View source for Line 2 Bloor–Danforth

{{Good article}}
{{Short description|Rapid transit line in Toronto, Ontario}}
{{Use Canadian English|date=April 2024}}
{{Use mdy dates|date=June 2025}}
{{Infobox rail line
| color           = {{rcr|Toronto Transit Commission|2}}
| name            = Line 2 Bloor–Danforth
| logo            = {{rail-interchange|toronto|2|size=35}}
| logo_width      = 
| image           = Old Mill TTC 9481074784.jpg
| image_width     = 
| caption         = Trains crossing the [[Humber River (Ontario)|Humber River]] near [[Old Mill station]]
| type            = [[Rapid transit]]
| system          = [[Toronto subway]]
| status          = Operational
| locale          = [[Toronto]], Ontario
| start           = {{stl|TTC|Kipling}}
| end             = {{stl|TTC|Kennedy}}
| stations        = 31 (3 under construction)<ref name="Feeling Congested">http://www.toronto.ca/legdocs/mmis/2013/pg/bgrd/backgroundfile-64550.pdf {{Webarchive|url=https://web.archive.org/web/20160404003538/http://www.toronto.ca/legdocs/mmis/2013/pg/bgrd/backgroundfile-64550.pdf |date=April 4, 2016}} {{Bare URL PDF|date=March 2022}}</ref><ref name="CTV-2021-06-23">{{cite web |last1=Fox |first1=Chris |title=Ontario breaks ground on Scarborough subway extension |url=https://toronto.ctvnews.ca/ontario-breaks-ground-on-scarborough-subway-extension-1.5482761 |website=CTV News Toronto |access-date=June 23, 2021 |date=June 23, 2021 |archive-date=June 23, 2021 |archive-url=https://web.archive.org/web/20210623201507/https://toronto.ctvnews.ca/ontario-breaks-ground-on-scarborough-subway-extension-1.5482761 |url-status=live}}</ref>
| routes          = 
| daily_ridership = 404,397 (2022 weekday average)<ref name="average">{{cite web |url=https://ttc-cdn.azureedge.net/-/media/Project/TTC/DevProto/Documents/Home/Transparency-and-accountability/Subway-Ridership-2022.pdf?rev=3b05f656198846b7b8e037af1d964082|title=Subway ridership, 2033 |publisher=Toronto Transit Commission|access-date= July 21, 2023 |archive-url=https://web.archive.org/web/20221128201644/https://ttc-cdn.azureedge.net/-/media/Project/TTC/DevProto/Documents/Home/About-the-TTC/Projects-Landing-Page/Transit-Planning/TTCca---Subway-Ridership-2019.pdf?rev=ca0f80af88b24890aec3b77b6a69a009 | archive-date=November 28, 2022}}</ref>
| website         = {{TTC route page}}
| open            = {{start date and age|1966|02|26}}
| close           = 
| owner           = [[Toronto Transit Commission]]
| operator        = Toronto Transit Commission
| character       = 
| depot           = {{plainlist|
* [[Greenwood Yard]]
* [[Keele Yard]]
}}
| stock           = [[T series (Toronto subway)|T1]]
| linelength      = {{plainlist|
* {{convert|26.2|km|mi|abbr=on}}
* {{convert|7.8|km|mi|abbr=on}} under construction
}}
| tracklength     = 
| tracks          = 
| gauge           = {{track gauge|toronto|lk=on}}
| electrification = {{600 V DC|conductor=third rail}}
| signalling      = [[Automatic block signaling]]
| speed           = 
| elevation       = 
| map             = {{switcher
| {{maplink-road|from=Line 2 Bloor–Danforth.map}} Line 2 Bloor–Danforth highlighted in green <hr />
| Show interactive map
| 
[[File:Line 2 Bloor-Danforth Static Map.svg|275px|Geographic map of Line 2 Bloor–Danforth and all connections. Map by OpenStreetMap contributors.]]
| Show static map
| {{Line 2 Bloor–Danforth|inline=yes}}
| Show route diagram
}}
}}

'''Line 2 Bloor–Danforth''' is a [[rapid transit]] line in the [[Toronto subway]] system, operated by the [[Toronto Transit Commission]] (TTC).<ref name="subway_index">{{cite web |url=http://www.ttc.ca/Subway/index.jsp |title=Subway |work=Schedules & Maps |publisher=Toronto Transit Commission |quote=Line 2 Bloor–Danforth has 31 stations |access-date=February 3, 2017 |archive-date=August 27, 2016 |archive-url=https://web.archive.org/web/20160827201808/https://ttc.ca/Subway/index.jsp |url-status=live}}</ref> It has 31 [[Metro station|stations]] and is {{convert|26.2|km|mi|1}} in length. It opened on February 26, 1966,<ref>New subway line opens in Toronto ''[[Railway Age]]'' February 28, 1966, page 12</ref><ref>{{cite news |title=The TTC once knew how to move people but now we spend more time arguing than building subways |url=https://nationalpost.com/news/canada/the-ttc-once-knew-how-to-move-people-but-now-we-spend-more-time-arguing-that-building-subways |date=July 19, 2013 |work=[[National Post]] |access-date=February 26, 2018 |last1=Kuitenbrouwer |first1=Peter}}</ref><ref name="feb26">{{cite web |title=Bloor–Danforth Subway Official Opening, 1966 |url=https://www.ttc.ca/Coupler/Back_Track/More_History/50_years_ago_bloor-danforth.jsp |date=February 25, 2016 |work=[[Toronto Transit Commission|TTC]] |access-date=February 26, 2018 |archive-date=September 28, 2020 |archive-url=https://web.archive.org/web/20200928161744/https://www.ttc.ca/Coupler/Back_Track/More_History/50_years_ago_bloor-danforth.jsp |url-status=live}}</ref> and extensions at both ends were completed in 1968 and again in 1980.

The line runs primarily a few metres north of [[Bloor Street]] from its western terminus at [[Kipling Avenue]] with a direct connection to the [[Kipling GO Station]] to the [[Prince Edward Viaduct]] east of Castle Frank Road, after which the street continues as [[Danforth Avenue]] and the line continues running a few metres north of Danforth Avenue until just east of Main Street, where it bends northeasterly and runs above-grade until just east of Warden station, where it continues underground to its eastern terminus, slightly east of [[Kennedy Road (Toronto)|Kennedy Road]] on [[Eglinton Avenue]], which has a direct connection to the [[Kennedy GO Station]]. The subway line is closed nightly for maintenance, during which [[Blue Night Network]] bus routes provide service along the route.<ref name="night" />

The most travelled part of the line is located in [[Toronto]]'s midtown area known as [[Yorkville, Toronto|Yorkville]].<ref name="location" /> In this area, the subway connects to [[Line 1 Yonge–University]] at {{stl|TTC|Spadina}}, {{stl|TTC|St. George}} and [[Bloor–Yonge station]]s. Towards the east, where the line runs parallel to [[Danforth Avenue]], it serves areas such as [[Greektown, Toronto|Greektown]] (also known as "the Danforth") and the [[East Danforth]] neighbourhood. It then runs through a very short stretch of [[East York]] to its eastern terminus in [[Scarborough, Ontario|Scarborough]], where it connected to the former [[Line 3 Scarborough]]. To the west of Yorkville, the line continues along Bloor Street serving many communities such as [[the Annex]], [[Koreatown, Toronto|Koreatown]], [[Bloorcourt Village]], [[Bloordale Village]], [[Junction Triangle]], [[Bloor West Village]], a very short stretch in [[York, Ontario|York]], and [[The Kingsway, Toronto|the Kingsway]] and [[Islington-City Centre West|Islington–Etobicoke City Centre]] areas in [[Etobicoke]], where it terminates at [[Kipling Avenue]] in [[Six Points, Toronto|Six Points]]<!--Don't bypass redirect per [[WP:NOTBROKEN]]-->.

Construction of an extension to [[Sheppard Avenue]] and [[McCowan Road]] to replace Line 3 Scarborough began on June 23, 2021. <!--No reliable source states a completion date-->This project has no confirmed completion date<!--No reliable source states a completion date-->.

==Name==
When the Bloor–Danforth line, the second subway line in the city, opened in 1966, it necessitated [[Retronym|renaming the first]] subway line "the [[Line 1 Yonge–University|Yonge line]]". Unofficially, the subway lines were already numbered, but in October 2013, the TTC announced plans to give the lines an official number to help riders and visitors to navigate the system. The new signage reflecting this change began being installed in March 2014, with {{stl|TTC|Bloor–Yonge}} and {{stl|TTC|St. George}} being the first two stations updated.<ref>{{cite web |url=http://toronto.ctvnews.ca/ttc-tests-new-numerical-signage-system-1.1710500 |title=TTC tests new numerical signage system |date=March 2, 2014 |access-date=July 19, 2014 |archive-date=October 10, 2014 |archive-url=https://web.archive.org/web/20141010083607/http://toronto.ctvnews.ca/ttc-tests-new-numerical-signage-system-1.1710500 |url-status=live}}</ref><ref>{{Cite web |url=http://i.imgur.com/BREE2L2.jpg |title=New TTC Signage at Eglinton Station |access-date=July 19, 2014 |archive-date=May 14, 2014 |archive-url=https://web.archive.org/web/20140514132329/http://i.imgur.com/BREE2L2.jpg |url-status=live}}</ref> The subway was formerly internally known as route 601.<ref>[[Toronto Transit Commission]], [http://transit.toronto.on.ca/archives/reports/1991.pdf Scheduled Service Summary] {{Webarchive|url=https://web.archive.org/web/20121001060118/http://transit.toronto.on.ca/archives/reports/1991.pdf |date=October 1, 2012}}, Board Period Commencing Sunday, July 21, 1991</ref> Since the mid-2010s, it is publicly referred to as "Line 2 Bloor–Danforth".<ref>{{cite web |url=http://www3.ttc.ca/Subway/index.jsp |title=Subway/RT Information |publisher=Toronto Transit Commission |access-date=February 19, 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==

===Pre-subway era===
[[File:Prince Edward Viaduct under construction, Nov 10, 1916.jpg|thumb|250px|Construction of the [[Prince Edward Viaduct]] over the [[Don River (Ontario)|Don River]] in 1916, whose lower deck now carries Line 2 Bloor–Danforth]]
The earliest mention of rapid transit along the Bloor–Danforth line's route was made in a 1910 report that was prepared by an American firm of transit consultants. This study had been commissioned by a special commission, which included City Controller [[Horatio Clarence Hocken]] and Mayor of Toronto [[Joseph Oliver (politician)|Joseph Oliver]]. In their final report, the consultants suggested that the [[Prince Edward Viaduct]], which spans the [[Don River (Ontario)|Don River Valley]], should include 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 |year=2008 |publisher=Dundurn Press |isbn=978-1-55002-835-5}}</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 TTC published a report which suggested construction of a subway and an expressway broadly following [[Bloor Street]] and [[Danforth Avenue]]. The estimated cost of the project was {{CAD|120{{nbsp}}million|link=yes}}, but the plan was not implemented. Plans for a somewhat longer route, running east to west from Victoria Park Avenue to the [[Humber River (Ontario)|Humber River]], were proposed by the Toronto Planning Board in December 1943, although the report did not include costings.<ref name="filey111" /> 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 was rejected.<ref name="proposal">{{cite web |title=Early Subway Proposals |work=Transit Toronto |date=November 10, 2006 |url=http://transit.toronto.on.ca/subway/5101.shtml |access-date=July 31, 2012 |archive-date=April 26, 2012 |archive-url=https://web.archive.org/web/20120426215432/http://transit.toronto.on.ca/subway/5101.shtml |url-status=live}}</ref>

