View source for Line 1 Yonge–University

{{Short description|Rapid transit line in the Greater Toronto Area, Ontario}}
{{Use Canadian English|date=April 2024}}
{{Use mdy dates|date=July 2024}}
{{Infobox rail line
| color                           = {{rcr|Toronto Transit Commission|1}}
| name                            = Line 1 Yonge–University
| logo                            = TTC - Line 1 - Yonge-University-Spadina line.svg
| logo_width                      = 35px
| image                           = Union Station TTC November 2021.jpg
| image_width                     = 275px
| caption                         = Northbound to [[Finch station|Finch]] platform at [[Union station (TTC)|Union]] in 2021
| type                            = [[Rapid transit]]
| system                          = [[Toronto subway]]
| status                          = Operational
| locale                          = {{plainlist|
* [[Toronto]], Ontario
* [[Vaughan]], Ontario
}}
| start                           = {{stl|TTC|Finch}}
| end                             = {{stn|Vaughan Metropolitan Centre}}
| stations                        = 38<ref name="Subway Ridership">{{cite web |url=http://www.ttc.ca/PDF/Transit_Planning/Subway%20ridership%20-%202018.pdf |title=Toronto Transit Commission Subway ridership, 2018 |publisher=Toronto Transit Commission |access-date=February 5, 2019 |archive-date=January 26, 2019 |archive-url=https://web.archive.org/web/20190126084925/http://www.ttc.ca/PDF/Transit_Planning/Subway%20ridership%20-%202018.pdf |url-status=live}}</ref>
| routes                          = 
| daily_ridership                 = 625,467 (2023–2024 weekday {{abbr|avg|average}})<ref name="Toronto subway ridership, 2023-2024">{{cite web |url=https://cdn.ttc.ca/-/media/Project/TTC/DevProto/Documents/Home/Transparency-and-accountability/Subway-Ridership-20232024.pdf?rev=4424b4bf53e443bd85031beab56649b7|title=Subway ridership, 2023–2024|publisher=Toronto Transit Commission|access-date=1 June 2025}}</ref>
| open                            = {{start date and age|1954|03|30}}
| website                         = {{TTC route page}}
| close                           = 
| owner                           = [[Toronto Transit Commission]]
| operator                        = Toronto Transit Commission
| character                       = 
| depot                           = [[Wilson Yard]], [[Davisville Yard]]
| stock                           = [[Toronto Rocket]]
| linelength                      = {{convert|38.4|km|mi|abbr=on}}<ref name="Service Summary">{{cite web |url=https://ttc-cdn.azureedge.net/-/media/Project/TTC/DevProto/Documents/Home/Transparency-and-accountability/Service-Summary_2022-11-20.pdf |title=Service Summary November 20, 2022 to January 7, 2023 |publisher=Toronto Transit Commission |date=November 20, 2022 |access-date=December 25, 2022 |archive-date=December 25, 2022 |archive-url=https://web.archive.org/web/20221225220919/https://ttc-cdn.azureedge.net/-/media/Project/TTC/DevProto/Documents/Home/Transparency-and-accountability/Service-Summary_2022-11-20.pdf |url-status=live }}</ref>
| tracklength                     = 
| tracks                          = 
| gauge                           = {{track gauge|toronto|lk=on}}
| electrification                 = {{600 V DC|conductor=third rail}}
| signalling                      = Alstom Urbalis 400 [[Communications-based train control|{{abbr|CBTC|Communications-based train control}}]]<ref>{{cite web |title=Alstoms Signalling System Equips Toronto Subway Extension |url=https://www.alstom.com/press-releases-news/2017/12/alstoms-signalling-system-equips-toronto-subway-extension |website=Alstom |access-date=December 16, 2023 |date=December 18, 2017}}</ref>
| speed                           = 
| elevation                       = 
| map                             = {{switcher
| {{maplink-road|from=Line 1 Yonge–University.map}} Line 1 Yonge–University highlighted in red <hr />
| Show interactive map
| [[File:Linea 1 Yonge-University.png|275px]]
| Show static map
| {{Line 1 Yonge–University|inline=yes}}
| Show route diagram
}}
}}

'''Line 1 Yonge–University''' is a [[rapid transit]] line of the [[Toronto subway]]. It serves [[Toronto]] and the neighbouring city of [[Vaughan]] in [[Ontario]], Canada. It is operated by the [[Toronto Transit Commission]], has 38 stations<ref>{{cite web |title=Routes and schedules – Line 1 |url=https://www.ttc.ca/routes-and-schedules#/1 |website=Toronto Transit Commission |access-date=March 27, 2022 |archive-date=October 30, 2021 |archive-url=https://archive.today/20211030140956/https://www.ttc.ca/routes-and-schedules%23/listroutes/bus#/1 |url-status=live }}</ref> and is {{convert|38.4|km|mi|abbr=on}} in length, making it the longest line on the subway system.<ref name="Service Summary" /> It opened as the "'''Yonge subway'''" in 1954 as Canada's first underground passenger rail line and was extended multiple times between 1963 and 2017. As of 2010, Line 1 was the busiest [[rapid transit]] line in Canada, and one of the busiest lines in North America.<ref>{{Cite news |url=https://torontoist.com/2010/06/rocket_talk_whats_the_plan_for_a_downtown_relief_line/ |title=Rocket Talk: What's the Status of the Downtown Relief Line? |last=Giambrone |first=Adam |date=June 1, 2010 |work=Torontoist |access-date=February 7, 2018 |archive-date=February 8, 2018 |archive-url=https://web.archive.org/web/20180208004443/https://torontoist.com/2010/06/rocket_talk_whats_the_plan_for_a_downtown_relief_line/ |url-status=live }}</ref> In the 12 months ending August 2024, it averaged over 625,000 riders per weekday.<ref name="Toronto subway ridership, 2023-2024" />

==Route description==
The line forms a rough 'U' shape, with two portions running generally north–south that meet at {{stl|TTC|Union}} in the southern part of the city's downtown, and then gradually spreading farther apart as they proceed northward. From Union station, the eastern portion of the line runs straight under or nearby [[Yonge Street]], sometimes in an uncovered trench, for {{convert|16|km|mi|abbr=out}} to its northeastern terminus at [[Finch Avenue]], connecting with [[Line 2 Bloor–Danforth]] at {{stl|TTC|Bloor–Yonge}} and [[Line 4 Sheppard]] at {{stl|TTC|Sheppard–Yonge}}. This eastern portion, often just called the "Yonge Line", serves [[Downtown Toronto]], [[Midtown, Toronto|Midtown Toronto]] and [[York Mills]] before ending at Finch Avenue, the northern edge of [[North York City Centre|North York Centre]].

The western portion snakes northwesterly from Union, initially running straight under [[University Avenue (Toronto)|University Avenue]], [[Queen's Park (Toronto)|Queen's Park]] Crescent, and the St. George campus of the [[University of Toronto]] to [[Bloor Street]], where it turns westerly to run under Bloor Street for about {{convert|700|m|mi}}. Along this stretch, it interchanges with Line 2 at {{stl|TTC|St. George}} and [[Spadina station]]s. At Spadina Avenue, it turns north to run for roughly {{convert|1|km|mi|1}} under [[Spadina Road]] before curving northwesterly to continue along the [[Castle Frank Brook|Nordheimer]] and [[Cedarvale Park (Toronto)|Cedarvale]] ravines to the foot of [[Allen Road]] at [[Eglinton Avenue]]. It reaches the surface and continues northward in the road's median for {{convert|6|km|mi|abbr=out}} past Wilson Station, after which it resumes travelling underground and runs northwesterly on an off-street alignment below suburban industrial areas and the [[York University]] campus until [[Steeles Avenue]]. From there, it turns to parallel [[Jane Street (Toronto)|Jane Street]] for roughly {{convert|1.5|km|mi|abbr=out|1}} until its northwestern terminus in the neighbouring city of [[Vaughan]]'s planned downtown core, the [[Vaughan Metropolitan Centre]], at the intersection of Jane Street and [[List of numbered roads in York Region|Highway 7]]. This western portion serves [[the Annex]] and [[Forest Hill, Toronto|Forest Hill]] neighbourhoods in [[Old Toronto]]; [[Humewood–Cedarvale]] in the former city of [[York, Ontario|York]]; [[Yorkdale–Glen Park]], [[Downsview]], the [[York University Heights|York University Heights–Northwood Park]] areas in the former [[North York]]; and the Vaughan Metropolitan Centre in Vaughan.

== Name ==
The line's name has been changed as it has been extended. Following its opening between Union Station and Eglinton Avenue along Yonge Street in 1954, it was called "the subway" (Yonge subway is its [[retronym]]).<ref>{{Cite web |date=November 23, 2017 |title=Canada's First Subway: Open for Business |url=https://www.toronto.ca/explore-enjoy/history-art-culture/online-exhibits/web-exhibits/web-exhibits-transportation/canadas-first-subway/canadas-first-subway-open-for-business/ |access-date=May 2, 2023 |website=City of Toronto |language=en-CA |archive-date=May 2, 2023 |archive-url=https://web.archive.org/web/20230502081716/https://www.toronto.ca/explore-enjoy/history-art-culture/online-exhibits/web-exhibits/web-exhibits-transportation/canadas-first-subway/canadas-first-subway-open-for-business/ |url-status=live }}</ref> In 1963, it was extended along University Avenue to St. George station and renamed the "Yonge–University Line".<ref>{{Cite web |date=June 29, 2021 |title=Bloor-Danforth-University Subway – University Subway |url=https://www.toronto.ca/explore-enjoy/history-art-culture/online-exhibits/web-exhibits/web-exhibits-transportation/the-ttc-100-years-of-moving-toronto/bloor-danforth-university-subway-university-subway/ |access-date=May 2, 2023 |website=City of Toronto |language=en-CA |archive-date=May 2, 2023 |archive-url=https://web.archive.org/web/20230502081718/https://www.toronto.ca/explore-enjoy/history-art-culture/online-exhibits/web-exhibits/web-exhibits-transportation/the-ttc-100-years-of-moving-toronto/bloor-danforth-university-subway-university-subway/ |url-status=live }}</ref> Briefly in 1966, the Yonge–University subway ran in two branches: one west along Bloor to [[Keele station]] (Yonge–University–Bloor), the other east along Bloor and Danforth to [[Woodbine station]] (Yonge–University–Danforth) via Bay Lower station.<ref>{{Cite web |last=Zerbisias |first=Antonia |date=July 22, 2013 |title=Invisible Toronto: from the bees' home above to the shuttered station below |url=https://www.thestar.com/news/gta/2013/07/22/invisible_toronto_from_the_bees_home_above_to_the_shuttered_station_below.html |access-date=September 19, 2017 |work=[[Toronto Star]] |archive-date=September 20, 2017 |archive-url=https://web.archive.org/web/20170920044448/https://www.thestar.com/news/gta/2013/07/22/invisible_toronto_from_the_bees_home_above_to_the_shuttered_station_below.html |url-status=live }}</ref>

