 2012.
  46. ^ Munro, Steve (January 26, 2012). "Goodbye to the H4 Trains". Retrieved June 28, 2012.
  47. ^ Tapper, Josh (January 27, 2012). "Long-running Subway car takes final journey". The Toronto Star. Retrieved June 28, 2012.
  48. ^ Kalinowski, Tess (September 6, 2011). "TTC subway cars bound for Nigeria". The Toronto Star. Retrieved June 28, 2012.
  49. ^ a b "The Greenwood Subway Yards". Transit Toronto. June 7, 2011. Retrieved July 24, 2012.
  50. ^ "Chief Executive Officer's Report (April 1 - April 28, 2012)" (PDF). Toronto Transit Commission. June 29, 2012. Retrieved July 24, 2012.
  51. ^ "The Vincent Subway Yards". Transit Toronto. November 10, 2006. Retrieved July 24, 2012.
  52. ^ a b Toronto Transit Commission (August 2001). "Rapid Transit Expansion Study" (PDF). pp. 8–9. Retrieved June 19, 2012. {{cite web}}: Invalid |ref=harv (help)
  53. ^ City of Missisauga (March 14, 2012). "Hurontario-Main LRT Project" (PDF). Retrieved July 31, 2012. {{cite web}}: Invalid |ref=harv (help)
  54. ^ Filey 1996, p. 137
  55. ^ York University (August 29, 2006). "Three 'model schools' reimagine their role with York's help". YFile. Retrieved June 19, 2012.
  56. ^ "Rob Ford: 'Transit City is over'". CBC News. December 1, 2010.
  57. ^ "Ontario And Toronto Moving Forward On Public Transit". Ontario Newsroom. March 31, 2011.
  58. ^ "Toronto's OneCity transit plan rejected by province". CBC News. June 29, 2012. Retrieved July 7, 2012.
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