Before the subway was built, the [[Bloor streetcar line]] operated along the route between Jane Street and Luttrell Avenue (located just west of [[Shoppers World Danforth]]). Paired [[Presidents' Conference Committee (Toronto streetcar)|PCC streetcars]] or multiple units (MUs) operated 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=10.1016/0094-1190(76)90035-8}}</ref> The TTC favoured this route because the Prince Edward Viaduct made it easier to build a subway across the Don Valley, and the streetcar that ran along the route was filled with passengers travelling from [[East York]] and [[Scarborough, Ontario|Scarborough]]. To provide relief to this streetcar line and to ease expansion into the suburbs, the line was built a few metres north of both Bloor Street and Danforth Avenue.<ref name="bloor">{{cite web |title=A History of Subways on Bloor and Queen Streets |work=Transit Toronto |date=November 29, 2009 |url=http://transit.toronto.on.ca/subway/5104.shtml |access-date=August 1, 2012 |archive-date=May 27, 2013 |archive-url=https://web.archive.org/web/20130527190656/http://transit.toronto.on.ca/subway/5104.shtml |url-status=live}}</ref>

===Subway construction===
[[File:Harpers Dump 1949.jpg|thumb|250px|Greenwood Avenue Fill, the area that would eventually become the [[Greenwood Yard|Greenwood subway yard]]]]
[[File:Kennedy Station subway extension plaque.jpg|thumb|Plaque at [[Kennedy station]] commemorating the extension of Line 2 in 1980]]

During the period after [[World War II]], rapid development created a need for more public transit. A referendum on whether a subway should be constructed along [[Yonge Street]] was held on January 1, 1946, and this proposal received majority support.<ref name="y">{{cite web |title=A History of the Original Yonge Subway |work=Transit Toronto |date=April 21, 2012 |url=http://transit.toronto.on.ca/subway/5102.shtml |access-date=July 31, 2012 |archive-date=March 28, 2013 |archive-url=https://web.archive.org/web/20130328054335/http://transit.toronto.on.ca/subway/5102.shtml |url-status=live}}</ref> The opening of the [[Line 1 Yonge–University|Yonge subway]] in 1954 resulted in another plan by the TTC for a Bloor–Danforth line, this time without an expressway, costing $146{{nbsp}}million. The line was approved, but was not built.<ref name="filey111">{{cite book |title=TTC Story: The First Seventy-Five Years |author-link=Mike Filey |last=Filey |first=Mike |year=1996 |publisher=Dundurn Press |isbn=1-55002-244-X |page=111}}</ref>

In the 1950s, there was intense 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=10.2307/139770 |jstor=139770}}</ref> There were two main plans. While both shared the same route at the outer ends, the TTC favoured a route that continued eastwards from [[Christie station]] to [[Pape station]]. This plan was championed by the TTC chairman, [[Allan Lamport]], and also 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 the Metro Toronto chairman, [[Fred Gardiner]], had a large U-shaped diversion in the centre. From Christie station, it ran south to [[Queen Street, Toronto|Queen Street West]], and after following Queen Street eastwards to Pape Avenue, turned north to rejoin the east–west route at Pape station.<ref>{{harvnb |Filey |1996 |pp=110–111}}</ref> The eastern routing is similar to the [[Relief Line (Toronto)|Relief Line]] subway proposal of the 2010s and its successor, the [[Ontario Line]].

In 1956, Toronto's midtown area was starting to experience growth.<ref name="location" /> There was a public debate about the two schemes between the two chairmen and the municipalities that made up Metropolitan Toronto. The extension of the Yonge line along University Avenue, and the east–west Bloor–Danforth line extension were authorized on September 5, 1958<ref name="filey111" /> by the Ontario Municipal Board which sought a compromise between 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 |access-date=July 31, 2012 |archive-date=April 7, 2012 |archive-url=https://web.archive.org/web/20120407223931/http://www.mah.gov.on.ca/Page1755.aspx |url-status=live}}</ref> The financing of the project was controversial. For the first time, financing was to be split between the TTC and Metro Toronto, incurring a property tax increase. This was opposed by Etobicoke, [[Long Branch, Toronto|Long Branch]], [[Mimico]], New Toronto and Scarborough, who wanted the project to be funded solely by the TTC. The battle to stop the project went to the [[Supreme Court of Canada]].<ref name="subway">{{cite news |title=Historicist: Opposing the Subway |url=https://torontoist.com/2013/05/historicist-opposing-the-subway/ |access-date=March 24, 2019 |work=The Torontoist |date=May 11, 2013 |archive-date=March 24, 2019 |archive-url=https://web.archive.org/web/20190324171637/https://torontoist.com/2013/05/historicist-opposing-the-subway/ |url-status=live}}</ref>

The University line opened in 1963, and the Bloor–Danforth line opened from [[Keele station]] in the west to [[Woodbine station]] in the east on February 26, 1966.<ref name="feb26" /> Nine men died during its construction in several incidents.{{citation needed|date=May 2023}} Most of the line was built underground using the [[cut-and-cover]]<!--Don't bypass redirect per [[WP:NOTBROKEN]]--> method, with some sections along University Avenue built using shield tunneling with manual excavation of the face{{Snd}}and even a short stretch using the [[Milan method|Milan tunneling method]] ({{Aka}} the Icos–Veder method).<ref>{{cite web |title=Bloor-University-Danforth Subway |work=Toronto |url=https://www.toronto.ca/ext/archives/s2221/s2221_fl0292_it0001v.jpg |access-date=April 30, 2023 |archive-date=April 30, 2023 |archive-url=https://web.archive.org/web/20230430193443/https://www.toronto.ca/ext/archives/s2221/s2221_fl0292_it0001v.jpg |url-status=live}}</ref> Other parts of the line were built above ground in grade-separated rail corridors. The line was {{convert|12.9|km|mi}} long,<ref name="filey111" /> and ran about {{convert|20|to|40|m}} north of Bloor Street and Danforth Avenue.<ref>{{harvnb |Filey |1996 |p=110}}</ref> The cost of the initial section was $200{{nbsp}}million<ref name="feb26" /> (${{#expr:{{inflation|CA|200|1959}}/1000}}{{nbsp}}billion in {{Inflation-year|CA}} dollars).{{inflation-fn|CA}}

Once the line started full operation, construction of extensions to the Bloor–Danforth line began. The extensions to [[Islington station (Toronto)|Islington station]] in the west and [[Warden station]] in the east opened simultaneously on May 11, 1968.<ref>{{cite web |title=The Abandoned Streetcar Shuttle Connection Passages |work=Transit Toronto |date=November 10, 2006 |url=http://transit.toronto.on.ca/subway/5118.shtml |access-date=May 10, 2008 |archive-date=June 2, 2008 |archive-url=https://web.archive.org/web/20080602083140/http://transit.toronto.on.ca/subway/5118.shtml |url-status=live}}</ref> These were completed at a cost of $77{{Nbsp}}million<ref>{{cite news |work=The Globe and Mail |title=Subway rolls to the suburbs |first=Douglas |last=Sagi |date=May 11, 1968 |page=1}}</ref> (${{inflation|CA|77|1968}}{{nbsp}}million in {{Inflation-year|CA}} dollars).{{inflation-fn|CA}} On November 21, 1980, the line was extended to the current terminal stations of [[Kipling station]] in the west and [[Kennedy station]] in the east at a further cost of $110{{nbsp}}million<ref>{{cite journal |first=Pierre |last=Filion |year=200 |title=Balancing concentration and dispersion? Public policy and urban structure in Toronto |journal=Environment and Planning C: Government and Policy |volume=18 |issue=2 |pages=163–189 |publisher=Pion |doi=10.1068/c2m |s2cid=153670088}}</ref><ref>{{cite web |url=https://transit.toronto.on.ca/subway/5104.shtml |title=A History Of Subways on Bloor and Queen Streets |access-date=March 26, 2019 |archive-date=March 26, 2019 |archive-url=https://web.archive.org/web/20190326032952/http://transit.toronto.on.ca/subway/5104.shtml |url-status=live}}</ref> (${{inflation|CA|110|1980}}{{nbsp}}million in {{Inflation-year|CA}} dollars).{{inflation-fn|CA}}

===Subway operations===

Upon opening, the Bloor–Danforth line was well received: a survey taken four months later showed that the subway was used by 10,000 riders per hour. As a result, many bus and streetcar routes were either discontinued or shortened.<ref>{{cite web |url=http://www.stevemunro.ca/wp-content/uploads/2006/03/BloorDanforthSuccessStory.pdf |title=The Bloor–Danforth Subway 40 Years After Opening. Why Was It So Successful? |first=Steve |last=Munro |date=March 14, 2006 |access-date=August 1, 2012 |author-link=Steve Munro |url-status=dead |archive-url=https://web.archive.org/web/20071019033127/http://www.stevemunro.ca/wp-content/uploads/2006/03/BloorDanforthSuccessStory.pdf |archive-date=October 19, 2007}}</ref> Various bus and streetcar routes that connected to the subway stations allowed the line to continue to grow and become more sustainable.<ref name="reception">{{cite book |title=Transport For Suburbia: Beyond The Automobile Age |last=Mees |first=Paul |year=2010 |publisher=Earthscan |location=New York, New York |isbn=978-1-84407-740-3}}</ref> The line carried an average of 503,060 passengers on weekdays during the 2015 operating year.<ref name="average" />

For the first six months of operation, the subway was operated as a single system, with trains from [[Eglinton station]] running through to either Keele or Woodbine station, while other trains connected the latter two points. However, the manoeuvre made operation of both lines more difficult, and the practice was abandoned after the initial trial period,<ref name="filey111" /> leaving [[Bay station#Lower Bay|Lower Bay station]] [[Ghost station|abandoned]].<ref name="LostStns">{{cite web |title=Toronto's Lost Subway Stations – Transit Toronto – Content |url=http://transit.toronto.on.ca/subway/5006.shtml |website=Transit Toronto |access-date=November 9, 2014 |archive-date=November 3, 2012 |archive-url=https://web.archive.org/web/20121103084541/http://transit.toronto.on.ca/subway/5006.shtml |url-status=live}}</ref>

In 1971, 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 |page=11 |access-date=April 6, 2012 |archive-date=March 3, 2016 |archive-url=https://web.archive.org/web/20160303212140/http://info.worldbank.org/etools/docs/library/115504/toronto99/assets/t-frisken-mod01.pdf |url-status=live}}</ref> Prior to this, stations west of {{stl|TTC|Old Mill}} and east of {{stl|TTC|Victoria Park}} were geographically part of [[Toronto Transit Commission fares#Zone fares (1954–1973)|Zone 2]] for fare purposes, 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 that 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 |work=Transit Toronto |date=April 21, 2012 |access-date=June 24, 2012 |archive-date=June 14, 2012 |archive-url=https://web.archive.org/web/20120614222610/http://transit.toronto.on.ca/spare/0021.shtml |url-status=live}}</ref>