In 1978, the "Spadina" section was opened and the line became the "Yonge–University–Spadina Line" (YUS).<ref name=":2">{{Cite web |date=June 29, 2021 |title=Spadina Subway |url=https://www.toronto.ca/explore-enjoy/history-art-culture/online-exhibits/web-exhibits/web-exhibits-transportation/the-ttc-100-years-of-moving-toronto/spadina-subway/ |access-date=May 2, 2023 |website=City of Toronto |language=en-CA |archive-date=May 2, 2023 |archive-url=https://web.archive.org/web/20230502081720/https://www.toronto.ca/explore-enjoy/history-art-culture/online-exhibits/web-exhibits/web-exhibits-transportation/the-ttc-100-years-of-moving-toronto/spadina-subway/ |url-status=live }}</ref> Although only two stations are on Spadina Road, a larger portion of the line was originally intended to follow the planned Spadina Expressway, which was partially built as [[Allen Road]].<ref name=":2" /> The subway also had an additional internal route number: route 602.<ref>[[Toronto Transit Commission]], [http://transittoronto.ca/archives/reports/1991.pdf Scheduled Service Summary] {{Webarchive|url=https://web.archive.org/web/20200927034444/https://transittoronto.ca/archives/reports/1991.pdf |date=September 27, 2020 }}, Board Period Commencing Sunday, July 21, 1991</ref>

Unofficially, subway lines were already numbered, but in October 2013, the TTC announced plans to display line numbers publicly to help riders to navigate the system.<ref>{{cite web |url=https://toronto.citynews.ca/2013/10/23/ttc-considers-numbering-subway-lines/ |title=TTC considers numbering subway lines |date=October 23, 2013 |work=CityNews Toronto |access-date=October 23, 2013 |archive-date=October 25, 2013 |archive-url=https://web.archive.org/web/20131025072757/http://www.citynews.ca/2013/10/23/ttc-considers-numbering-subway-lines/ |url-status=live }}</ref> In March 2014, the line was officially numbered and renamed "Line 1 Yonge–University", with the Spadina part being dropped from the name. Announcements, documentation and rapid transit maps across the system now refer to the line as "Line 1" or "Line 1 Yonge–University".<ref>{{cite web |url=http://www3.ttc.ca/Subway/index.jsp |title=TTC Subway/RT |publisher=Toronto Transit Commission |access-date=February 17, 2012 |archive-date=March 23, 2016 |archive-url=https://web.archive.org/web/20160323101602/http://ttc.ca/Subway/index.jsp |url-status=dead }}</ref>

==History==
===Early proposals===
There were several early proposals to build a subway along or near [[Yonge Street]], many of which involved [[Premetro|running streetcars in a tunnel]]. Here are some of the proposals.
* In 1909, an English company offered to build and operate a subway along Yonge Street from Eglinton Avenue to Front Street. The plan was abandoned because the city would take over public transit in 1921, and the company's franchise would then terminate.<ref name="75yrs" /><ref name="bhist">James Bow, [http://transittoronto.ca/subway/5102.shtml "A History of the Original Yonge Subway"] {{Webarchive|url=https://web.archive.org/web/20200531044837/https://transittoronto.ca/subway/5102.shtml |date=May 31, 2020 }}, December 8, 2009</ref>
* In 1910, when running for mayor of Toronto, ''[[Toronto Star]]'' co-founder [[Horatio Clarence Hocken|Horatio C. Hocken]] proposed building a "tube" along Yonge Street from north of St. Clair Avenue to Front Street. He dropped the idea after losing that election.<ref name="75yrs" />
* In 1911, a city engineer planned a line from Bay and Front streets to Yonge Street and St. Clair Avenue. The electorate rejected the plan.<ref name="75yrs" />
* In 1931, City Controller Hacker proposed a north–south subway running from Avenue Road and St. Clair Avenue south to Front and York streets, making a wide loop via Front, Scott, Victoria and Gerrard streets. The TTC rejected this proposal saying there was insufficient population to justify such a project.<ref name="autogenerated2">James Bow, [http://transittoronto.ca/subway/5101.shtml "Early Subway Proposals"] {{Webarchive|url=https://web.archive.org/web/20200927031834/https://transittoronto.ca/subway/5101.shtml |date=September 27, 2020 }}, November 10, 2006</ref>
* In 1942, the TTC proposed a north–south line under Bay Street from Union Station to Bloor Street then jogging over to Yonge Street to continue to north of St. Clair Avenue. This idea was rejected in favour of a subway completely along Yonge Street.<ref name="75yrs" />

===Construction===
[[File:Front street excavation.jpg|thumb|left|Subway excavations in front of [[Union Station (Toronto)|Union Station]] (left) on [[Front Street (Toronto)|Front Street]] in 1950]]
[[File:Yonge subway home demolition.png|thumb|left|Homes were expropriated then demolished east of Yonge Street near Summerhill in order to construct a [[cut-and-cover]] tunnel.]]
During [[World War II]], workers travelling from their homes in "northern Toronto" (which would now be considered the downtown core) to the industrial areas to the east and west of the downtown area on Yonge seriously strained the existing road and streetcar networks. There was concern that the expected post-war boom in car ownership would choke the city with traffic. The scheme was first proposed by Toronto Transportation Commission in 1942 to relieve congestion, which was delaying their bus and tram services.<ref>{{cite magazine |magazine=The Railway Magazine |date=June 1954 |pages=420–425 |editor-first=B.W.C. |editor-last=Cooke |publisher=Tothill Press |location=Westminster |number=638 |volume=100 |title=Yonge Street Subway, Toronto}}</ref> The TTC formed a Rapid Transit Department and studied various solutions between 1942 and 1945.

A plan was put to the voters on January 1, 1946. The plan had two parts. First, it featured a "rapid transit subway" operated with subway trains from Eglinton Avenue to the north as far as [[College Street (Toronto)|College Street]] to the south. The line would continue directly under Yonge and Front Streets to Union Station. Second would be a "surface car subway", diverting streetcar services off Queen Street and Dundas Street. This would run mostly along Queen Street, with each end angling north to reach Dundas Street west of [[Trinity Bellwoods Park|Trinity Park]] to the west and Gerrard Street at Pape Avenue. The route would run directly under Queen Street from University Avenue to Church Street, with the rest off-street.<ref name="editorial">"The Toronto Subway Referendum" (editorial), ''[[Toronto Star|Toronto Daily Star]]'', December 1, 1945, p.&nbsp;6</ref><ref name="referendum-ad">"Rapid Transit for Toronto" (TTC advertisement), ''Toronto Daily Star'', December 12, 1945, p.&nbsp;26</ref> The vote was overwhelmingly in favour, and Toronto City Council approved construction four months later.<ref name="bhist" />

The plebiscite contained the condition that the federal government would subsidize 20 percent of the project. The federal Minister of Reconstruction, [[C. D. Howe|C.D. Howe]], promised federal support in an October 3, 1945, letter. However, the funding fell through over a disagreement about the details of the employment arrangements. A scaled down proposal, about 20 percent smaller, was agreed to in its place. The work along Queen Street was abandoned temporarily, and the original $42.3{{nbsp}}million (${{Formatprice|{{inflation|CA|42300000|1945}}}} in {{Inflation-year|CA}}) was reduced to $28.9{{nbsp}}million (${{Formatprice|{{inflation|CA|28900000|1945}}}} in {{Inflation-year|CA}}) plus $3.5{{nbsp}}million (${{Formatprice|{{inflation|CA|3500000|1945}}}} in {{Inflation-year|CA}}) for rolling stock.<ref name="bhist" /> After a two-year delay due to postwar labour shortages, construction on the new subway did not start until September 8, 1949. A total of {{convert|1.3|m3|cuyd|abbr=off|disp=preunit|million |million }} of material was removed and some {{convert|12700|tonne}} of reinforcing steel and 1.4{{nbsp}}million bags of cement were put into place.<ref name="bhist" /> A roughed-in station was constructed below {{stl|TTC|Queen}} station for a proposed [[Queen subway line|Queen line]], but that line was never built.<ref>{{cite web |url=http://transittoronto.ca/subway/5006.shtml |title=Toronto's Lost Subway Stations |website=transittoronto.ca |date=November 28, 2010 |access-date=February 17, 2012 |archive-date=September 27, 2020 |archive-url=https://web.archive.org/web/20200927031446/https://transittoronto.ca/subway/5006.shtml |url-status=live }}</ref>

[[File:HCRY-Chicago-48.jpg|thumb|The TTC intended the subway to use streetcar-derived trains, like this former [[1–50 series (CTA)|Chicago 'L' train]] preserved at the [[Halton County Radial Railway]].]]
[[File:The Red Rocket.jpg|thumb|The Gloucester ([[G series (Toronto subway)|G-series]]) trains were chosen to be the system's first rolling stock.]]
Service on the Yonge route would be handled by new rolling stock, and the TTC was particularly interested in the [[6000-series (CTA)|Chicago series 6000 cars]], which used trucks, wheels, motors, and drive control technologies that had been developed and perfected on [[PCC streetcar]]s. However, the United States was in the midst of the [[Korean War]] at the time, which had caused a substantial increase in metal prices, thus making the PCC cars too expensive for the TTC. Instead, in November 1951, an order was placed with the [[Gloucester Railway Carriage and Wagon Company]] in England for [[G series (Toronto subway)|104 cars]] for $7,800,000 (${{Formatprice|{{inflation|CA|7800000|1951}}}} in {{Inflation-year|CA}}) including spare parts.[[File:Toronto Transit Commission rapid transit logo 1946.svg|thumb|TTC rapid transit logo, 1946, used during the construction of the subway]]
The [[Toronto Subway (typeface)|Toronto Subway typeface]] and TTC logo were also designed during this period. The logo used during the subway's development was designed by mid-century architect [[John C. Parkin]] and chief architect Arthur Keith. Against the wishes of Walter Paterson, the chief engineer, TTC chairman William McBrien and general manager H.C. Patten rejected the design in favour of one that was more similar to the one previously used on TTC vehicles.<ref>{{cite news |last1=Bateman |first1=Chris |title=TTC's subway station typeface a font of intrigue |url=https://www.theglobeandmail.com/canada/toronto/article-ttcs-subway-station-typeface-a-font-of-intrigue/ |website=The Globe and Mail |date=April 13, 2018 |access-date=August 9, 2018 |archive-date=April 18, 2018 |archive-url=https://web.archive.org/web/20180418041403/https://www.theglobeandmail.com/canada/toronto/article-ttcs-subway-station-typeface-a-font-of-intrigue/ |url-status=live }}</ref>

===Opening===
[[File:T T.C., Yonge St. subway; opening ceremonies outside Davisville station. (16894527259).jpg|thumb|right|The opening ceremonies for the Yonge Street subway line, March 30, 1954]]
After five years of construction, Ontario [[Premier of Ontario|Premier]] [[Leslie Frost]] and Toronto [[Mayor of Toronto|Mayor]] [[Allan Lamport]] officially opened the {{Convert|7.4|km|mi|1|adj=on}} long Yonge subway on March 30, 1954. It was the first [[rapid transit|subway]] in Canada.<ref>{{cite web |url=http://www.railways.incanada.net/candate/candate.htm |work=Colin Churcher's Railway Pages |date=March 17, 2006 |title=Significant dates in Canadian railway history |access-date=March 29, 2006 |archive-url=https://web.archive.org/web/20060424080243/http://www.railways.incanada.net/candate/candate.htm |archive-date=April 24, 2006}}</ref><ref name="Toronto TTC history">{{cite web |author=[[Toronto Transit Commission]] |url=https://www.ttc.ca/About_the_TTC/History/index.jsp |title=History |access-date=February 1, 2017 |archive-date=August 23, 2018 |archive-url=https://web.archive.org/web/20180823115044/http://www.ttc.ca/About_the_TTC/History/index.jsp |url-status=dead }}</ref><ref name="75yrs" />

The original [[Yonge Street]] subway line went from Union subway station near the [[Union Station (Toronto)|namesake railway station]] north to [[Eglinton station]]. Dignitaries, including the premier and the mayor, rode the first train that morning, going north from the yards at [[Davisville station]], and then from Eglinton station south along the entire line. The line was then opened to the public, and that day at 2:30&nbsp;pm, the last streetcar made its final trip along the [[Yonge streetcar line]].<ref name="75yrs">{{cite book |url=http://www.torontopubliclibrary.ca/detail.jsp?Entt=RDM553511&R=553511 |title=The TTC story: the first seventy-five years |publisher=[[Dundurn Press]] |first=Mike |last=Filey |date=1996 |pages=67–71, 87–89 |isbn=155002244X |access-date=February 1, 2017 |archive-date=September 23, 2016 |archive-url=https://web.archive.org/web/20160923015637/http://www.torontopubliclibrary.ca/detail.jsp?Entt=RDM553511&R=553511 |url-status=live }}</ref>

===Operations and extensions from 1954 to 2017===
Trains operated at average speeds of {{Convert|20|mph|km/h|order=flip}}.<ref name="TheStar-1954-03-30">"Traffic authorities from all over world see subway opened", ''Toronto Daily Star'', March 30, 1954, p. 3.</ref> The plan to operate two-car trains during off-peak hours was abandoned in favour of four-car trains, and six-car trains were standard during most periods, with some eight-car trains used during peak periods.{{cn|date=May 2023}}

On February 28, 1963, an extension was added to curve north from Union Station, below [[University Avenue (Toronto)|University Avenue]] and [[Queen's Park (Toronto)|Queen's Park]] to near [[Bloor Street]], where it turned west to terminate at [[St. George station|St. George and Bloor Street]].<ref name="TTC-2013-Stats">{{cite web |url=http://ttc.ca/About_the_TTC/Operating_Statistics/2013.jsp |title=2013 TTC Operating Statistics |publisher=[[Toronto Transit Commission]] |access-date=January 27, 2017 |archive-date=July 25, 2021 |archive-url=https://web.archive.org/web/20210725092951/https://www.ttc.ca/About_the_TTC/Operating_Statistics/2013.jsp |url-status=dead }}</ref>

On February 26, 1966, the [[Line 2 Bloor–Danforth|Bloor–Danforth line]] opened, from [[Keele station|Keele]] to [[Woodbine station|Woodbine]]. For six months, as a trial, the Yonge–University line operated as two branches, Eglinton–Keele, and Eglinton–Woodbine. The interline was determined not worthy, and the Yonge–University line was cut back to St. George on September 4, 1966.<ref name=":1" />

[[File:TTCSubwaySign.jpg|thumb|Original-style subway entrance sign in [[Downtown Toronto]] in 2008]]
On June 23, 1969, the University subway service from St. George to Union stations was discontinued entirely after 9:45&nbsp;p.m. from Mondays to Saturdays and all day on Sundays and holidays. The 5B Avenue Road buses run in place between Eglinton and Front Street whenever the University subway did not operate, with side-jaunts to St. George station to capture passengers from the Bloor subway. This arrangement remained in place until January 28, 1978, when the Spadina subway opened north to Wilson Station.<ref name=":1">{{Cite web|url=http://transittoronto.ca/subway/5103.shtml|title=The University Subway – Transit Toronto – Content|access-date=March 15, 2020|archive-date=October 13, 2020|archive-url=https://web.archive.org/web/20201013130130/https://transittoronto.ca/subway/5103.shtml|url-status=live}}</ref>

On March 31, 1973, the line was extended north from {{stl|TTC|Eglinton}} to {{stl|TTC|York Mills}},<ref name="TTC-2013-Stats" /><ref>{{cite news |title=Yonge Subway Extension to York Mills |work=The Globe and Mail |location=Toronto |date=March 27, 1973 |volume=130 |issue=38,470 |page=13}}</ref> and on March 29, 1974, to {{stl|TTC|Finch}}.<ref name="TTC-2013-Stats" /> These two extensions were part of the North Yonge Extension project, bringing the subway to North York.{{cn|date=May 2023|reason=Needs a citation for the name "North Yonge Extension Project"}}

Stations were also planned for Glencairn (between Eglinton and Lawrence, though another [[Glencairn station]] would be built later on the Spadina section), Glen Echo (between Lawrence and York Mills) and Empress (between Sheppard and Finch, later opened as [[North York Centre station]]).{{cn|date=May 2023}}

On January 27, 1978, the Spadina segment of the line was opened, going from St. George station, the north terminus of the University line, to [[Wilson station (Toronto)|Wilson station]].<ref name="TTC-2013-Stats" /> From St. George station, the {{Convert|9.9|km|mi|1|abbr=on}} segment ran north and northwest to Eglinton Avenue and [[Allen Road|William R. Allen Road]], then north along the median of the Allen Road to Wilson Avenue. This extension had been proposed as part of the [[Spadina Expressway]], but when the expressway portion south of Eglinton Avenue was [[Highway revolt#Toronto|cancelled after massive protests]], the subway was still built following the route through [[Castle Frank Brook|Cedarvale Ravine]]. Hence, it was called the Spadina line, though it follows [[Spadina Avenue|Spadina Road]] for less than {{Convert|2|km|mi|1|abbr=on}}.{{cn|date=May 2023}}

On June 18, 1987, North York Centre station was added between Sheppard and Finch stations as an infill station to serve the rapidly growing North York City Centre.<ref name="TTC-2013-Stats" />

On August 11, 1995, at 6:02&nbsp;pm, the [[1995 Russell Hill subway accident|Russell Hill subway accident]] occurred as a southbound subway train heading toward [[Dupont station]] crashed under Russell Hill Drive, killing three passengers and sending 30 to hospital.<ref>{{cite news |last=Hall |first=Joseph |url=http://transittoronto.ca/archives/data/200508061136.shtml |newspaper=Toronto Star |title=Ten Years After |date=August 6, 2005 |access-date=February 17, 2012 |archive-date=May 31, 2020 |archive-url=https://web.archive.org/web/20200531044841/https://transittoronto.ca/archives/data/200508061136.shtml |url-status=live }}</ref> This accident prompted the Toronto Transit Commission to review its practices and put resources into safety.{{cn|date=May 2023}}

On March 31, 1996, the Spadina segment of the line was extended {{Convert|2|km|mi|1|abbr=on}} from Wilson station north to Downsview station (renamed {{stl|TTC|Sheppard West}} in 2017).<ref name="TTC-2013-Stats" />  
[[File:Finch West 2016.JPG|thumb|right|[[Finch West station]] on the [[Toronto–York Spadina subway extension|TYSSE]] under construction in 2016]] 
On November 17, 2016, with the [[Presto card|Presto]] fare gates installed at Eglinton station, all of the stations along the line became Presto-enabled.<ref>{{cite tweet |user=PRESTOcard |number=799287911317381120 |date=November 17, 2016 |title=Eglinton subway station has brand new PRESTO fare gates! All of @TTChelps Line 1 is now PRESTO enabled. #spotPRESTO}}</ref>

On December 17, 2017, the western portion of the line was extended {{Convert|8.6|km|mi|abbr=|adj=}} north to [[Vaughan Metropolitan Centre station]] in [[Regional Municipality of York|York Region]], via [[York University]].<ref>{{Cite web |date=December 15, 2017 |title=Justin Trudeau joins premier, mayor at TTC line 1 extension opening |url=https://www.cbc.ca/news/canada/toronto/trudeau-subway-extension-1.4450237 |access-date=September 16, 2023 |website=CBC News}}</ref> The [[Toronto–York Spadina subway extension]] (TYSSE) project built six new stations at a cost of $3.2 billion, with {{Convert|6.2|km|mi|abbr=out}} in Toronto and {{Convert|2.4|km|mi|abbr=out}} in York Region. The TYSSE was the first new section of a subway line to be opened since the opening of [[Line 4 Sheppard]] in 2002.<ref name="G&M-2017-12-14">{{cite news |last1=Moore |first1=Oliver |last2=Gray |first2=Jeff |date=December 14, 2017 |title=Next stop, Vaughan: Inside the Toronto subway's big move beyond the city limits |url=https://www.theglobeandmail.com/news/toronto/toronto-subway-extension/article37324030/ |url-status=live |archive-url=https://web.archive.org/web/20171215035217/https://www.theglobeandmail.com/news/toronto/toronto-subway-extension/article37324030/ |archive-date=December 15, 2017 |access-date=December 15, 2017 |newspaper=[[The Globe and Mail]]}}</ref> In the year after the extension opened, most stations on the extension saw below average ridership compared to the rest of the subway system.<ref name="ts121618">{{cite news |last1=Spurr |first1=Ben |title=Two stations on new York subway extension among the least used on the TTC network |url=https://www.thestar.com/news/gta/two-stations-on-new-york-subway-extension-among-the-least-used-on-the-ttc-network/article_ce2e593a-21dc-548a-ba64-2ea4e412c310.html |access-date=November 21, 2024 |work=Toronto Star |date=December 16, 2018}}</ref>

== Design ==
{{more citations needed section|date=May 2017}}

=== Line ===
[[File:Line 1 track at Davisville 2023.jpg|thumb|left|An open-cut section looking south to [[Davisville station]]]]
The line is mostly underground but has several surface sections between Sheppard West and Eglinton West, and between Bloor–Yonge and Eglinton. Most of the line between Bloor–Yonge and Eglinton stations was originally constructed in open cut, with the short section between {{stl|TTC|St. Clair}} and {{stl|TTC|Summerhill}} stations having since been covered over. Evidence of this can be seen in the tunnel: there are no columns or walls between tracks, and ballast and drainage ditches are present, something not seen in the rest of the subway system. There are also tree stumps and the stubs of lamp posts in the tunnel. There are also clues outdoors: seemingly unnecessary railings along the sides of a nearby street, which was once a bridge over the tracks, and empty lots following the trains' right-of-way marked with signs warning heavy vehicles and equipment to keep off because they might fall through to the columnless tunnel below.

Most of the tunnel was constructed by a cut-and-cover method, but some sections were bored, as noted below. All stations, whether by transfer or fare-paid terminal, connect to surface TTC bus and/or streetcar routes. Other surface and train connections are noted below.