On October 15, 1976, an arsonist lit a fire on a subway train at [[Christie station]]. The fire destroyed four subway cars and some wall tiles, and resulted in a section of the subway being closed for a few days. As a result, the middle section of Christie station has different-coloured trim tiles.<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 |access-date=August 1, 2012 |archive-date=July 26, 2020 |archive-url=https://web.archive.org/web/20200726071226/http://m.ttc.ca/About_the_TTC/Commission_reports_and_information/Commission_meetings/2007/Sept_19_2007/Other/Station_Modernizatio.jsp |url-status=dead}}</ref> This program would result in making the subway system more [[Accessibility|accessible]],<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=urbantoronto.ca |access-date=August 1, 2012 |archive-date=April 2, 2015 |archive-url=https://web.archive.org/web/20150402092626/http://urbantoronto.ca/news/2010/08/kipling-subway-stations-east-entrance-its-way |url-status=live}}</ref>

== Stations ==
{{Further|List of Toronto subway stations}}
[[Kipling station]], the western terminus of Line 2 Bloor–Danforth, is located near [[Kipling Avenue]] and Dundas Street West. After going east for {{convert|12|km|mi}}, it meets the [[Line 1 Yonge–University|University segment of Line 1]] at both {{stl|TTC|Spadina}} and St. George stations. It also meets the Yonge Street line at [[Bloor–Yonge station|Yonge station]]. The route's eastern terminus is located at Kennedy station.<ref>{{cite web |title=Subway/RT Map |publisher=Toronto Transit Commission |url=http://www.ttc.ca/Subway/interactivemap.jsp |access-date=July 31, 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120805074213/http://www.ttc.ca/Subway/interactivemap.jsp |archive-date=August 5, 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 by about a city block to minimize disruption. 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 |date=April 1996 |scale=1:62,500}}</ref>

Most stations on the Bloor–Danforth line have side platforms.<ref>{{cite web |url=http://www.balancefba.org/living/oandm/bloor_danforth.html |title=Bloor–Danforth Subway Line |publisher=Balance for Blind Adults |access-date=August 3, 2012 |url-status=dead |archive-url=https://web.archive.org/web/20111009063845/http://www.balancefba.org/living/oandm/bloor_danforth.html |archive-date=October 9, 2011}}</ref> At the surface, some stations are designed to be a part of a [[Shopping mall|shopping area]], which are located above the subway.<ref>{{cite web |url=http://www.bloor-yorkville.com/Finding-Us.aspx |title=Finding Us Line |publisher=Bloor-Yorkville BIA |access-date=August 3, 2012 |archive-date=August 1, 2012 |archive-url=https://web.archive.org/web/20120801055323/http://www.bloor-yorkville.com/Finding-Us.aspx |url-status=live}}</ref> Other stations are large facilities on the surface that also contain bus and/or streetcar platforms<ref name="Broadview" /> to allow transfers to take place.<ref name="fare" />

===Designs===
[[File:High_Park_TTC_DWA.JPG|thumb|[[High Park station]] in 2014, depicting the standard design of most Line 2 stations]]

The pre-1980 subway stations of the Bloor–Danforth line follow a two-colour background and trim theme and use the unique [[Toronto Subway (typeface)|Toronto Subway typeface]] 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 |work=The Globe and Mail |date=March 25, 2005 |access-date=April 5, 2012 |archive-date=September 26, 2011 |archive-url=https://web.archive.org/web/20110926064404/http://transit.toronto.on.ca/archives/data/200503251440.shtml |url-status=live}}</ref> The tiling theme was influenced by [[SEPTA]]'s [[B (SEPTA Metro)|Broad Street Subway]] in [[Philadelphia]] and used a cycle that was similar to the design employed 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 |work=Transit Toronto |date=January 10, 2008 |access-date=July 28, 2012 |archive-date=January 2, 2012 |archive-url=https://web.archive.org/web/20120102041812/http://transit.toronto.on.ca/subway/5009.shtml |url-status=live}}</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 result of multiple events.<ref name="design" /> One of these tiling variances is located at Christie station, where some of the original tiles were replaced following the 1976 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 |work=Torontoist |date=November 16, 2005 |access-date=April 5, 2012 |archive-date=September 24, 2014 |archive-url=https://web.archive.org/web/20140924032825/http://torontoist.com/2005/11/at_christie_its/ |url-status=live}}</ref>

Other variations to the pattern can be observed at Islington and Warden stations, as well as at the former bus bay of [[Victoria Park station (Toronto)|Victoria Park station]], the three of which have a tricolour design. The current terminus stations of Kipling and Kennedy stations, upon initial opening in 1980, resemble the second version of [[Union station (TTC)|Union subway station]]. When they opened, Kipling and Kennedy stations were the only Line 2 stations not to use the Toronto Subway typeface.<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 |work=Spacing Toronto |date=March 25, 2008 |access-date=April 5, 2012 |url-status=dead |archive-url=https://web.archive.org/web/20111130054941/http://spacingtoronto.ca/2008/03/25/ride-the-rainbow-of-bloor-danforth/ |archive-date=November 30, 2011}}</ref> However, in late 2017, Kipling station was redesigned to use the Toronto Subway typeface as well, leaving Kennedy station being the sole station on Line 2 not to use the typeface.<ref>{{Cite web |url=https://transit.toronto.on.ca/subway/stations/002-bloor-danforth-subway/kipling.shtml |title=Kipling – Transit Toronto – Subway Station Database |access-date=January 27, 2018 |archive-date=February 28, 2019 |archive-url=https://web.archive.org/web/20190228022900/http://transit.toronto.on.ca/subway/stations/002-bloor-danforth-subway/kipling.shtml |url-status=live}}</ref>

===Modernization program===
[[File:Pape TTC station July 2014 P69.JPG|thumb|[[Pape station]] in 2014 after renovation]]
As the stations on the line have begun to show signs of aging, the TTC has initiated 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. {{stl|TTC|Pape}} and {{stl|TTC|Dufferin}} stations are the first slated for modernization under this project, and Islington will also be 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 |access-date=February 19, 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120404020702/http://www3.ttc.ca/Service_Advisories/Construction/Pape_Station.jsp |archive-date=April 4, 2012}}</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 |access-date=February 19, 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120404020706/http://www3.ttc.ca/Service_Advisories/Construction/Dufferin_Station_Modernization.jsp |archive-date=April 4, 2012}}</ref> 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.<ref name="Broadview">{{cite web |url=http://swanboatsteve.wordpress.com/2007/12/18/broadview-station-the-end-is-nigh |title=Broadview Station: The End Is Nigh? |author-link=Steve Munro |last=Munro |first=Steve |date=December 18, 2007 |access-date=June 19, 2012 |archive-date=March 4, 2015 |archive-url=https://web.archive.org/web/20150304003611/http://stevemunro.ca/2007/12/18/broadview-station-the-end-is-nigh/ |url-status=live}}</ref> Victoria Park station's modernization project was completed between 2008 and 2011 to make the station more functional, attractive, better connected to the surrounding community, and fully accessible.

The second exit program was also 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 |access-date=June 21, 2012 |archive-date=June 11, 2014 |archive-url=https://web.archive.org/web/20140611010641/http://www.toronto.ca/legdocs/mmis/2010/gm/bgrd/backgroundfile-32726.pdf |url-status=live}}</ref> Some stations with only one entrance/exit received a second means of access/egress during major overhauls at stations such as Pape<ref>{{cite web |url=http://www.ttc.ca/Service_Advisories/Construction/Pape_Station.jsp |title=Pape Station Modernization Project |publisher=Toronto Transit Commission |access-date=June 25, 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120711125121/http://www.ttc.ca/Service_Advisories/Construction/Pape_Station.jsp |archive-date=July 11, 2012}}</ref> and 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 |access-date=June 25, 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120509053846/http://ttc.ca/Service_Advisories/Construction/Dufferin_Station_Modernization.jsp |archive-date=May 9, 2012}}</ref> Other stations such as {{stl|TTC|Donlands}} and {{stl|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=https://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 |access-date=September 3, 2017 |archive-date=October 21, 2012 |archive-url=https://web.archive.org/web/20121021182328/http://www.thestar.com/news/gta/ttc/article/830325--residents-protest-demolishing-homes-for-subway-exits |url-status=live}}</ref> Plans to add a second exit for Donlands, Greenwood, and Woodbine stations were deferred in late February 2011 due to lack of funding.<ref>{{cite news |url=https://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 |access-date=June 19, 2012 |archive-date=October 23, 2012 |archive-url=https://web.archive.org/web/20121023183619/http://www.thestar.com/news/article/945553--ttc-slams-door-on-second-exit-at-donlands-subway |url-status=live}}</ref> In September 2017, the addition of elevators and a second exit and automatic entrance were completed at Woodbine station, rendering it fully accessible. As of July 2020, modernization work for Donlands station was planned to begin in the fourth quarter of 2020.<ref>{{Cite web |title=Donlands Station – second exit/entrance and Easier Access project update |url=http://www.ttc.ca/Service_Advisories/Construction/Donlands_projects.jsp |access-date=July 18, 2020 |website=ttc.ca |archive-date=September 6, 2020 |archive-url=https://web.archive.org/web/20200906154425/http://www.ttc.ca/Service_Advisories/Construction/Donlands_projects.jsp |url-status=live}}</ref>

==Fare collection==
{{Main|Toronto Transit Commission fares}}
All types of TTC fares are accepted at staffed subway station entrances. [[Presto card]]s can be purchased and loaded with money or digital monthly TTC passes at automatic fare vending machines, which also sell Presto 1-ride, 2-ride or day pass tickets.<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 |access-date=July 6, 2012 |archive-date=April 25, 2019 |archive-url=https://web.archive.org/web/20190425101139/http://www.ttc.ca/Fares_and_passes/Prices/Buying_tickets_tokens_and_passes.jsp |url-status=dead}}</ref> Presto cards and tickets are accepted at all TTC subway station entrances.<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 |access-date=July 6, 2012 |archive-date=August 7, 2012 |archive-url=https://web.archive.org/web/20120807133309/http://www.ttc.ca/Fares_and_passes/Fare_information/Presto_Fare_System/index.jsp |url-status=live}}</ref><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 |work=The National Post |access-date=July 6, 2012}}</ref>

On December 1, 2019, all subway station collector booths were permanently closed and replaced by roaming customer service attendants. While customers would still be able to pay their fares by senior or youth TTC tickets, tokens or day passes, these were no longer available for purchase at stations and no change will be given to customers who pay cash fares.<ref name="endlegacy">{{cite web |url=https://www.ttc.ca/News/2019/October/23_10_19NR_StopSellTokens.jsp |title=TTC to end in-station sales of tickets, tokens, passes |publisher=TTC |date=October 23, 2019 |archive-url=https://web.archive.org/web/20191029012557/https://www.ttc.ca/News/2019/October/23_10_19NR_StopSellTokens.jsp |archive-date=October 29, 2019 |url-status=live}}</ref>

All Line 2 stations except [[Chester station (Toronto)|Chester]] connect to surface [[Toronto Transit Commission bus system|TTC bus]] or [[Toronto streetcar system|streetcar routes]] during regular operating hours. Some connections require [[proof-of-payment]]. Valid proof-of-payment includes paper transfers – free supplementary tickets obtained at the point of entering the transit system that allow the rider to transfer to another route on a one-way continuous direction with no stopovers or backtracking permitted – and Presto cards, which provide unlimited two-hour transfers in any direction across the TTC network.<ref name="fare">{{cite web |url=http://www3.ttc.ca/WheelTrans/Paying_the_Fare/index.jsp |title=Paying the Fare |publisher=Toronto Transit Commission |access-date=August 1, 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120716015939/http://www3.ttc.ca/WheelTrans/Paying_the_Fare/index.jsp |archive-date=July 16, 2012}}</ref><ref>{{cite web |url=http://www3.ttc.ca/Fares_and_passes/Fare_information/Transfers/index.jsp |title=Transfers |publisher=Toronto Transit Commission |access-date=June 25, 2012 |archive-date=December 26, 2019 |archive-url=https://web.archive.org/web/20191226204807/http://www3.ttc.ca/Fares_and_passes/Fare_information/Transfers/index.jsp |url-status=dead}}</ref>

==Service==
===Frequency===
The frequency for this line is 2 to 3 minutes during peak periods and 4 to 5 minutes during off-peak periods.