Since 1996, TTC stations have been built or modified with elevators, ramps and other features to make them accessible to all.<ref>{{cite web|title=Milestones|url=http://www.ttc.ca/About_the_TTC/History/Milestones.jsp|access-date=February 5, 2017|work=ttc.ca|publisher=Toronto Transit Commission|quote=1996: Downsview Station, Bloor-Yonge Station, and Union Station become the first accessible subway stations.|archive-date=May 6, 2021|archive-url=https://web.archive.org/web/20210506024157/http://www.ttc.ca/About_the_TTC/History/Milestones.jsp|url-status=live}}</ref> {{as of|2022|1|df=us}}, 30 stations on the line are [[Toronto Transit Commission accessibility|fully accessible]].<ref>{{Cite web|title=Accessibility – Elevators and Escalators|url=http://www.ttc.ca/TTC_Accessibility/Easier_access_on_the_TTC/Elevators_and_escalators.jsp|access-date=April 8, 2021|website=[[Toronto Transit Commission]]|language=en|archive-date=April 14, 2021|archive-url=https://web.archive.org/web/20210414191915/http://www2.ttc.ca/TTC_Accessibility/Easier_access_on_the_TTC/Elevators_and_escalators.jsp|url-status=live}}</ref> All stations on the line are projected to be made accessible by 2025, as per the [[Accessibility for Ontarians with Disabilities Act, 2005|Accessibility for Ontarians with Disabilities Act.]]<ref>{{Cite web|title=Projects – Easier Access – Easier Access Program Schedule|url=http://www.ttc.ca/About_the_TTC/Projects/Easier_Access/Easier_Access_Schedule.jsp|access-date=April 8, 2021|website=[[Toronto Transit Commission]]|archive-date=April 20, 2021|archive-url=https://web.archive.org/web/20210420224246/http://www.ttc.ca/About_the_TTC/Projects/Easier_Access/Easier_Access_Schedule.jsp|url-status=live}}</ref>

Because the line opened in sections from 1954, it has a relatively high number of [[Toronto subway trackage#Diamond crossovers|crossovers]], which were mostly constructed at terminal stations to turn back trains.<ref name=":0">{{Cite web|date=January 17, 2021|title=Detailed map of Toronto Underground & Tramway|url=http://cartometro.com/cartes/metro-tram-toronto/|access-date=April 8, 2021|website=Carto Metro|archive-date=April 16, 2021|archive-url=https://web.archive.org/web/20210416103424/http://cartometro.com/cartes/metro-tram-toronto/|url-status=live}}</ref> There are 17 diamond crossovers located between the service tracks along the length of the line. There are also eight [[Toronto subway trackage#Storage tracks or centre tracks|storage tracks]], which can also be used for reversals.<ref name=":0" /> The high number of possible turnbacks gives the TTC more flexibility when planning maintenance or in the event of an emergency service disruption.<ref>{{Cite web|last=Torontoist|date=May 11, 2015|title=Torontoist Explains: Subway Shutdowns|url=https://torontoist.com/2015/05/torontoist-explains-subway-shutdowns/|access-date=April 8, 2021|website=Torontoist|archive-date=April 14, 2021|archive-url=https://web.archive.org/web/20210414144415/https://torontoist.com/2015/05/torontoist-explains-subway-shutdowns/|url-status=live}}</ref>

=== Stations ===
{{see also|List of Toronto subway stations|Toronto subway public art}}
[[File:Eglinton Station Vitrolite.jpg|left|thumb|[[Eglinton station]]'s Vitrolite-tiled walls are the last such station wall treatment left in the system.]]
The original design of the oldest stations in the subway system, which are on the Yonge line (from Union to Eglinton stations), are mainly utilitarian and characterized by [[Pigmented structural glass|vitreous marble]] wall tiles and the use of the [[Toronto Subway (typeface)|Toronto Subway typeface]] for station names. Eglinton Station is the only station to retain this wall treatment, though Queen Station retains a narrow band of original blue Vitrolite tiles near the ceiling at platform level.

The design of the stations on the University line was mainly utilitarian and this style (sometimes referred to as "bathroom modern") was later used for Line 2 Bloor–Danforth as well. {{stl|TTC|Queen's Park}} and {{stl|TTC|St. Patrick}} stations have circular and semi-circular cross-sections because they are constructed in bored tunnels. Museum station was renovated in the late 2000s to have columns that resemble artifacts found in the nearby [[Royal Ontario Museum]].

{{stl|TTC|Lawrence}}, {{stl|TTC|Sheppard–Yonge}} (formerly Sheppard), and [[Finch station]]s are similar to each other in design, but have different colour schemes: Lawrence is red and cream, Sheppard is yellow and dark blue, and Finch is light grey, medium grey, and dark grey. [[York Mills station]] formerly followed the same design scheme—in light green and dark green—until it was renovated.

The section of the line between Spadina and Wilson stations (formerly the Spadina segment) opened in 1978 has art and architecture that is unique for each station, such as flower murals in [[Dupont station]] or streetcar murals in [[Eglinton West station]]. The art originally installed at {{stl|TTC|Glencairn}} and {{stl|TTC|Yorkdale}} stations had been removed, as the former's art had faded in sunlight and the latter was too costly to operate. Since late 2017, work is underway to restore the art in both stations, with Glencairn's being fully re-installed in 2020, albeit modernized.

[[North York Centre station]] is an [[infill station]]. Its design is different from the other stations in the original North Yonge extension. [[Sheppard West station]], which was opened in 1996 as Downsview station, has art and architecture that is different from the stations built earlier along its western portion of the line.

Stations on the 2017 extension from Sheppard West north to Vaughan Metropolitan Centre, in keeping with the pattern of the original Spadina line, also feature public art and architecture from notable creators. However, the platform walls have no tiles or other cladding and are simply bare concrete, though structural elements on the platforms themselves are clad, as is the case with much of the [[Line 4 Sheppard]] stations.

===Names and terminal designation===
On the Yonge portion of the line, nearly all stations located at cross streets are named after said streets, while on the University portion, they are either named for local landmarks with the cross street subtitled below (e.g. {{stl|TTC|Osgoode}} – {{em|[[Queen Street, Toronto|Queen Street]]}}) or after cross streets but with a "West" suffix for stations at streets that have counterparts along Yonge, though [[Dundas West station]] is on Line 2 Bloor–Danforth. The pattern of using landmarks as station names was exclusively used on the original (southern) section of the University branch, and the ''West'' designated street-naming convention is typically used on the former Spadina (northern) section. The two interchange stations on the University branch where it intersects Line 2 Bloor–Danforth are named {{stl|TTC|St. George}} and {{stl|TTC|Spadina}} after the north–south cross streets of Line 2, which runs below Line 1 between these stations. Due to various factors, some stations along the Spadina portion are named, formerly were named, or are proposed to be renamed using landmark or district names, albeit without subtitles: the stations at Steeles Avenue and Highway 7 (which have no corresponding stations along the Yonge branch) are respectively named "Pioneer Village" (after the nearby Black Creek Pioneer Village, which has since been renamed [[the Village at Black Creek]]) and "Vaughan Metropolitan Centre" (after [[Vaughan Metropolitan Centre|Vaughan's new downtown core]], based on the precedent set by {{stl|TTC|North York Centre}} and {{stl|TTC|Scarborough Centre}} stations). {{stl|TTC|Sheppard West}} was originally called "Downsview" but was renamed in 2017 to avoid confusion with the adjacent new {{stl|TTC|Downsview Park}} station, and {{stl|TTC|Eglinton West}} will be renamed "Cedarvale" (after [[Humewood–Cedarvale|the Cedarvale neighbourhood]] to the south) when it becomes an interchange station with the opening of [[Line 5 Eglinton]].<ref name="CityNews-2023-05-16">{{Cite web |first=Michael |last=Ranger |url=https://toronto.citynews.ca/2023/05/16/eglinton-crosstown-metrolinx-ttc-crosslinx/ |title=Eglinton Crosstown won't open until 2024, construction group to take legal action: Metrolinx |website=CityNews |date=May 16, 2023 |access-date=May 16, 2023 |archive-date=May 16, 2023 |archive-url=https://web.archive.org/web/20230516163903/https://toronto.citynews.ca/2023/05/16/eglinton-crosstown-metrolinx-ttc-crosslinx/ |url-status=live }}</ref>

As a result of the [[George Floyd protests in Canada|George Floyd protests]], Toronto City Council indicated in 2020 that they intended to rename Dundas station because its namesake, [[Henry Dundas, 1st Viscount Melville|Henry Dundas]], delayed the [[British Empire]]'s abolition of slavery in the 1700s.<ref>{{cite web |title=Toronto City Council approves "Sankofa Square" as new name for Yonge-Dundas Square and initiates plans to rename other City assets that include the name Dundas |date=December 14, 2023 |url=https://www.toronto.ca/news/toronto-city-council-approves-sankofa-square-as-new-name-for-yonge-dundas-square-and-initiates-plans-to-rename-other-city-assets-that-include-the-name-dundas/ |publisher=City of Toronto |access-date=December 20, 2023}}</ref><ref>{{cite news |title=Thousands sign petition to rename Dundas Street, named for politician who delayed abolition of slavery |url=https://www.cbc.ca/news/canada/toronto/dundas-street-renaming-petition-1.5606540 |access-date=December 20, 2023 |work=CBC News |date=June 10, 2020}}</ref> {{As of|2025}}, however, the Dundas name has yet to be changed.

[[File:TTC Line1 WallDestinationSign.jpg|thumb|right|Platform wall sign in {{stl|TTC|Downsview Park}} indicating {{stl|TTC|Union}} as a terminal station]]
Southbound station platform signage on both branches indicates {{stl|TTC|Union}} as a terminal station due to it being located at the southernmost point of the line's rough 'U' shape, where it turns northward when travelling along either branch. The train destination signs display the northwestern terminal station as "Vaughan" rather than its full name, Vaughan Metropolitan Centre, for brevity. Until the 1990s, train destination signs read "VIA DOWNTOWN" after the terminal station name.<ref>{{cite web |url=https://transittoronto.ca/photos/images/ttc-yorkdale-nb-19780630.jpg |work=Transit Toronto |title=Yorkdale: ''Yorkdale Station Image Archive'' |access-date=April 25, 2018 |archive-date=October 16, 2022 |archive-url=https://web.archive.org/web/20221016172439/https://transittoronto.ca/photos/images/ttc-yorkdale-nb-19780630.jpg |url-status=live }}</ref>

== Service ==
=== Operation hours and frequency ===
As with other TTC subway lines, Line 1 operates most of the day and is generally closed between 2:00&nbsp;a.m. and 6:00&nbsp;a.m. [[Eastern Time Zone|EST]] on weekdays and Saturdays, and between 2 a.m. to 8 a.m. on Sunday. Trains arrive at stations every 2 to 3 minutes during peak periods and every 4 to 5 minutes during off-peak periods.<ref>{{Cite web |url=http://ttc.ca/Subway/Stations/Union/station.jsp |title=TTC Union Station |access-date=February 4, 2015 |archive-date=January 31, 2016 |archive-url=https://web.archive.org/web/20160131145544/http://ttc.ca/Subway/Stations/Union/station.jsp |url-status=dead }}</ref><ref>{{cite web |url=https://www.ttc.ca/routes-and-schedules#/1/0/14111 |title=Finch Station |access-date=August 28, 2022 |archive-date=October 30, 2021 |archive-url=https://archive.today/20211030140956/https://www.ttc.ca/routes-and-schedules%23/listroutes/bus#/1/0/14111 |url-status=live }}</ref>

During the morning peak, from 6:00&nbsp;am to 9:00&nbsp;am Monday to Friday, half the trains are turned back at [[Glencairn station]] resulting in limited service north of that point. The turnback was moved from [[St. Clair West station]] to Glencairn station in 2016,<ref>{{cite web |url=https://stevemunro.ca/2016/08/11/ttc-service-changes-effective-sunday-september-4-2016/ |title=TTC Service Changes Effective Sunday, September 4, 2016 (Updated) |date=September 4, 2016 |access-date=May 7, 2019 |last=Munro |first=Steve |work=stevemunro.ca |author-link=Steve Munro |archive-date=May 8, 2019 |archive-url=https://web.archive.org/web/20190508014155/https://stevemunro.ca/2016/08/11/ttc-service-changes-effective-sunday-september-4-2016/ |url-status=live }}</ref> and plans called for it to be moved farther to [[Pioneer Village station]] in December 2017 when the Line 1 extension opened.{{citation needed|date=May 2019}}

Overnight service on the Yonge segment of the line is provided by 320 Yonge Blue Night from [[Queens Quay (Toronto)|Queens Quay]] to [[Steeles Avenue]] with headways of 3 to 15 minutes. The University segment does not have an overnight service.

=== Rolling stock ===
[[File:Toronto Rocket.JPG|right|thumb|A [[Toronto Rocket]] train at [[Rosedale station (Toronto)|Rosedale station]]]]
<!--Please don't add too much detail about the Toronto Rocket trains here; further detail can be added to the Toronto Rocket article-->
Line 1 is operated using only the TTC's [[Toronto Rocket]] (TR) subway trains, which are based on [[Bombardier Movia|Bombardier's Movia family of trains]]<!--Don't bypass redirect per [[WP:NOTBROKEN]]-->. Unlike other trains in the [[Toronto subway rolling stock]], the TR trains have a "six-car fixed" articulated configuration with full-open gangways, allowing passengers to walk freely from one end to the other. The TR trains were scheduled for delivery starting between late 2009 and early 2010, but was delayed until late 2010 due to production problems. They entered revenue service on this line on July 21, 2011, replacing the older [[H series (Toronto subway)|H5]] and the [[T series (Toronto subway)|T1]] series trains, which had been used on this line. (The T1 series trains, which used to operate on this line from 1995 until 2015, were transferred over to [[Line 2 Bloor–Danforth]] where they replaced the older H4 and H6 series trains).

From the line's opening in 1954 until 1990, it was operated with [[G series (Toronto subway)|G-series cars]], and was also served with a mix of [[M series (Toronto subway)|M1]] and H1/H2/H4 subway cars between 1965 and 1999.

=== One-person train operation ===
Between 2021 and 2022, the TTC transitioned its Line 1 trains to one-person train operation (OPTO), which removes the secondary guard member – stationed at the rear end of the trains – who operated the doors. This change leaves only the subway drivers at the front to fill the dual role in 2023. OPTO went into effect between [[St. George station|St. George]] and [[Vaughan Metropolitan Centre station]]s in November 2021,<ref>{{cite web |url=https://www.ttc.ca/riding-the-ttc/Updates/OPTO |website=ttc.ca |publisher=Toronto Transit Commission |access-date=March 27, 2022 |archive-url=https://web.archive.org/web/20220315083914/https://www.ttc.ca/riding-the-ttc/Updates/OPTO |archive-date=March 15, 2022 |url-status=live|title=OPTO }}</ref> and was rolled out on the rest of the line effective November 20, 2022.<ref name="TTC-2022-11-20">{{cite web |url=https://www.ttc.ca/service-advisories/Service-Changes/1-Line-1-Yonge-University-Service-increase |title=Line 1 (Yonge-University)–Service increase |publisher=[[Toronto Transit Commission]] |date=November 20, 2022 |archive-url=https://web.archive.org/web/20221119015619/https://www.ttc.ca/service-advisories/Service-Changes/1-Line-1-Yonge-University-Service-increase | archive-date=November 19, 2022 |url-status=live }}</ref>

=== Gap trains ===
Gap trains are empty trains stored on [[pocket track]]s and brought into service in a gap between full-route trains to relieve overcrowding.<ref name="TheStar-2018-11-07">{{cite news |url=https://www.thestar.com/news/gta/2018/11/07/ttc-using-gap-trains-to-improve-service-on-busiest-subway-line.html |title=TTC using 'gap trains' to improve service on busiest subway line |newspaper=[[Toronto Star]] |first=Ben |last=Spurr |date=November 7, 2018 |access-date=November 8, 2018 |archive-date=November 8, 2018 |archive-url=https://web.archive.org/web/20181108175225/https://www.thestar.com/news/gta/2018/11/07/ttc-using-gap-trains-to-improve-service-on-busiest-subway-line.html |url-status=live }}</ref> In October 2018, the TTC restarted the practice of using gap trains to relieve crowding at {{stl|TTC|Bloor–Yonge}} and {{stl|TTC|St. George}} stations, where respectively 225,000 and 135,000 passengers transfer trains daily. The TTC observed that one empty gap train can clear a crowded platform at Bloor–Yonge.<ref name="TheStar-2018-11-07" />

The TTC had previously run gap trains prior to late 2017 but had discontinued the practice because of a "change in operating philosophy". The practice was reinstated in response to a potentially dangerous overcrowding incident that occurred at Bloor–Yonge in January 2018.<ref name="TheStar-2018-11-07" />

In October 2018, the TTC used three gap trains, which sat on pocket tracks near {{stl|TTC|Davisville}}, {{stl|TTC|Eglinton}} and {{stl|TTC|York Mills}} stations and moved into southbound service when station over-crowding was detected. For November 2018, the TTC planned to run a fourth gap train (which would sit on either the pocket track between {{stl|TTC|Lawrence West}} and Glencairn stations or the pocket track between Eglinton West and St. Clair West stations) in the morning peak period plus another during the afternoon peak.<ref name="TheStar-2018-11-07" />

Gap trains can also increase the capacity of Line 1, which often runs above its scheduled capacity of 28,000 passengers per hour. To address that demand, the TTC normally runs an average of 25.5 trains per hour through Bloor–Yonge and St. George stations in the morning peak period. With three gap trains, it can run up to 28 trains per hour.<ref name="TheStar-2018-11-07" />

===Automatic train control===
{{also|Toronto subway#Signals}}
Starting in the late 2010s, the TTC began converting its [[Fixed block|fixed-block]] signal system to a [[moving block]]—based [[automatic train control]] (ATC) system on Line 1 Yonge–University at a cost of $562.3{{nbsp}}million. Work to convert the line to use ATC was completed in September 2022.<ref name="TTC-2022-09-29">{{cite web |date=September 29, 2022 |title=TTC's Line 1 now running on an ATC signalling system |url=https://www.ttc.ca/news/2022/September/TTCs-Line-1-now-running-on-an-ATC-signalling-system |url-status=live |archive-url=https://web.archive.org/web/20220929194155/https://www.ttc.ca/news/2022/September/TTCs-Line-1-now-running-on-an-ATC-signalling-system |archive-date=September 29, 2022 |publisher=[[Toronto Transit Commission]]}}</ref>

The benefits of ATC 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="line1atc2">{{cite web |last1=Kalinowski |first1=Tess |date=November 20, 2014 |title=TTC signal solution promises subway relief someday — but for now, it's more delays |url=https://www.thestar.com/news/gta/transportation/2014/11/20/ttc_signal_solution_promises_subway_relief_someday_but_for_now_its_more_delays.html |access-date=November 29, 2015 |website=Toronto Star}}</ref>
* fewer signal-related delays relative to the old fixed-block system<ref name="TTC-2022-09-29" />
* a more efficient use of electricity, thus reducing operational costs<ref name="TTC-2022-09-29" />
* allowance for single-track, bidirectional operation for trains in passenger service, albeit with reduced frequency, which allow for off-hour maintenance of the opposite track<ref name="TTC-2020-04-27">{{cite web |date=April 27, 2020 |title=Line 1: Vaughan Metropolitan Centre to Pioneer Village single-track operation April 27 to 30 |url=http://www.ttc.ca/Service_Advisories/Subway_closures/Apr_27-30_VMC-Pioneer_Village.jsp |archive-url=https://web.archive.org/web/20200429185950/http://www.ttc.ca/Service_Advisories/Subway_closures/Apr_27-30_VMC-Pioneer_Village.jsp |archive-date=April 29, 2020 |access-date=April 29, 2020 |publisher=[[Toronto Transit Commission]]}}</ref><ref name="TTC-2022-06-04">{{cite web |title=Line 1 (Yonge-University)–Wilson to Lawrence West single track operation June 4 and 5 – REVISED |url=https://www.ttc.ca/service-advisories/subway-service/1-Line-1-Yonge-University-Wilson-to-Lawrence-West-single-track-operation-June-4-and-5---REVISED |url-status=live |archive-url=https://web.archive.org/web/20220605004739/https://www.ttc.ca/service-advisories/subway-service/1-Line-1-Yonge-University-Wilson-to-Lawrence-West-single-track-operation-June-4-and-5---REVISED |archive-date=June 5, 2022 |accessdate=June 4, 2022 |publisher=[[Toronto Transit Commission]]}}</ref><ref name="TTC-2022-06-05">{{cite web |title=Service alerts |url=https://www.ttc.ca/service-alerts |archive-url=https://web.archive.org/web/20220605213415/https://www.ttc.ca/service-alerts |archive-date=June 5, 2022 |accessdate=June 5, 2022 |publisher=[[Toronto Transit Commission]] |quote=Line 1: Today, trains between Wilson and Lawrence West stations will alternate use of the northbound track to accommodate work on the southbound track. Customers may experience longer than normal wait times.}}</ref>

==== History ====
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 Toronto–York Spadina subway extension (TYSSE) into Vaughan, with [[moving block]]–based [[communications-based train control]] (CBTC) by 2012.<ref name="AlstomCBTCAward">{{cite news |last1=Vantuono |first1=William |date=May 5, 2009 |title=Alstom lands CBTC contract in Toronto |work=RailwayAge |publisher=Simmons-Boardman Publishing |url=https://www.railwayage.com/news/alstom-lands-cbtc-contract-in-toronto/ |url-status=live |access-date=December 8, 2018 |archive-url=https://web.archive.org/web/20220506011052/https://www.railwayage.com/news/alstom-lands-cbtc-contract-in-toronto/ |archive-date=May 6, 2022}}</ref> The estimated cost to implement ATC on Line 1 was $562{{nbsp}}million, $424{{nbsp}}million of which was funded by Metrolinx.<ref name="line1atc2" /> 