The Route 300 Bloor–Danforth [[Blue Night Network]] 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 the East/West Mall and Kennedy station via Danforth Road, Brimley Road, Eglinton Avenue East, North/South Service Road, Transway Crescent and Kennedy Road. On Sundays, these routes operate through the early morning hours, because the subway starts service at 8:00&nbsp;a.m. instead of the usual 6:00&nbsp;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 |access-date=July 31, 2012 |archive-date=October 19, 2012 |archive-url=https://web.archive.org/web/20121019110050/http://ttc.ca/images/fixedImages/TTC-bluenight.pdf |url-status=live}}</ref> Frequency is 6 to 30 minutes.

===Capacity===
As of 2016, Line 2 was running at capacity with almost 26,000 peak-hour riders. Upgraded signalling would allow for more frequent trains and expand peak-hour capacity to almost 33,000 riders by 2031.<ref name="TheStar-2016-06-16">{{cite news |url=https://www.thestar.com/news/gta/2016/06/16/putting-scarborough-subway-claims-to-the-test.html |title=Putting Scarborough subway claims to the test |newspaper=[[Toronto Star]] |first1=Jennifer |last1=Pagliaro |first2=Ben |last2=Spurr |date=June 16, 2016 |access-date=June 16, 2016 |archive-date=June 17, 2016 |archive-url=https://web.archive.org/web/20160617022436/https://www.thestar.com/news/gta/2016/06/16/putting-scarborough-subway-claims-to-the-test.html |url-status=live}}</ref>

==Rolling stock==
[[File:TTC M1 Subway Car.jpg|thumb|An [[M series (Toronto subway)|M1-series subway train]], one of the first trains to operate on the Bloor–Danforth line]]
The first trains to operate on Line 2 were the [[M series (Toronto subway)|M1-series subway trains]], which were among the first subway trains to be manufactured in Canada.<ref name="M1">{{cite web |url=http://transit.toronto.on.ca/subway/5502.shtml |title=The Montreal Series (M-1) Cars (1963–1999) |date=February 16, 2011 |work=Transit Toronto |access-date=June 27, 2012 |archive-date=December 24, 2011 |archive-url=https://web.archive.org/web/20111224182133/http://transit.toronto.on.ca/subway/5502.shtml |url-status=live}}</ref> At the time of construction, these subway cars were the longest in the world.<ref>{{cite web |url=http://www.hcry.org/collection_1961_5300.html |title=Toronto Transit Commission 5300–5301 |publisher=Halton County Radial Railway |access-date=June 27, 2012 |url-status=dead |archive-url=https://web.archive.org/web/20090910051705/http://www.hcry.org/collection_1961_5300.html |archive-date=September 10, 2009}}</ref> As a result of  [[camshaft|camshaft propulsion controls]],<ref>{{cite web |last=Muc |first=A.M. |url=http://www.rhsc.ca/TransEMF.pdf |title=Electromagnetic Fields Associated With Transportation Systems |publisher=Radiation Health and Safety Consulting |access-date=June 27, 2012 |archive-date=March 4, 2016 |archive-url=https://web.archive.org/web/20160304094148/http://www.rhsc.ca/TransEMF.pdf |url-status=live}}</ref> the increased speed provided by the M-series trains and the [[H series (Toronto subway)|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 (Toronto subway)|G-series subway trains]] were exclusively confined to the Yonge–University 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.<ref name="M1" /> With the introduction of the [[T series (Toronto subway)|T1-series subway trains]] (which had been used exclusively on the Yonge–University–Spadina line during their first years of service in the late 1990s), the M1-series trains were retired from service between 1998 and 1999.<ref>{{cite web |url=http://transit.toronto.on.ca/subway/5602.shtml |title=Montreal Series Retirement Charter – February 28, 1999 |work=Transit Toronto |date=February 16, 2011 |access-date=June 27, 2012 |archive-date=September 7, 2012 |archive-url=https://web.archive.org/web/20120907221002/http://transit.toronto.on.ca/subway/5602.shtml |url-status=live}}</ref>

Due to the opening of the Bloor–Danforth line and the additional services that were required, a new set of trains were purchased from the [[Hawker Siddeley]] group. These trains, which were a part of the H series, were similar to the M1-series trains with newer features such as electrically operated doors.<ref name="H-series">{{cite web |url=http://transit.toronto.on.ca/subway/5503.shtml |title=The Camshaft Control Hawkers (Series H1, H2, H3 and H4) |date=June 16, 2012 |work=Transit Toronto |access-date=June 27, 2012 |archive-date=May 15, 2011 |archive-url=https://web.archive.org/web/20110515191329/http://transit.toronto.on.ca/subway/5503.shtml |url-status=live}}</ref> With the introduction of the T1-series subway trains, the H1 and H2 trains were retired from service, while the remaining H4 trains (along with some earlier T1 series trains) were shifted to the Bloor–Danforth line.<ref>{{cite web |url=http://transit.toronto.on.ca/subway/5505.shtml |title=The T-1 (Toronto) Series Cars (1997–?) |work=Transit Toronto |date=March 4, 2012 |access-date=June 28, 2012 |archive-date=December 14, 2011 |archive-url=https://web.archive.org/web/20111214044350/http://transit.toronto.on.ca/subway/5505.shtml |url-status=live}}</ref>

Following the introduction of the [[Toronto Rocket]] subway trains on the Yonge–University and [[Line 4 Sheppard|Sheppard lines]] in 2011 and 2016, respectively, all of the T1-series trains were transferred to the Bloor–Danforth line, where they replaced the remaining H4- and H6-series subway trains. The T1s are now the only trains operating on the line.<ref>{{cite web |url=http://stevemunro.ca/2012/01/26/goodbye-to-the-h4-trains/ |last=Munro |first=Steve |title=Goodbye to the H4 Trains |date=January 26, 2012 |access-date=June 28, 2012 |author-link=Steve Munro |archive-date=March 4, 2015 |archive-url=https://web.archive.org/web/20150304012033/http://stevemunro.ca/2012/01/26/goodbye-to-the-h4-trains/ |url-status=live}}</ref> The remaining H4 trains were retired from revenue service throughout the fall of 2011, and the last cars were decommissioned on January 27, 2012. They were the last version of TTC trains that were not equipped with air-conditioning systems (but instead used ceiling fans); they were also the last of which to be outfitted with larger orange upholstered bench seating and were mainly used on weekdays, most often during rush hour several years before their retirement. The H4s also had a similar interior design based on the H2 subway cars. The H6-series trains (which had bright orange doors and panels, individual seats, along with light brown floors, cream walls and brown simulated wood grain panels) were retired from service between 2013 and 2014; the final run for the last H6-series train took place on June 20, 2014. In mid-2016, a few [[Toronto Rocket]] trains were used on Line 2 because of an air conditioning malfunction in numerous individual T1 cars, combined with a [[Heat wave|hotter than average summer]]. This was after Toronto Mayor [[John Tory]] accepted a challenge posted on [[Twitter]]<!--Don't mention X as the challenge occurred before Elon Musk purchased Twitter and rebranded it as X--> to ride an overheated T1 train on Line 2 during a hot summer day.<ref>{{cite web |url=http://www.cbc.ca/news/canada/toronto/ttc-hot-subway-cars-air-conditioning-1.3655494 |title=Feeling the heat, passengers? TTC working to fix its 'hot car' problem on Line 2 |work=CBC News |access-date=May 29, 2019 |archive-date=June 12, 2019 |archive-url=https://web.archive.org/web/20190612033711/https://www.cbc.ca/news/canada/toronto/ttc-hot-subway-cars-air-conditioning-1.3655494 |url-status=live}}</ref><ref>{{Cite news |url=https://www.cbc.ca/news/canada/toronto/john-tory-twitter-challenge-hot-car-1.3740214 |title=Mayor John Tory accepts Twitter challenge to ride in hot subway car |work=CBC News |access-date=December 18, 2019 |date=August 29, 2016 |first=Kate |last=McGillivray |archive-date=June 12, 2019 |archive-url=https://web.archive.org/web/20190612033708/https://www.cbc.ca/news/canada/toronto/john-tory-twitter-challenge-hot-car-1.3740214 |url-status=live}}</ref>

=== Replacing or refurbishing the T1 fleet ===
The TTC estimated that the T1 fleet's useful life would end in 2026. In 2017, the TTC planned to replace the T1 fleet with 62 new trains, possibly using a successor of the Toronto Rocket type from Bombardier to eliminate the time needed to prototype a different model.<ref name="SteveMunro-2017-07-13" /> However, in March 2019, the TTC reversed its decision and planned to delay the purchase of new train sets by refurbishing the T1 fleet to extend its life by a decade. The cost of refurbishment was estimated at $715{{nbsp}}million, versus $1.86{{nbsp}}billion required to replace the T1 fleet. Refurbishment would not include installing automatic train control (ATC) equipment on the T1 fleet, while new train sets would have included this feature, and this choice will thus delay the implementation of ATC on Line 2 by ten years. It was concurrently revealed the TTC lacked the facilities to store and maintain a new fleet at a new Kipling carhouse, which was originally planned to open in the mid-2020s, was now scheduled to open in 2031.<ref name="TheStar-2019-03-24">{{cite news |url=https://www.thestar.com/opinion/star-columnists/2019/03/24/relief-is-a-long-way-off-for-riders-on-the-bloor-danforth-subway.html |title=Relief is a long way off for riders on the Bloor-Danforth subway |newspaper=[[Toronto Star]] |first=Edward |last=Keenan |date=March 24, 2019 |access-date=March 26, 2019 |archive-date=March 24, 2019 |archive-url=https://web.archive.org/web/20190324214132/https://www.thestar.com/opinion/star-columnists/2019/03/24/relief-is-a-long-way-off-for-riders-on-the-bloor-danforth-subway.html |url-status=live}}</ref><ref name="SteveMunro-2019-03-18">{{cite web |url=https://stevemunro.ca/2019/03/18/ttc-2019-fleet-capacity-plans-part-i-subway/ |title=TTC 2019 Fleet and Capacity Plans Part I: Subway |publisher=[[Steve Munro]] |first=Steve |last=Munro |date=March 18, 2019 |access-date=March 26, 2019 |archive-date=March 24, 2019 |archive-url=https://web.archive.org/web/20190324214135/https://stevemunro.ca/2019/03/18/ttc-2019-fleet-capacity-plans-part-i-subway/ |url-status=live}}</ref>