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 extension project.<ref name="AlstomExtension">{{cite web |date=December 18, 2017 |title=Alstom's signalling system equips Toronto subway extension |url=https://www.alstom.com/press-releases-news/2017/12/alstoms-signalling-system-equips-toronto-subway-extension |access-date=December 8, 2018 |website=Alstom |format=Press release}}</ref> On November 4, 2017, the TTC successfully completed a 13-day test of ATC with trains using it in regular service between {{stl|TTC|Dupont}} and [[Yorkdale station|Yorkdale]] stations. At the conclusion of the test, the feature was turned off between these two stations to allow installation of ATC through the complex interchange at [[Wilson Yard]].<ref name="TheStar-2017-11-06">{{cite news |url=https://www.thestar.com/news/gta/transportation/2017/11/06/ttc-test-of-new-signalling-system-exceeded-expectations.html |title=TTC test of new signalling system 'exceeded expectations' |newspaper=[[Toronto Star]] |first=Ben |last=Spurr |date=November 6, 2017 |access-date=November 8, 2017 |archive-date=August 23, 2019 |archive-url=https://web.archive.org/web/20190823072849/https://www.thestar.com/news/gta/transportation/2017/11/06/ttc-test-of-new-signalling-system-exceeded-expectations.html |url-status=live }}</ref>

ATC was permanently extended south to Dupont station on December 3, 2018;<ref>{{Cite web|url=http://www.ttc.ca/News/2018/December/03_12_18NR_signal_upgrades.jsp|title=TTC completes signal upgrades between Dupont and VMC|access-date=December 7, 2018|archive-date=December 6, 2018|archive-url=https://web.archive.org/web/20181206170759/http://ttc.ca/News/2018/December/03_12_18NR_signal_upgrades.jsp|url-status=live}}</ref> to St. Patrick station on May 12, 2019;<ref>{{Cite web|url=http://www.ttc.ca/News/2019/May/12_05_19NR_atc_to_stpatrick.jsp|title=TTC's ATC signal upgrades extend to St Patrick Station|access-date=May 15, 2019|archive-date=May 15, 2019|archive-url=https://web.archive.org/web/20190515021320/http://www.ttc.ca/News/2019/May/12_05_19NR_atc_to_stpatrick.jsp|url-status=live}}</ref> to Queen station on February 24, 2020;<ref>{{Cite web|url=http://www.ttc.ca/News/2020/February/24_02_20NR_ATCExtended.jsp|title=TTC's new signaling system extended to Queen Station|access-date=February 26, 2020|archive-date=February 26, 2020|archive-url=https://web.archive.org/web/20200226014009/http://www.ttc.ca/News/2020/February/24_02_20NR_ATCExtended.jsp|url-status=live}}</ref> to Rosedale station on November 21, 2020;<ref name="TTC-2020-11-23">{{cite web |url=http://www.ttc.ca/News/2020/November/23_11_20NR_ATC.jsp |title=TTC's ATC signal upgrades now extend from Vaughan Metropolitan Centre Station to Rosedale Station |publisher=[[Toronto Transit Commission]] |date=November 23, 2020 |accessdate=November 23, 2020 |archive-date=November 24, 2020 |archive-url=https://web.archive.org/web/20201124222519/https://www.ttc.ca/News/2020/November/23_11_20NR_ATC.jsp |url-status=live }}</ref> to [[Eglinton station]] in October 2021;<ref name="TTC-2021-10-02">{{cite web |url=https://www.ttc.ca/Service_Advisories/Subway_closures/October_2-3_S-Y_B-Y.jsp |title=Line 1: Sheppard-Yonge to Bloor-Yonge full weekend closure October 2 and 3 |publisher=[[Toronto Transit Commission]] |accessdate=October 1, 2021 |archive-url=https://web.archive.org/web/20211001141944/https://www.ttc.ca/Service_Advisories/Subway_closures/October_2-3_S-Y_B-Y.jsp |archive-date=October 1, 2021 |url-status=dead}}</ref> and finally to [[Finch station]] on September 24, 2022.<ref name="ATC complete">{{cite news |last=Landau |first=Jack |date=September 27, 2022 |title=TTC service just got a whole lot faster and more reliable with a major project complete |url=https://www.blogto.com/city/2022/09/ttc-service-faster-more-reliable-major-project-complete/ |location=Toronto, Ontario |access-date=September 28, 2022 |archive-date=September 27, 2022 |archive-url=https://web.archive.org/web/20220927233448/https://www.blogto.com/city/2022/09/ttc-service-faster-more-reliable-major-project-complete/ |url-status=live }}</ref> 

There was a phase 6 for fixes, improvements and enhancements, as well as an adjustment to ATC at Eglinton station to accommodate the shifting of the Line 1 platform north by {{convert|24|m}};<ref name="TTC-2022-07-ATC" />{{rp|8–9}} this was completed by May 14, 2023.<ref name="TTC-2023-05-11">{{cite web |url=https://www.ttc.ca/news/2023/May/Upcoming-TTC-subway-closures-and-weekend-diversions |title=Upcoming TTC subway closures and weekend diversions |publisher=[[Toronto Transit Commission]] |date=May 11, 2023 |archive-url=https://web.archive.org/web/20230512212914/https://www.ttc.ca/news/2023/May/Upcoming-TTC-subway-closures-and-weekend-diversions | archive-date=May 12, 2023 |url-status=live }}</ref>

Prior to September 2022, ATC was operating on 79 percent of Line 1, and the partial implementation of ATC had resulted in improvements. Trains travelled between Vaughan Metropolitan Centre and Rosedale stations 3.5 minutes faster. Just prior to 2020, ATC allowed for an 8 percent increase in trains per hour, and the number of trains scheduled in southbound service in the morning peak at Bloor–Yonge station increased from 22 to 25.5 trains per hour. Signal violations decreased by approximately 50 percent from 2017 to 2020.<ref name="TTC-2022-07-ATC" />{{rp|7}}

Converting all of Line 1 to ATC required the installation of 2,000 beacons, 256 signals, and more than {{convert|1000000|ft|order=flip}} of cable.<ref name="TTC-2022-09-29" />

{{as of|2023|5|14|df=US}}, the timetable for ATC conversion on Line 1 was:<ref name="TTC-2022-07-ATC">{{cite web |url=https://ttc-cdn.azureedge.net/-/media/Project/TTC/DevProto/Documents/Home/Public-Meetings/Board/2022/July-14/6_Automatic_Train_Control_Contract_Amendment.pdf |title=Automatic Train Control Contract Amendment |publisher=[[Toronto Transit Commission]] |date=July 2022 |archive-url=https://web.archive.org/web/20220710002703/https://ttc-cdn.azureedge.net/-/media/Project/TTC/DevProto/Documents/Home/Public-Meetings/Board/2022/July-14/6_Automatic_Train_Control_Contract_Amendment.pdf | archive-date=July 10, 2022 |url-status=live }}</ref>{{rp|8}}
{| class="wikitable"
! Phase !! Location || Completion
|-
| 1
| [[Yorkdale station]] to [[Dupont station]]
| 2017 Q4
|-
| 2A
| [[Vaughan Metropolitan Centre station]] to [[Sheppard West station]]
| 2017 Q4
|-
| 2B & 2C
| [[Wilson Yard]] interface (Sheppard West station to Yorkdale station)
| 2018 Q4
|-
| 3A
| Dupont station to [[St. Patrick station]]
| 2019 Q2
|-
| 3B
| St. Patrick station to [[Queen station]]
| 2020 Q1
|-
| 3C
| Queen station to [[Rosedale station (Toronto)|Rosedale station]]
| 2020 Q4
|-
| 4
| Rosedale station to [[Eglinton station]]
| 2021 Q3
|-
| 5
| Eglinton station to [[Finch station]]
| 2022 Q3
|-
| 6
| Adjustments to ATC<!-- called "system wide" and "deployment" in TTC ref -->
| 2023 Q2
|}

==Yonge North extension<span id="Future extensions"></span><span id="Yonge extension"></span><span id="Yonge North Subway Extension"></span><span class="anchor" id="Yonge North expansion plan"></span><span class="anchor" id="YNSE"></span>==

{{Yonge North extension}}
The Yonge North subway extension is a [[Metrolinx]] proposal to extend the Yonge Street portion of Line 1 north of Finch station to [[Richmond Hill, Ontario|Richmond Hill]] in [[Regional Municipality of York|York Region]]. As of 2021, the project entails building two underground stations plus two surface stations north of Finch station. One of the underground stations will be at Steeles Avenue, with the other located at Clark Avenue.<ref name="clark">{{cite web |title=Clark Station to be included as fourth stop on Yonge North Subway Extension |url=https://blog.metrolinx.com/2021/07/16/clark-station-to-be-included-as-fourth-stop-on-yonge-north-subway-extension/ |website=Metrolinx News |publisher=Metrolinx |date=July 16, 2021 |access-date=July 16, 2021 |archive-date=July 16, 2021 |archive-url=https://web.archive.org/web/20210716142248/https://blog.metrolinx.com/2021/07/16/clark-station-to-be-included-as-fourth-stop-on-yonge-north-subway-extension/ |url-status=live }}</ref> From south of [[Ontario Highway 7|Highway 7]], the extension would veer east away from Yonge Street, rising to the surface and then turning north along GO Transit's [[Richmond Hill line]]. The two northernmost stations{{Snd}}one between Highway 7 and [[Ontario Highway 407|Highway 407]] (dubbed "Bridge station" by Metrolinx) and another {{convert|400|m}} farther north at High Tech Road{{Snd}}would be built on the surface along the railway corridor.<ref name="G&M-2021-03-18" /> Bridge station would also be a hub for Viva and GO Transit buses as well as being connected to the existing [[Langstaff GO Station]].<ref name="Metrolinx-2021-04-06" /> The estimated cost of the {{convert|8|km|adj=on}} extension is $5.6{{nbsp}}billion.<ref name="G&M-2021-03-18" /><ref name="Metrolinx-YNSE">{{cite web |url=http://www.metrolinx.com/en/greaterregion/projects/yonge-subway-extension.aspx |title=Yonge North Subway Extension |publisher=[[Metrolinx]] |accessdate=April 10, 2021 |archive-date=April 17, 2021 |archive-url=https://web.archive.org/web/20210417165641/http://www.metrolinx.com/en/greaterregion/projects/yonge-subway-extension.aspx |url-status=live }}</ref>

Originally, prior to 2021, the extension was to have had five new stops, all underground, located at Cummer/Drewry, Steeles, Clark, Langstaff/Longbridge and the [[Richmond Hill Centre Terminal]] of [[Viva Rapid Transit|Viva bus rapid transit]]. In May 2017, the originally proposed {{convert|7.4|km|mi|adj=on}} extension would have cost $5.6{{nbsp}}billion.<ref name="TheStar-2016-06-02" /><ref name="TheStar-2017-05-09" /> However, by 2021, the cost of this version of the extension had risen to $9.3{{nbsp}}billion, resulting in a reduction of its scope.<ref name="G&M-2021-03-18" />

The extension was projected to take a decade to build and would have replaced many of the 2,500 buses per day that run along the route. Ridership on the proposed extension was estimated at 165,000 per day.<ref name="TheStar-2016-03-03">{{cite news |url=https://www.thestar.com/news/gta/transportation/2016/03/02/york-region-pitches-justin-trudeau-on-yonge-subway-extension.html |title=York Region pitches Justin Trudeau on Yonge subway extension |newspaper=[[Toronto Star]] |first=Tess |last=Kalinowsski |date=March 3, 2016 |access-date=June 3, 2016 |archive-date=June 2, 2016 |archive-url=https://web.archive.org/web/20160602231832/https://www.thestar.com/news/gta/transportation/2016/03/02/york-region-pitches-justin-trudeau-on-yonge-subway-extension.html |url-status=live }}</ref> York Region estimated that the extension would help to create 31,000 jobs,<ref name="TheStar-2016-06-02">{{cite news |url=https://www.thestar.com/news/gta/2016/06/02/yonge-subway-extension-to-york-region-takes-step-forward.html |title=Yonge subway extension to York Region takes step forward |newspaper=[[Toronto Star]] |first=Ben |last=Spurr |date=June 2, 2016 |access-date=June 3, 2016 |archive-date=June 2, 2016 |archive-url=https://web.archive.org/web/20160602231742/https://www.thestar.com/news/gta/2016/06/02/yonge-subway-extension-to-york-region-takes-step-forward.html |url-status=live }}</ref> and that the extension would carry 58{{nbsp}}million riders annually by 2031.<ref name="OMT-2016-06-02" />
{{wide image|File:North Yonge Subway Extension map.svg|650px|caption=Schematic map of the Yonge North extension}}
===Plan history===
On June 15, 2007, the Ontario government announced plans to fund this extension as part of a network of rapid transit growth called [[MoveOntario 2020]].<ref name="ON-2007">Government of Ontario (2007). [http://www.premier.gov.on.ca/news/Product.asp?ProductID=1385 MoveOntario 2020 Projects] {{webarchive|url=https://web.archive.org/web/20070709090118/http://www.premier.gov.on.ca/news/Product.asp?ProductID=1385 |date=July 9, 2007}} Retrieved on October 14, 2007.</ref>

In April 2009, the environmental assessment for the Yonge North subway extension was approved.<ref name="OMT-2016-06-02">{{cite web |url=https://news.ontario.ca/mto/en/2016/06/yonge-north-subway-extension-planning-moving-forward.html |title=Yonge North Subway Extension Planning Moving Forward |publisher=Ontario Ministry of Transportation |date=June 2, 2016 |access-date=June 5, 2016 |archive-date=June 2, 2016 |archive-url=https://web.archive.org/web/20160602140216/https://news.ontario.ca/mto/en/2016/06/yonge-north-subway-extension-planning-moving-forward.html |url-status=live }}</ref>

In November 2014, an addendum to the environmental assessment was approved to include an underground train storage facility and surface facilities.<ref name="OMT-2016-06-02" />

By 2016, the province had committed to fund 15 percent of the preliminary engineering and design for the project.<ref name="TheStar-2016-03-03" />

On June 2, 2016, the provincial government gave $55{{nbsp}}million to [[Metrolinx]] in order to work with the TTC and York Region on a detailed plan for the subway extension.<ref name="TheStar-2016-06-02" /><ref name="OMT-2016-06-02" />

In May 2017, Toronto mayor [[John Tory]] announced he would not support planning for the Yonge North subway extension unless there was a funding commitment for the [[Relief Line (Toronto)|Relief Line]] to relieve crowding on Line 1, expected to be at capacity by 2031. If such a funding commitment had been authorized, city staff could have completed 15 to 30 percent of the design for both projects, including schedules and better estimates, by the end of 2019. As of May 2017, planning was more advanced for the Yonge extension than for the Relief Line,<ref name="TheStar-2017-05-09">{{cite news |url=https://www.thestar.com/news/gta/2017/05/09/mayor-john-tory-threatens-to-block-subway-extension-unless-province-pays-for-relief-line.html |title=Mayor John Tory threatens to block subway extension unless province pays for relief line |newspaper=[[Toronto Star]] |first=Ben |last=Spurr |date=May 9, 2017 |access-date=May 9, 2017 |archive-date=May 9, 2017 |archive-url=https://web.archive.org/web/20170509174332/https://www.thestar.com/news/gta/2017/05/09/mayor-john-tory-threatens-to-block-subway-extension-unless-province-pays-for-relief-line.html |url-status=live }}</ref> though the latter has since been replaced with the [[Ontario Line]] under the premiership of [[Doug Ford]].

{{External media|title=Metrolinx media|image1=[https://assets.metrolinx.com/image/upload/f_auto,c_limit,w_3840,q_auto/Images/Metrolinx/YNSE_Map_-_December_2023.jpg Map of extension as proposed in October 2023]}}

By March 2021, Metrolinx had reduced the scope of the project in order to reduce the estimated project cost from $9.3{{nbsp}}billion to $5.6{{nbsp}}billion. The number of stations was reduced from six underground stations to two underground stations plus two surface stations. Two of the three originally proposed underground stations at Cummer Avenue, Clark Avenue and Royal Orchard Boulevard would be eliminated, saving $400 to $500{{nbsp}}million per station, with only the station at Steeles Avenue being retained. The two northernmost stations, Langstaff/Longbridge and Richmond Hill Centre, would be replaced by the surface Bridge and High Tech stations. As well, the storage yard at the north end of the line would be built on the surface rather than underground.<ref name="G&M-2021-03-18">{{cite news |url=https://www.theglobeandmail.com/canada/toronto/article-ontario-scales-back-on-proposed-yonge-subway-extension/ |title=Ontario scales back on proposed Yonge subway extension |newspaper=[[The Globe and Mail]] |first=Oliver |last=Moore |date=March 18, 2021 |accessdate=March 18, 2021 |archive-date=March 18, 2021 |archive-url=https://web.archive.org/web/20210318105102/https://www.theglobeandmail.com/canada/toronto/article-ontario-scales-back-on-proposed-yonge-subway-extension/ |url-status=live }}</ref><ref name="Metrolinx-2021-04-06">{{cite web |url=https://blog.metrolinx.com/2021/04/06/a-launch-pad-to-explore-the-region-a-closer-look-at-bridge-station/ |title=A launch pad to explore the region: a closer look at Bridge Station |publisher=[[Metrolinx]] |date=April 6, 2021 |accessdate=April 7, 2021 |archiveurl=https://web.archive.org/web/20210406174938/https://blog.metrolinx.com/2021/04/06/a-launch-pad-to-explore-the-region-a-closer-look-at-bridge-station/ | archivedate=April 6, 2021 }}</ref> [[Markham City Council]] voted to reject this new route realignment including all surface portions of the route. This in effect cancelled the route option that the city council voted against. In July 2021 and January 2022 respectively, the province announced that the stations at Clark Avenue and Royal Orchard Boulevard would be retained; Royal Orchard station was to be funded by revenues related to the [[Urban density|intensification]] of the surrounding area as a [[Transit-oriented development|transit-oriented community]].<ref>{{cite web |url=https://www.cbc.ca/news/canada/toronto/yonge-north-subway-stop-announcement-1.6105418 |title=Ontario announces 4th stop on Yonge North subway extension |work=CBC News |date=July 16, 2021 |access-date=July 16, 2021 |archive-date=July 16, 2021 |archive-url=https://web.archive.org/web/20210716173042/https://www.cbc.ca/news/canada/toronto/yonge-north-subway-stop-announcement-1.6105418 |url-status=live }}</ref><ref name="Royal Orchard stn">{{cite news|url=https://www.yorkregion.com/news-story/10554381-province-adds-royal-orchard-station-in-thornhill-to-yonge-subway-extension/|title=Province adds Royal Orchard station in Thornhill to Yonge subway extension|last=Riedner|first=Heidi|newspaper=Thornhill Liberal|date=January 14, 2022|access-date=January 14, 2022|archive-date=January 14, 2022|archive-url=https://web.archive.org/web/20220114185629/https://www.yorkregion.com/news-story/10554381-province-adds-royal-orchard-station-in-thornhill-to-yonge-subway-extension/|url-status=live}}</ref>

=== Procurement ===
The Yonge North subway extension consists of two primary contracts. The contracts are:<ref>{{Cite web |title=Yonge North Subway Extension |url=https://www.infrastructureontario.ca/en/what-we-do/projectssearch/yonge-north-subway-extension/ |access-date=May 6, 2023 |website=Infrastructure Ontario |language=en |archive-date=May 6, 2023 |archive-url=https://web.archive.org/web/20230506030906/https://www.infrastructureontario.ca/en/what-we-do/projectssearch/yonge-north-subway-extension/ |url-status=live }}</ref>

==== Advance tunnel ====
On April 27, 2023, Infrastructure Ontario and Metrolinx issued a request for qualifications (RFQ) for the advance tunnel contract, marking the first phase of procurement for the Yonge North subway extension.<ref>{{Cite web |title=Request for Qualifications Issued for Advance Tunnel Contract on the Yonge North Subway Extension |url=https://www.infrastructureontario.ca/en/news-and-media/news/advance-tunnel-yonge-north-subway-extension/request-for-qualifications-issued-for-advance-tunnel-contract-on-the-yonge-north-subway-extension/ |access-date=May 6, 2023 |website=Infrastructure Ontario |language=en |archive-date=May 6, 2023 |archive-url=https://web.archive.org/web/20230506030909/https://www.infrastructureontario.ca/en/news-and-media/news/advance-tunnel-yonge-north-subway-extension/request-for-qualifications-issued-for-advance-tunnel-contract-on-the-yonge-north-subway-extension/ |url-status=live }}</ref>

This contract will include the design and construction of:

* A {{Convert|6.3|km|adj=on}} tunnel from the existing [[Finch station]] to a portal south of Highway 407
* Design and construction of launch and extraction shafts, tunnels, as well as headwalls for stations and support of excavation for emergency exit buildings
* Design, procurement, and supply of tunnel-boring machines and tunnel liner segments
* Reinforcement and improvement of soil and works necessary to facilitate tunnelling under and next to the CN Railway tracks and the York–Durham sewage system
* Construction of CN right-of-way separation barriers to expedite safe corridor access and construction

To expedite construction, tunnelling will begin first, followed by a separate contract to build the stations, rail, and systems.<ref>{{cite web |date=April 27, 2023 |title=RFQ issued for tunnelling work on Yonge North Subway Extension |url=https://canada.constructconnect.com/dcn/news/infrastructure/2023/04/rfq-issued-for-tunnelling-work-on-yonge-north-subway-extension |work=ConstructConnect |access-date=April 27, 2023 |archive-date=April 27, 2023 |archive-url=https://web.archive.org/web/20230427233925/https://canada.constructconnect.com/dcn/news/infrastructure/2023/04/rfq-issued-for-tunnelling-work-on-yonge-north-subway-extension |url-status=live }}</ref>