On August 6, 2020, the TTC issued a request for information (RFI) to gather information from potential suppliers to identify those who would be interested in designing and supplying new subway trains to the TTC.<ref>{{Cite web |title=R76sg20844 - Request For Information (rfi) - New Subway Train - R76SG20844 {{!}} MERX |url=https://www.merx.com/ttc/torontotransitcommission/solicitations/R76SG20844-REQUEST-FOR-INFORMATION-RFI-NEW-SUBWAY-TRAIN/0000181066?language=EN |access-date=October 19, 2022 |website=www.merx.com |archive-date=October 19, 2022 |archive-url=https://web.archive.org/web/20221019163823/https://www.merx.com/ttc/torontotransitcommission/solicitations/R76SG20844-REQUEST-FOR-INFORMATION-RFI-NEW-SUBWAY-TRAIN/0000181066?language=EN |url-status=live}}</ref> The RFI closed on September 18, 2020, and the TTC hosted an information session date on May 4, 2021, with potential suppliers to discuss the background, industry engagement, procurement model, and technical overview with interested manufacturers.<ref>{{Cite web |title=Ttc Information Session For The New Subway Train Rfp - TTC-NST-040521 {{!}} MERX |url=https://www.merx.com/ttc/torontotransitcommission/solicitations/TTC-INFORMATION-SESSION-FOR-THE-NEW-SUBWAY-TRAIN-RFP/0000197048 |access-date=October 19, 2022 |website=www.merx.com |archive-date=October 19, 2022 |archive-url=https://web.archive.org/web/20221019163822/https://www.merx.com/ttc/torontotransitcommission/solicitations/TTC-INFORMATION-SESSION-FOR-THE-NEW-SUBWAY-TRAIN-RFP/0000197048 |url-status=live}}</ref> The TTC later issued a request for proposal (RFP) on October 13, 2022, to the prequalified proponents to submit proposals for delivering the new trains.<ref>{{Cite web |title=P76ph22075 - New Subway Trains - P76PH22075 {{!}} MERX |url=https://www.merx.com/ttc/solicitations/open-bids/P76PH22075-NEW-SUBWAY-TRAINS/0000234087?purchasingGroupId=1177575101&origin=2 |access-date=October 19, 2022 |website=www.merx.com |archive-date=October 19, 2022 |archive-url=https://web.archive.org/web/20221019163824/https://www.merx.com/ttc/solicitations/open-bids/P76PH22075-NEW-SUBWAY-TRAINS/0000234087?purchasingGroupId=1177575101&origin=2 |url-status=live}}</ref> Prequalified rail vehicle manufacturers included [[Alstom|Alstom Transport Canada]], [[CRRC Qingdao Sifang]], [[Hyundai Rotem]], and [[Kawasaki Railcar Manufacturing|Kawasaki Rail Car]].

In July 2023, the TTC cancelled its request for proposals to supply new subway trains due to a lack of funding. Before the cancellation, the TTC had hoped to purchase 80 new trains, 55 for Line 2 to replace the T1 fleet and 25 for growth on [[Line 1 Yonge–University]]. The city pledged to pay one-third of the $2.5 billion estimated cost, but the provincial and federal governments had not committed to pay the remaining amount.<ref name="TheStar-2023-10-05">{{cite news |url=https://www.thestar.com/news/gta/alarms-raised-as-ttc-s-bloor-danforth-subway-trains-near-the-end-of-the-line/article_60f19a0f-25e8-5aa6-91b3-3329f673f46e.html |title=Alarms raised as TTC's Bloor-Danforth subway trains near the end of the line |newspaper=[[Toronto Star]] |date=October 5, 2023}}</ref>

In November 2023, the province promised to contribute $758{{Nbsp}}million for the purchase of 55 new subway trains to replace Line 2's T1 fleet, provided that the federal government and the city each make a matching contribution.<ref name="TheStar-2023-11-27">{{cite news |url=https://www.thestar.com/news/gta/five-key-take-aways-about-the-new-deal-between-toronto-and-the-province/article_e93dff81-258a-5e51-93f5-91ca2ddc4f84.html |title=Five key take-aways about the 'new deal' between Toronto and the province |newspaper=[[Toronto Star]] |date=November 27, 2023}}</ref> In November 2024, the federal government announced it would also contribute $758{{Nbsp}}million. In total, the new fleet of 55 trains would cost $2.3{{Nbsp}}billion. The TTC expects delivery of the new trains to start in 2030. The TTC has budgeted $163{{Nbsp}}million to keep the old T1 fleet operational until it is fully replaced.<ref name="TheStar-2024-11-29">{{cite news |url=https://www.thestar.com/news/gta/ttc-gets-758-million-from-ottawa-to-help-buy-new-subway-cars-for-aging-line/article_86d1efe8-ae57-11ef-9f6b-673384bab327.html |title=TTC gets $758 million from Ottawa to help buy new subway cars for aging Line 2 |newspaper=[[Toronto Star]] |date=November 29, 2024 }}</ref>

===Depot===
[[File:GREENWOODYARD.JPG|thumb|[[Greenwood Yard]] in 2009]]
Most trains that serve the Bloor–Danforth line are stored at the [[Greenwood Yard]], which opened with the first segment of the line. Before the yard was built, the land was occupied by a [[quarry]] and a [[Landfill|garbage dump]]. Due to its location next to the [[Canadian National Railway]] (and [[GO Transit]] Lakeshore East and Stouffville line) tracks, it was possible for trains to be delivered directly to the subway.<ref name="greenwood">{{cite web |url=http://transit.toronto.on.ca/subway/5302.shtml |title=The Greenwood Subway Yards |work=Transit Toronto |date=June 7, 2011 |access-date=July 24, 2012 |archive-date=July 17, 2012 |archive-url=https://web.archive.org/web/20120717002151/http://transit.toronto.on.ca/subway/5302.shtml |url-status=live}}</ref> The CN rail tracks were converted to allow for the storage of more subway trains as the T1-series trains were shifted from Yonge–University–Spadina line to the Bloor–Danforth line.<ref>{{cite web |url=http://www3.ttc.ca/About_the_TTC/Commission_reports_and_information/Commission_meetings/2012/June_29/Reports/Chief_Executive_Offi.pdf |title=Chief Executive Officer's Report (April 1 – April 28, 2012) |date=June 29, 2012 |publisher=Toronto Transit Commission |access-date=July 24, 2012 |archive-date=October 22, 2013 |archive-url=https://web.archive.org/web/20131022135313/http://www.ttc.ca/About_the_TTC/Commission_reports_and_information/Commission_meetings/2012/June_29/Reports/Chief_Executive_Offi.pdf |url-status=live}}</ref> In addition to providing storage for subway trains, the Greenwood Yard was also used to maintain vehicles that operated on [[Line 3 Scarborough]] during the line's operation from 1985 to 2023, as the [[McCowan Yard]] was only equipped for vehicle storage and to perform basic maintenance of vehicles.<ref name="greenwood" />

[[File:TTC's Vincent Yard at Dundas West Station.jpg|thumb|[[Keele Yard]]]]
The [[Keele Yard]] (originally known as the Vincent Yard) is a small facility located between Keele station and [[Dundas West station]]. It provides for the storage and cleaning of subway trains but not for maintenance.<ref>{{cite web |url=http://transit.toronto.on.ca/subway/5303.shtml |title=The Vincent Subway Yards |work=Transit Toronto |date=November 10, 2006 |access-date=July 24, 2012 |archive-date=July 5, 2012 |archive-url=https://web.archive.org/web/20120705015039/http://transit.toronto.on.ca/subway/5303.shtml |url-status=live}}</ref> Since June 18, 2017, the yard stores and services four trains overnight with the remaining yard capacity used to store work equipment.<ref name="TTC-2017-05-24">{{cite web |url=https://swanboatsteve.files.wordpress.com/2017/06/20170524_ttc-notice-keele-yard.pdf |title=Keele Yard reopens to operation |publisher=[[Toronto Transit Commission]] |date=May 24, 2017 |access-date=June 4, 2017 |archive-date=November 7, 2017 |archive-url=https://web.archive.org/web/20171107031046/https://swanboatsteve.files.wordpress.com/2017/06/20170524_ttc-notice-keele-yard.pdf |url-status=live}}</ref>

The TTC is planning to build a new subway yard on the site of a former [[Canadian Pacific Railway]] freight yard, southwest of [[Kipling station]]. When the TTC replaces the T1 subway fleet, it will need space to store the new trains as they are delivered as well as new shops to service them. The Greenwood Yard will be inadequate as it is completely full with no room to expand, and because its facilities are optimized for two-car train sets rather than the six-car train sets of the proposed new fleet. The estimated cost of the new yard was $500{{nbsp}}million, of which only $7{{nbsp}}million for planning work was included in the Capital Budget as of July 2017.<ref name="SteveMunro-2017-07-13">{{cite web |url=https://stevemunro.ca/2017/07/13/ttc-board-discovers-cost-of-bloor-danforth-subway-renovation/ |title=TTC Board "Discovers" Cost of Bloor–Danforth Subway Renovation |publisher=[[Steve Munro]] |first=Steve |last=Munro |date=July 13, 2017 |access-date=July 15, 2017 |archive-date=November 17, 2017 |archive-url=https://web.archive.org/web/20171117122144/https://stevemunro.ca/2017/07/13/ttc-board-discovers-cost-of-bloor-danforth-subway-renovation/ |url-status=live}}</ref> {{as of|2017|03}}, the TTC estimated that the Kipling Yard would open in 2031.<ref name="TheStar-2019-03-24" />

== Expansion plans ==

=== Scarborough Subway Extension<span id="Scarborough subway"></span> ===
<!--Note: Changing the section name above will break section links from other articles.-->
{{See also|Line 3 Scarborough#Replacement with alternate transit}}
The Scarborough Subway Extension (SSE) will replace [[Line 3 Scarborough]] with an eastward extension of Line 2.
[[File:Toronto Line 3 new Line 2 Extension comparison.svg|thumb|Superimposed former [[Line 3 Scarborough]] (grey) and the under-construction Line 2 extension (dark green)]]

====Early history====
In 1983, there was discussion of a rapid transit extension from Kennedy station to [[Scarborough City Centre]]. As multiple types of technologies were examined many politicians requested a subway extension instead of the then proposed streetcar line. Instead, a [[medium-capacity rail system]], known as the Scarborough RT (later renamed [[Line 3 Scarborough]]), was built.<ref>{{harvnb |Filey |1996 |p=137}}</ref>

In 2005, [[Toronto City Council]] 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 line using other light-metro options for Scarborough. Using heavy-rail rapid transit like the rest of the Toronto subway in Scarborough was not yet examined.<ref>{{cite journal |publisher=York University |title=Three 'model schools' reimagine their role with York's help |journal=YFile |date=August 29, 2006 |url=http://yfile.news.yorku.ca/2006/08/29/three-model-schools-reimagine-their-role-with-york%E2%80%99s-help/ |access-date=June 19, 2012 |url-status=dead |archive-url=https://web.archive.org/web/20160107083407/http://yfile.news.yorku.ca/2006/08/29/three-model-schools-reimagine-their-role-with-york%E2%80%99s-help/ |archive-date=January 7, 2016}}</ref>

====Light rail proposal (2007–2013)====
In 2007, mayor [[David Miller (Canadian politician)|David Miller]] included the refurbishment of the Scarborough RT using modern light rail transit as part of his [[Transit City]] plan. The light rail line would have run between Kennedy station and Sheppard Avenue East via [[Scarborough Town Centre]]. The line would have used the right-of-way of the Scarborough RT, which would have been shut down for conversion to light rail, requiring bus substitution (which ended up occurring under the subway construction). Construction would have lasted three and a half to five years and cost about $2{{nbsp}}billion plus an unknown cost to redesign the connection at Kennedy station.<ref name="TheStar-2019-04-10" />

During his [[2010 Toronto mayoral election|2010 mayoralty campaign]], [[Rob Ford]] denounced the idea of light rail transit and instead proposed replacing the Scarborough RT with an extension of the Bloor–Danforth line.<ref>{{cite news |url=https://www.cbc.ca/news/canada/toronto/rob-ford-transit-city-is-over-1.926388 |work=CBC News |title=Rob Ford: 'Transit City is over' |date=December 1, 2010 |url-status=dead |archive-url=https://web.archive.org/web/20101205051232/https://www.cbc.ca/news/canada/toronto/rob-ford-transit-city-is-over-1.926388 |archive-date=December 5, 2010}}</ref> However, on March 31, 2011, Ford agreed with the provincial government that the province's [[Metrolinx]] agency would convert the Scarborough RT to light rail as part of the proposed Eglinton Crosstown line project (now [[Line 5 Eglinton]]) over the Line 3 right-of-way instead.<ref>{{cite web |url=http://news.ontario.ca/opo/en/2011/03/ontario-and-toronto-moving-forward-on-public-transit.html |title=Ontario And Toronto Moving Forward On Public Transit |publisher=Ontario Newsroom |date=March 31, 2011 |access-date=April 2, 2011 |archive-date=April 4, 2011 |archive-url=https://web.archive.org/web/20110404041707/http://news.ontario.ca/opo/en/2011/03/ontario-and-toronto-moving-forward-on-public-transit.html |url-status=live}}</ref> 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 [[Government of Ontario|provincial government]] and Ford.<ref>{{cite news |url=https://www.cbc.ca/news/canada/toronto/toronto-s-onecity-transit-plan-rejected-by-province-1.1180760 |work=CBC News |title=Toronto's OneCity transit plan rejected by province |date=June 29, 2012 |access-date=July 7, 2012 |archive-date=July 11, 2012 |archive-url=https://web.archive.org/web/20120711052052/http://www.cbc.ca/news/canada/toronto/story/2012/06/29/toronto-ontario-not-backing-onecity.html |url-status=live}}</ref> Ford rejected the LRT plan, claiming it would create traffic congestion despite the fact that the RT had its own corridor at the time and would not interfere with traffic.<ref>{{Cite web |date=July 17, 2013 |title=Subways or bust: Mayor Rob Ford seems confused about current transit plan |url=https://ca.news.yahoo.com/blogs/dailybrew/subways-bust-mayor-rob-ford-seems-confused-current-151502564.html?guccounter=1 |access-date=April 14, 2025 |website=Yahoo News |language=en-CA}}</ref><ref>{{Cite web |last=Laxer |first=Michael |date=July 18, 2013 |title=The resurrection of Rob Ford: How the Scarborough subway fiasco may have saved the mayor |url=https://rabble.ca/politics/canadian-politics/resurrection-rob-ford-how-scarborough-subway-fiasco-may-have-sa/ |access-date=April 14, 2025 |website=rabble.ca |language=en-US}}</ref> Toronto City Hall paid $74 million to cancel the project.<ref>{{Cite web |last=Kalinowski |first=Tess |date=February 9, 2015 |title=Toronto city manager agreed to $75 million in LRT cancellation costs |url=https://www.thestar.com/news/gta/toronto-city-manager-agreed-to-75-million-in-lrt-cancellation-costs/article_2a2690d4-ba5b-5505-b527-24b79b8e0da7.html |url-status=live |archive-url=https://web.archive.org/web/20250414204324/https://www.thestar.com/news/gta/toronto-city-manager-agreed-to-75-million-in-lrt-cancellation-costs/article_2a2690d4-ba5b-5505-b527-24b79b8e0da7.html |archive-date=April 14, 2025 |access-date=April 14, 2025 |website=Toronto Star |language=en}}</ref>

====Three-stop proposal (2013–2016)====
On September 4, 2013, the province of Ontario under Premier [[Kathleen Wynne]] decided to extend the Bloor–Danforth subway after all and announced that it would fund two-thirds of the {{convert|6.4|km|mi}} extension from Kennedy to [[Scarborough City Centre]] at [[Scarborough Centre station]].<ref>{{cite news |url=http://news.ontario.ca/mto/en/2013/09/province-to-extend-bloor-danforth-subway-line.html |work=MTO |title=Province To Extend Bloor–Danforth Subway Line |date=September 4, 2013 |access-date=September 4, 2013 |archive-date=September 9, 2013 |archive-url=https://web.archive.org/web/20130909021555/http://news.ontario.ca/mto/en/2013/09/province-to-extend-bloor-danforth-subway-line.html |url-status=live}}</ref> The [[Government of Canada]] would fund the remaining one-third. Toronto City Council approved the extension by a vote of 24–20 on October 8, 2013. The subway route would extend eastward towards McCowan Road, via Eglinton Avenue and Danforth Road, and proceeding north towards the intersection of McCowan Road and Sheppard Avenue, via Scarborough City Centre. There would be three new stations at Lawrence Avenue East (serving the [[Scarborough General Hospital (Toronto)|Scarborough General Hospital]]), [[Scarborough Town Centre]] and Sheppard Avenue East. The city would also raise property taxes annually over the next three years. Digging of the extension was expected to begin as early as 2018, with a completion within five years.<ref>{{cite news |url=https://toronto.citynews.ca/2013/09/23/scarborough-subway-route-still-in-debate |work=CityNews Toronto |title=Scarborough subway route still in debate |date=September 23, 2013 |access-date=September 23, 2013 |archive-date=September 25, 2013 |archive-url=https://web.archive.org/web/20130925220629/http://www.citynews.ca/2013/09/23/scarborough-subway-route-still-in-debate/ |url-status=live}}</ref><ref>{{cite news |url=https://toronto.citynews.ca/2013/10/08/city-council-votes-in-favour-of-scarborough-subway |work=CityNews Toronto |title=City Council votes in favour of Scarborough subway |date=October 8, 2013 |access-date=October 8, 2013 |archive-date=October 10, 2013 |archive-url=https://web.archive.org/web/20131010003950/http://www.citynews.ca/2013/10/08/city-council-votes-in-favour-of-scarborough-subway/ |url-status=live}}</ref> As a result of the extension's approval, the Eglinton Crosstown line would be cut back to Kennedy station as its eastern terminus and renamed Line 5 Eglinton.

In December 2014, Councillor [[Glenn De Baeremaeker]], one of the city's deputy mayors, proposed a fourth stop along the Scarborough Subway Extension, at Danforth Road and [[Eglinton Avenue]] to reduce the station spacing between Kennedy station and the next stop from about {{convert|4|km|abbr=on}} to {{convert|2|km|abbr=on}}. At that time, he was told the extra station would add $100{{nbsp}}million to $150{{nbsp}}million to the cost of the extension.<ref name="TheStar-2014-12-23">{{cite news |url=https://www.thestar.com/news/city_hall/2014/12/23/deputy_mayor_glenn_de_baeremaeker_wants_to_change_scarborough_subway_plan.print.html |title=Deputy Mayor Glenn De Baeremaeker wants to change Scarborough subway plan |newspaper=[[Toronto Star]] |first=Daniel |last=Dale |date=December 13, 2014 |access-date=November 20, 2015 |archive-date=November 21, 2015 |archive-url=https://web.archive.org/web/20151121083425/http://www.thestar.com/news/city_hall/2014/12/23/deputy_mayor_glenn_de_baeremaeker_wants_to_change_scarborough_subway_plan.print.html |url-status=live}}</ref>

However, a subsequent city staff report indicated that the proposed stations at Lawrence Avenue and at Sheppard Avenue had "little development potential" nearby and were too close to planned [[SmartTrack]] stations.<ref name="CP24-2016-01-21" />

In 2016, when this proposal was abandoned, about five percent of the design was complete, and the cost was estimated at between $4.6{{nbsp}}billion and $6.9{{nbsp}}billion.<ref name="TheStar-2019-04-10" />

====One-stop proposal (2016–2019)<span id="One-stop proposal"></span>====
On January 20, 2016, city staff issued a proposal to eliminate two of the three stops on the planned Scarborough Subway Extension and to terminate Line 2 Bloor–Danforth at Scarborough Town Centre. The planned intermediate stop at Lawrence Avenue would be eliminated along with the proposed stretch to Sheppard Avenue. This revised plan would prevent the subway from competing for ridership with [[SmartTrack]]'s branch to Markham.<ref name="TheStar-2016-01-20">{{cite news |url=https://www.thestar.com/news/gta/transportation/2016/01/20/revised-scarborough-subway-plan-eliminates-2-stations.html |title=New Scarborough transit plan 'buys peace in the land' |newspaper=[[Toronto Star]] |first=Jennifer |last=Pagliaro |date=January 20, 2016 |access-date=January 20, 2016 |archive-date=January 20, 2016 |archive-url=https://web.archive.org/web/20160120192953/http://www.thestar.com/news/gta/transportation/2016/01/20/revised-scarborough-subway-plan-eliminates-2-stations.html |url-status=live}}</ref> Also, the proposed change was to reduce the cost of the extension from $3.5{{nbsp}}billion to $2.5{{nbsp}}billion, where the $1{{nbsp}}billion saved would be used to extend [[Line 5 Eglinton]] east- and northwards to [[University of Toronto Scarborough]].<ref name="CP24-2016-01-21">{{cite news |url=http://www.cp24.com/news/new-plan-for-scarborough-subway-will-allow-city-to-get-on-with-project-tory-1.2746220 |title=New plan for Scarborough subway will allow city to 'get on' with project: Tory |newspaper=[[CP24|CablePulse 24]] |first=Chris |last=Fox |date=January 21, 2016 |access-date=January 21, 2016 |archive-date=January 22, 2016 |archive-url=https://web.archive.org/web/20160122123122/http://www.cp24.com/news/new-plan-for-scarborough-subway-will-allow-city-to-get-on-with-project-tory-1.2746220 |url-status=live}}</ref><ref name="G&M-2016-01-20">{{cite news |url=https://www.theglobeandmail.com/news/toronto/major-revamp-of-contentious-scarborough-subway-plan-includes-fewer-stops/article28280303/ |title=Scarborough subway would shrink under plan to extend Eglinton Crosstown |newspaper=[[The Globe and Mail]] |first1=Oliver |last1=Moore |first2=Marcus |last2=Gee |date=January 20, 2016 |access-date=January 20, 2016 |archive-date=January 21, 2016 |archive-url=https://web.archive.org/web/20160121004014/http://www.theglobeandmail.com/news/toronto/major-revamp-of-contentious-scarborough-subway-plan-includes-fewer-stops/article28280303/ |url-status=live}}</ref><ref>http://www.toronto.ca/legdocs/mmis/2016/ex/bgrd/backgroundfile-87737.pdf {{Webarchive|url=https://web.archive.org/web/20160128112834/http://www.toronto.ca/legdocs/mmis/2016/ex/bgrd/backgroundfile-87737.pdf |date=January 28, 2016}} {{Bare URL PDF|date=March 2022}}</ref> (However, most of the $1{{nbsp}}billion saved was subsequently diverted back to the SSE to cover additional estimated construction costs for the one-stop subway.)<ref name="G&M-2016-07-13">{{cite news |url=https://www.theglobeandmail.com/news/toronto/toronto-city-council-shows-support-for-scarborough-subway-expansion/article30910103/ |title=Toronto City Council approves planning for raft of transit projects |newspaper=[[The Globe and Mail]] |first=Oliver |last=Moore |date=July 13, 2016 |access-date=July 14, 2016 |archive-date=April 4, 2017 |archive-url=https://web.archive.org/web/20170404124448/http://www.theglobeandmail.com/news/toronto/toronto-city-council-shows-support-for-scarborough-subway-expansion/article30910103/ |url-status=live}}</ref>