On December 1, 2023, Infrastructure Ontario (IO) and Metrolinx released a request for proposals (RFP) for the advance tunnel contract package. The three teams previously shortlisted through the RFQ process{{Snd}}including CrossTransit Group ([[Vinci SA|Vinci]], [[Ferrovial]], Sener, Janin Atlas), North End Connectors ([[Aecon]], [[ACS Group|Dragados]], [[Ghella (company)|Ghella]], EXP, TYPSA), and Toronto-York Tunnel Connectors ([[Acciona]], [[Bouygues]], Hatch, [[Parsons Corporation|Parsons]]){{Snd}}were invited to submit proposals detailing how they will deliver the project. Upon evaluating the proposals received, IO and Metrolinx expect to award this tunnelling contract in late 2024.<ref>{{Cite web |title=Request for Proposals Issued to Shortlisted Teams for the Yonge North Subway Extension Tunnelling Contract|url=https://www.infrastructureontario.ca/en/news-and-media/news/advance-tunnel-yonge-north-subway-extension/rfp-to-shortlisted-teams-for-the-yonge-north-subway-extension-tunnelling/ |access-date=December 1, 2023 |website=Infrastructure Ontario |language=en}}</ref>

==== Stations, rails and systems ====
As of Infrastructure Ontario's March 2023 update, there is no timeline identified for the procurement of the stations, rails and systems (SRS) contract.<ref>{{Cite web |title=March 2023 Market Update |url=https://www.infrastructureontario.ca/en/news-and-media/news/market-update/march-2023-market-update/ |access-date=May 6, 2023 |website=Infrastructure Ontario |language=en |archive-date=May 6, 2023 |archive-url=https://web.archive.org/web/20230506030909/https://www.infrastructureontario.ca/en/news-and-media/news/market-update/march-2023-market-update/ |url-status=live }}</ref>

===Capacity constraints===
{{update section|date=March 2024}}
Toronto council approved the plan in principle in January 2009 provided there were upgrades to the existing line to support the additional ridership from York Region.<ref name="NP-2009-02-18">{{cite news |last=Haynes |first=Allison |date=January 6, 2009 |title=City's Demands Push Price Of Subway To $5B |url=https://nationalpost.com/news/canada/toronto/story.html?id=1146889 |newspaper=National Post |location=[[Toronto]], [[Ontario]], Canada}}{{dead link|date=August 2016|bot=medic}}{{cbignore|bot=medic}}</ref> Specifically, Toronto politicians stated that the Yonge line does not have the capacity to support an extension to Richmond Hill until a separate relief line is built between Pape and Osgoode stations. In the morning rush hours, southbound trains on the Yonge line usually reach capacity between York Mills and Eglinton stations.<ref name="TheStar-2016-03-03" />

In March 2016, York Region officials stated their belief that SmartTrack, [[GO Expansion|electrified GO service]], the Spadina subway extension and [[automatic train control]] would be implemented by 2026 and be sufficient to support the extra ridership of an extension to Richmond Hill. Thus, the deputy mayor of Richmond Hill wanted to start construction of the extension by 2019.<ref name="TheStar-2016-03-03" /> Vaughan politicians and officials noted a June 2015 Metrolinx report which indicated the Yonge line would have enough capacity to carry the new demand if the Spadina extension and [[GO Transit Regional Express Rail|Regional Express Rail]]<!--Don't bypass redirect per [[WP:NOTBROKEN]]--> on the Richmond Hill line were implemented.<ref name="TheStar-2016-03-03a">{{cite news |url=https://www.thestar.com/news/gta/transportation/2016/03/03/vaughan-councillor-challenges-yonge-subway-no-capacity-mythology.html |title=Vaughan councillor challenges Yonge subway 'no-capacity mythology' |newspaper=[[Toronto Star]] |first=Tess |last=Kalinowski |date=March 3, 2016 |access-date=June 9, 2016 |archive-date=August 5, 2016 |archive-url=https://web.archive.org/web/20160805225857/https://www.thestar.com/news/gta/transportation/2016/03/03/vaughan-councillor-challenges-yonge-subway-no-capacity-mythology.html |url-status=live }}</ref><ref name="ML-2015-06-25">{{cite web |url=http://www.metrolinx.com/en/docs/pdf/board_agenda/20150625/2015-06-25_Yonge_Relief_Network_Study.pdf |title=Yonge Relief Network Study |publisher=[[Metrolinx]] |first1=Leslie |last1=Woo |first2=Anna |last2=Pace |date=June 25, 2015 |access-date=June 9, 2016 |archive-date=March 13, 2018 |archive-url=https://web.archive.org/web/20180313120745/http://www.metrolinx.com/en/docs/pdf/board_agenda/20150625/2015-06-25_Yonge_Relief_Network_Study.pdf |url-status=live }}</ref> However, Metrolinx has no immediate plans to provide electrified GO service on the Richmond Hill line and Toronto transit advocate [[Steve Munro]] noted that the line would be at 96 percent capacity in the peak hour and there would be some overcrowding due to variations in traffic over the hour.<ref name="TheStar-2015-04-17">{{cite news |url=https://www.thestar.com/news/gta/transportation/2015/04/17/go-to-add-30-per-cent-more-trains-in-next-5-years-s.html |title=GO to add almost 50 per cent more trains in next 5 years |newspaper=[[Toronto Star]] |first=Tess |last=Kalinowski |date=April 17, 2015 |access-date=March 30, 2016 |archive-date=March 7, 2016 |archive-url=https://web.archive.org/web/20160307142352/http://www.thestar.com/news/gta/transportation/2015/04/17/go-to-add-30-per-cent-more-trains-in-next-5-years-s.html |url-status=live }}</ref><ref name="SteveMunro-2016-07-05">{{cite web |url=https://stevemunro.ca/2016/07/05/york-region-wants-a-subway-overstates-available-capacity/ |title=York Region Wants a Subway, Overstates Available Capacity |first=Steve |last=Munro |author-link=Steve Munro |date=July 5, 2016 |access-date=July 11, 2016 |archive-date=September 21, 2016 |archive-url=https://web.archive.org/web/20160921221326/https://stevemunro.ca/2016/07/05/york-region-wants-a-subway-overstates-available-capacity/ |url-status=live }}</ref>

In March 2016, the Toronto mayor's office said that [[SmartTrack]] and automatic train control may have also been required, which was reaffirmed by TTC spokesperson Brad Ross that June.<ref name="TheStar-2016-03-03" /><ref name="TheStar-2016-06-02" /> This was affirmed again by Metrolinx in January 2019, thus reversing its opinion in its June 2015 report. The 2019 report also predicted that if both phase 1 of the then-planned [[Relief Line (Toronto)|Relief Line]] to Pape station and the Yonge North extension had been built, Line 1 would have been over capacity by 2041. At that point, the Relief Line would have needed to be extended farther north.<ref name="TheStar-2019-01-31">{{cite news |url=https://www.thestar.com/news/gta/2019/01/31/relief-line-must-open-before-yonge-north-subway-extension-says-metrolinx.html |title=Relief Line must open before Yonge North subway extension, says Metrolinx |newspaper=[[Toronto Star]] |first=Ben |last=Spurr |date=January 31, 2019 |access-date=January 31, 2019 |archive-date=February 1, 2019 |archive-url=https://web.archive.org/web/20190201040208/https://www.thestar.com/news/gta/2019/01/31/relief-line-must-open-before-yonge-north-subway-extension-says-metrolinx.html |url-status=live }}</ref> However, the Relief Line was later replaced by the [[Ontario Line]], which will run to Eglinton Avenue at [[Don Valley station]] to meet with Line 5 Eglinton.

===Busway===
{{Main|Yonge Street Rapidway}}
Given the wait for the Richmond Hill extension, there were plans to construct [[Viva Rapid Transit|Viva Bus Rapid Transit]] bus lanes along Yonge Street from Finch Avenue to Highway 7.<ref name="Metrolinx-2014-04-23">{{cite web |title=York Region vivaNext Rapidways |url=http://www.bigmove.ca/wp-content/uploads/2012/11/TBM_ProjectsInProgress-York-Region-vivaNext-Rapidways.pdf |work=[[Metrolinx]] |access-date=April 23, 2014 |archive-url=https://web.archive.org/web/20140424044035/http://www.bigmove.ca/wp-content/uploads/2012/11/TBM_ProjectsInProgress-York-Region-vivaNext-Rapidways.pdf |archive-date=April 24, 2014}}</ref> However, by April 2014, the plan was scrapped in favour of only constructing the busway north of Highway 7.{{cn|date=July 2023|reason=Source needed for date}} A group in York Region had lobbied for the plan's cancellation due to concerns about a loss of treed boulevards and private property when widening Yonge Street for bus lanes through [[Thornhill, Ontario|Thornhill]].<ref>{{cite web |url=http://www.yorkregion.com/opinion-story/1422958-don-t-count-on-yonge-subway-just-yet/ |title=Editorials – Don't count on Yonge subway just yet |via=Yorkregion.com |newspaper=[[The Newmarket Era]] |date=August 15, 2007 |access-date=June 6, 2016 |archive-date=July 1, 2018 |archive-url=https://web.archive.org/web/20180701140251/https://www.yorkregion.com/opinion-story/1422958-don-t-count-on-yonge-subway-just-yet/ |url-status=live }}</ref> The revised busway opened in December 2020.<ref>{{cite tweet |user=YRTViva |number=1339635960749977601 |title=As of this Sunday, Dec. 20, Viva blue 🐳 riders can travel along the new corridor on Yonge.}}</ref>

==See also==
*[[MoveOntario 2020]]
*[[Yonge streetcar line]] – Predecessor to the Yonge portion of Line 1 that operated as part of the Toronto streetcar system

==References==
{{Reflist}}

==External links==
{{Commons category|Line 1 Yonge–University}}
{{Attached KML|display=title,inline}}
*{{TTC route page}}
*[http://www.ttc.ca/Spadina/index.jsp Toronto–York Spadina Subway Extension]
*[http://www.metrolinx.com/en/greaterregion/projects/yonge-subway-extension.aspx Yonge North Subway Extension] at [[Metrolinx]]
*[http://www.vivanext.com/yonge-subway-extension/ Yonge North Subway Extension] at [[York Region Transit]]
*{{cite web |url=http://www.metrolinx.com/en/docs/pdf/board_agenda/20150625/2015-06-25_Yonge_Relief_Network_Study.pdf |title=Yonge Relief Network Study |publisher=Metrolinx |date=June 25, 2015 |access-date=July 24, 2016 |archive-date=March 13, 2018 |archive-url=https://web.archive.org/web/20180313120745/http://www.metrolinx.com/en/docs/pdf/board_agenda/20150625/2015-06-25_Yonge_Relief_Network_Study.pdf |url-status=dead }}
*{{cite web |url=http://www.toronto.ca/legdocs/mmis/2009/ex/bgrd/backgroundfile-17894.pdf |title=Yonge Subway Extension – Environmental Assessment Submission and Project Update |publisher=City of Toronto |date=December 16, 2008 |access-date=July 24, 2016}}

{{Portal bar|Ontario|Trains}}
{{TTC}}
{{TTCstations}}
{{Big Move RT}}

{{DEFAULTSORT:Line 1 Yonge-University}}
[[Category:Toronto rapid transit|1]]
[[Category:Railway lines opened in 1954]]
[[Category:Toronto-gauge railways]]
[[Category:Railway lines in highway medians]]
[[Category:Rapid transit lines in Canada]]
[[Category:1954 establishments in Ontario]]
[[Category:600 V DC railway electrification]]