City planning staff estimated that the peak ridership of the one-stop extension to be 7,300 in the peak hour and peak direction, about half of the 15,000 peak ridership considered the low end to justify a subway. With the original three-stop extension, the peak ridership estimate was 9,500 to 14,000; however, that estimate was reduced to 7,300 because of competition from the proposed SmartTrack and by the elimination of two of the three original stops. Mayor [[John Tory]] and Scarborough Councillor [[Glenn De Baeremaeker]] say a peak ridership of 7,300 would have still been acceptable as it was still greater than the 6,000 peak at terminal station Kipling.<ref name="TheStar-2016-06-01">{{cite news |url=https://www.thestar.com/news/city_hall/2016/06/01/shrunken-scarborough-subway-ridership-projections-a-huge-concern.html |title=Mayor Tory defends Scarborough subway extension despite new ridership data |newspaper=[[Toronto Star]] |first1=Ben |last1=Spurr |first2=Jennifer |last2=Pagliaro |date=June 1, 2016 |access-date=June 1, 2016 |archive-date=June 1, 2016 |archive-url=https://web.archive.org/web/20160601173037/https://www.thestar.com/news/city_hall/2016/06/01/shrunken-scarborough-subway-ridership-projections-a-huge-concern.html |url-status=live}}</ref> However, a ''[[Toronto Star]]'' article points out there would be only one station within 6 kilometres of Scarborough Town Centre but more stations are within 6 kilometres of other terminal stations to boost ridership. The SSE would have carried an estimated 31,000 riders per day as compared to 66,355 riders from Kipling to Jane (five stations) and 96,660 riders from Finch to York Mills (four stations). The SSE would have performed better in ridership only against the terminal of the underperforming [[Line 4 Sheppard|Sheppard line]].<ref name="TheStar-2016-06-16" />

In June 2016, the estimated cost of the one-stop SSE was revised from $2{{nbsp}}billion to $2.9{{nbsp}}billion because tunnels need to be deeper than expected in some places, with the new terminal station being 45 to 90 per cent deeper. An additional cost factor is that a high water table would require more concrete.<ref name="G&M-2016-06-17">{{cite news |url=https://www.theglobeandmail.com/news/toronto/scarborough-subway-cost-rises-by-900-million/article30499113/ |title=Scarborough subway cost rises by $900-million |newspaper=[[The Globe and Mail]] |first=Oliver |last=Moore |date=June 17, 2016 |access-date=June 17, 2016 |archive-date=June 17, 2016 |archive-url=https://web.archive.org/web/20160617161350/http://www.theglobeandmail.com/news/toronto/scarborough-subway-cost-rises-by-900-million/article30499113/ |url-status=live}}</ref> There is also a $300{{nbsp}}million maintenance cost to keep [[Line 3 Scarborough]] operating until the SSE's opening resulting in a total project cost of $3.2{{nbsp}}billion.<ref name="TheStar-2016-10-05">{{cite news |url=https://www.thestar.com/news/gta/2016/10/05/scarborough-subway-might-already-be-off-track.html |title=Scarborough subway might already be off track |newspaper=[[Toronto Star]] |first=Ben |last=Spurr |date=October 5, 2016 |access-date=October 5, 2016 |archive-date=October 5, 2016 |archive-url=https://web.archive.org/web/20161005142238/https://www.thestar.com/news/gta/2016/10/05/scarborough-subway-might-already-be-off-track.html |url-status=live}}</ref>

In February 2017, city staff reported that the estimated cost of the extension would increase by $150{{nbsp}}million to $3.35{{nbsp}}billion in order to build a 34-bay bus terminal at Scarborough Town Centre, which was to be the largest bus terminal of the TTC system.<ref name="TheStar-2017-02-28">{{cite news |url=https://www.thestar.com/news/city_hall/2017/02/28/cost-of-scarborough-subway-extension-rises-to-335b.html |title=Cost of Scarborough subway extension rises to $3.35{{nbsp}}billion as number of new riders fall |newspaper=[[Toronto Star]] |first1=Ben |last1=Spurr |first2=Jennifer |last2=Pagliaro |date=February 28, 2017 |access-date=March 2, 2017 |archive-date=March 1, 2017 |archive-url=https://web.archive.org/web/20170301144841/https://www.thestar.com/news/city_hall/2017/02/28/cost-of-scarborough-subway-extension-rises-to-335b.html |url-status=live}}</ref> Also, the projection for new riders for the extension was revised downwards to 2,300 per day,<ref name="G&M-2017-02-28">{{cite news |url=https://www.theglobeandmail.com/news/toronto/scarborough-subway-will-cost-more-but-attract-fewer-people-reports-find/article34159618/ |title=Scarborough subway will cost more but attract fewer people, reports find |newspaper=[[The Globe and Mail]] |first=Oliver |last=Moore |date=February 28, 2017 |access-date=March 2, 2017 |archive-date=March 2, 2017 |archive-url=https://web.archive.org/web/20170302045849/http://www.theglobeandmail.com/news/toronto/scarborough-subway-will-cost-more-but-attract-fewer-people-reports-find/article34159618/ |url-status=live}}</ref> down from the 4,500 new riders estimated in the summer of 2016.<ref name="TheStar-2016-06-02">{{cite news |url=https://www.thestar.com/news/gta/2016/06/02/priority-should-be-alternative-transit-routes-into-downtown-keenan.html |title=Priority should be alternative transit routes into downtown: Keenan |newspaper=[[Toronto Star]] |first=Edward |last=Keenan |date=June 2, 2016 |access-date=June 5, 2016 |archive-date=June 4, 2016 |archive-url=https://web.archive.org/web/20160604122847/https://www.thestar.com/news/gta/2016/06/02/priority-should-be-alternative-transit-routes-into-downtown-keenan.html |url-status=live}}</ref>

In March 2017, city staff estimated the extension would take six years to construct with an expected opening in the second quarter of 2026.<ref name="TheStar-2017-03-15">{{cite news |url=https://www.thestar.com/news/city_hall/2017/03/15/subway-lrt-srt-what-we-know-about-transit-in-scarborough.html |title=Subway, LRT, SRT? What we know about transit in Scarborough |newspaper=[[Toronto Star]] |first=Jennifer |last=Pagliaro |date=March 15, 2017 |access-date=March 29, 2017 |archive-date=March 29, 2017 |archive-url=https://web.archive.org/web/20170329170049/https://www.thestar.com/news/city_hall/2017/03/15/subway-lrt-srt-what-we-know-about-transit-in-scarborough.html |url-status=live}}</ref> The project was funded.<ref name="TheStar-2016-06-26">{{cite news |url=https://www.thestar.com/news/gta/2016/06/26/mayor-john-torys-transit-priorities-face-financial-political-challenge-analysis.html |title=Mayor John Tory's transit priorities face financial, political challenge: analysis |newspaper=[[Toronto Star]] |first1=Ben |last1=Spurr |first2=Jennifer |last2=Pagliaro |date=June 26, 2016 |access-date=July 20, 2016 |archive-date=June 28, 2016 |archive-url=https://web.archive.org/web/20160628142728/https://www.thestar.com/news/gta/2016/06/26/mayor-john-torys-transit-priorities-face-financial-political-challenge-analysis.html |url-status=live}}</ref> On March 28, 2017, city council approved the design of the {{convert|6.2|km|mi|adj=on}} extension via McCowan Road.<ref name="TheStar-2017-03-28">{{cite news |url=https://www.thestar.com/news/city_hall/2017/03/28/council-discuss-next-steps-on-scarborough-subway-extension.html |title=Scarborough subway moves forward as Tory rejects value-for-money analysis |newspaper=[[Toronto Star]] |first=Jennifer |last=Pagliaro |date=March 28, 2017 |access-date=March 29, 2017 |archive-date=March 28, 2017 |archive-url=https://web.archive.org/web/20170328222829/https://www.thestar.com/news/city_hall/2017/03/28/council-discuss-next-steps-on-scarborough-subway-extension.html |url-status=live}}</ref>

According to transit advocate [[Steve Munro]], the SSE would have been built to use only [[automatic train control]] (ATC). This would preclude the operation of [[T series (Toronto subway)|T1 subway cars]] on the extension as it would have been too expensive to convert T1 cars to ATC.<ref name="SteveMunro-2016-10-04">{{cite web |url=https://stevemunro.ca/2016/10/04/ttc-capital-program-review/ |title=TTC Capital Program Review |first=Steve |last=Munro |author-link=Steve Munro |date=October 4, 2016 |access-date=October 5, 2016 |archive-date=November 24, 2016 |archive-url=https://web.archive.org/web/20161124155117/https://stevemunro.ca/2016/10/04/ttc-capital-program-review/ |url-status=live}}</ref>

In April 2019, city staff revised estimates for the SSE project, by then known as the Line 2 East Extension (L2EE), to a total of $3.87{{nbsp}}billion with a completion date estimated for end of 2027 and a delayed opening date of 2030 for the bus terminal at Scarborough Centre. In addition, plans for the extension to run ATC upon opening were dropped and instead replaced with the inclusion of "enabling works" allowing for ATC to be implemented at a later date.<ref>{{Cite web |url=https://www.toronto.ca/legdocs/mmis/2019/ex/bgrd/backgroundfile-131526.pdf |title=EX4.1 Attachment 2 LINE 2 EAST EXTENSION |website=City of Toronto |access-date=April 7, 2019 |archive-date=April 7, 2019 |archive-url=https://web.archive.org/web/20190407194322/https://www.toronto.ca/legdocs/mmis/2019/ex/bgrd/backgroundfile-131526.pdf |url-status=live}}</ref>

====Revised three-stop proposal (2019–present)====
In May 2018, Rob Ford's brother [[Doug Ford]] – during his campaign to become [[premier of Ontario]] – pledged to work on and pay for the three-stop proposal.<ref>{{Cite news |url=https://toronto.citynews.ca/2018/05/09/doug-ford-scarborough-subway-plan/ |title=Doug Ford wants to return to 'original' Scarborough subway plan |newspaper=CityNews |date=May 9, 2018 |access-date=July 6, 2018 |archive-date=July 7, 2018 |archive-url=https://web.archive.org/web/20180707062212/https://toronto.citynews.ca/2018/05/09/doug-ford-scarborough-subway-plan/ |url-status=live}}</ref> In July 2018, the TTC was still focused on building the one-stop proposal.<ref name="TheStar-2018-07-06">{{Cite news |url=https://www.thestar.com/news/city_hall/2018/07/06/design-changes-to-scarborough-subway-come-with-unknown-costs.html |title=Design changes to Scarborough subway come with unknown costs |newspaper=[[Toronto Star]] |first=Jennifer |last=Pagliaro |date=July 6, 2018 |access-date=July 6, 2018 |archive-date=July 7, 2018 |archive-url=https://web.archive.org/web/20180707012836/https://www.thestar.com/news/city_hall/2018/07/06/design-changes-to-scarborough-subway-come-with-unknown-costs.html |url-status=live}}</ref>

On April 10, 2019, Doug Ford, who had since become premier, announced that the province would revert the extension back to the three-stop proposal at an estimated cost of $5.5{{nbsp}}billion with an estimated completion date between 2029 and 2030. As with the three-stop proposal of 2013–2016, there would be three new stations located along McCowan Road at Lawrence Avenue, Scarborough Town Centre and Sheppard Avenue East.<ref name="TheStar-2019-04-10">{{cite news |url=https://www.thestar.com/news/city_hall/2019/04/10/doug-ford-vows-3-stop-scarborough-subway-the-timeline-could-leave-riders-on-buses-for-years.html |title=Doug Ford vows 3-stop Scarborough subway. The timeline could leave riders on buses for years |newspaper=[[Toronto Star]] |first=Jennifer |last=Pagliaro |date=April 10, 2019 |access-date=March 15, 2020 |archive-date=December 21, 2019 |archive-url=https://web.archive.org/web/20191221033431/https://www.thestar.com/news/city_hall/2019/04/10/doug-ford-vows-3-stop-scarborough-subway-the-timeline-could-leave-riders-on-buses-for-years.html |url-status=live}}</ref>

In February 2020, Metrolinx released a cost–benefit analysis showing that the $5.5-billion project cost for the three-stop extension is double the estimated benefits of $2.8{{nbsp}}billion over 60 years. Benefits included reducing travel time and cars on the road. Metrolinx CEO Phil Verster said the estimate of benefits was conservative and Metrolinx may improve the benefits over time.<ref name="G&M-2020-02-28">{{cite news |url=https://www.theglobeandmail.com/canada/toronto/article-costs-of-major-transit-projects-will-far-exceed-their-benefits/ |title=Costs of major transit projects will far exceed their benefits, according to Metrolinx reports |newspaper=[[The Globe and Mail]] |first=Oliver |last=Moore |date=February 28, 2020 |access-date=March 17, 2020 |archive-date=March 2, 2020 |archive-url=https://web.archive.org/web/20200302104530/https://www.theglobeandmail.com/canada/toronto/article-costs-of-major-transit-projects-will-far-exceed-their-benefits/ |url-status=live}}</ref> By 2025, the estimated cost of the extension had grown to $10.2{{Nbsp}}billion.<ref name="TheStar-2025-06-25">{{cite news |url=https://www.thestar.com/news/gta/metrolinx-says-scarborough-subway-extension-budget-has-doubled-offers-little-update-on-progress/article_0d063e6b-2a44-4e53-9d43-7919171830ab.html |title=Metrolinx says Scarborough Subway Extension budget has doubled, offers little update on progress |newspaper=[[Toronto Star]] |date=June 25, 2025 }}</ref>

===== New stations<!--Temporary section until individual articles are set up for the new stations-->=====
The northern terminus of the extension will be at<!--Please don't add a station name until confirmed by Metrolinx--> Sheppard Avenue East and McCowan Road; it will have an adjacent TTC bus terminal as well as a pick-up and drop-off area. The station entrance will be at Sheppard Avenue and McCowan Road.<ref name="SSE Sheppard">{{cite web |url=https://www.metrolinxengage.com/en/content/scarborough-subway-extension-sheppard-mccowan |title=Scarborough Subway Extension - Sheppard & McCowan |publisher=[[Metrolinx]] |accessdate=March 7, 2022 |archiveurl=https://web.archive.org/web/20220307210527/https://www.metrolinxengage.com/en/content/scarborough-subway-extension-sheppard-mccowan |archivedate=March 7, 2022 |url-status=live}}</ref> The station design will provide for future extension of [[Line 4 Sheppard]] to terminate at this station, as well as further expansion of Line 2 north of the station.<ref name="Metrolinx-2021-05-31">{{cite web |url=https://www.youtube.com/watch?v=3tdGkQSHZmY |archive-url=https://ghostarchive.org/varchive/youtube/20211221/3tdGkQSHZmY |archive-date=December 21, 2021 |url-status=live |title=Scarborough Subway Extension - LIVE Meeting |publisher=[[Metrolinx]] |date=May 31, 2021 |page=1:28:47}}{{cbignore}}</ref> Besides TTC buses, the bus terminal will also serve [[Durham Region Transit]] and [[York Region Transit]] buses.<ref name="TTC-2023-02-28">{{cite web |url=https://ttc-cdn.azureedge.net/-/media/Project/TTC/DevProto/Documents/Home/Public-Meetings/Board/2023/February-28/7_Transit_Network_Expansion_Update.pdf |title=Transit Network Expansion Update  |publisher=[[Toronto Transit Commission]] |date=February 28, 2023 |pages=16 |archive-url=https://web.archive.org/web/20230225014759/https://ttc-cdn.azureedge.net/-/media/Project/TTC/DevProto/Documents/Home/Public-Meetings/Board/2023/February-28/7_Transit_Network_Expansion_Update.pdf | archive-date=February 25, 2023 |url-status=live}}</ref>

The future Scarborough Centre station will be located on McCowan Road at a different location from the existing [[Scarborough Centre station]], which will be decommissioned. The new station facilities will be on the north side of [[McCowan station]] (also to be decommissioned) and will occupy most of the block bounded by McCowan Road, Progress Avenue, Grangeway Avenue and Busby Drive. The main entrance will be near McCowan Road and Progress Avenue. The new station will have a new [[Scarborough Centre Bus Terminal]] serving TTC, GO Transit and Durham Region Transit buses. The bus terminal will be the western terminus of the planned [[Durham–Scarborough bus rapid transit]] corridor. The station will also have a pick-up and drop-off area.<ref name="SSE Centre">{{cite web |url=https://www.metrolinxengage.com/en/content/scarborough-subway-extension-scarborough-centre |title=Scarborough Subway Extension - Scarborough Centre |publisher=[[Metrolinx]] |accessdate=March 7, 2022 |archiveurl=https://web.archive.org/web/20220307215016/https://www.metrolinxengage.com/en/content/scarborough-subway-extension-scarborough-centre |archivedate=March 7, 2022 |url-status=live}}</ref>

A third new, future Lawrence East station will be located beside the [[Scarborough General Hospital (Toronto)|Scarborough General Hospital]] at the northwest corner of Lawrence Avenue East and McCowan Road in a different location from the former [[Lawrence East station]]. There will be entrances at the northwest and southwest corners of Lawrence Avenue and McCowan Road. There will be a bus terminal on the south side of Lawrence Avenue between Valparaiso Avenue and McCowan Road.<ref name="SSE Lawrence">{{cite web |url=https://www.metrolinxengage.com/en/content/scarborough-subway-extension-lawrence-mccowan |title=Scarborough Subway Extension - Scarborough Subway Extension - Lawrence & McCowan |publisher=[[Metrolinx]] |accessdate=March 7, 2022 |archiveurl=https://web.archive.org/web/20220307220942/https://www.metrolinxengage.com/en/content/scarborough-subway-extension-lawrence-mccowan |archivedate=March 7, 2022 |url-status=live}}</ref>

===== Advance tunnel =====
On March 10, 2020, Metrolinx and Infrastructure Ontario issued a request for qualifications (RFQ) related to advance tunnelling works. On August 20, 2020, Metrolinx issued a request for proposals to shortlisted proponents, including [[Acciona]], East End Connectors ([[ACS Group|Dragados]], [[Aecon]] and Ghella) and [[Strabag]].<ref>{{Cite web |title=Teams Shortlisted for Scarborough Subway and Eglinton Crosstown West Tunnelling Projects |url=https://www.infrastructureontario.ca/en/news-and-media/news/advance-tunnel-project---scarborough-subway-extension/teams-shortlisted-for-scarborough-subway-and-eglinton-crosstown-west-tunnelling-projects/ |access-date=May 6, 2023 |website=Infrastructure Ontario |language=en |archive-date=May 6, 2023 |archive-url=https://web.archive.org/web/20230506032106/https://www.infrastructureontario.ca/en/news-and-media/news/advance-tunnel-project---scarborough-subway-extension/teams-shortlisted-for-scarborough-subway-and-eglinton-crosstown-west-tunnelling-projects/ |url-status=live}}</ref> A launch shaft would be constructed at the northeast corner of Sheppard Avenue East and McCowan Road,<ref name="SSE Sheppard" /><ref name="Toronto.com-2020-03-06">{{cite web |last=Kurek |first=Dominik |date=March 6, 2020 |title=Metrolinx hopes to start tunnelling Scarborough subway by spring 2021 |url=https://www.toronto.com/news-story/9878181-metrolinx-hopes-to-start-tunnelling-scarborough-subway-by-spring-2021/ |archive-url=https://web.archive.org/web/20200308165128/https://www.toronto.com/news-story/9878181-metrolinx-hopes-to-start-tunnelling-scarborough-subway-by-spring-2021/ |archive-date=March 8, 2020 |access-date=March 18, 2020 |website=Toronto.com}}</ref><ref name="Ont-2020-08-18">{{cite web |date=August 18, 2020 |title=Ontario Moving Forward with Scarborough Subway Extension |url=https://news.ontario.ca/opo/en/2020/08/major-milestone-reached-on-scarborough-subway-extension.html |archive-url=https://web.archive.org/web/20200819175115/https://news.ontario.ca/opo/en/2020/08/major-milestone-reached-on-scarborough-subway-extension.html |archive-date=August 19, 2020 |access-date=August 20, 2020 |publisher=[[Government of Ontario]]}}</ref> with an extraction shaft along Eglinton Avenue on the east side of Midland Avenue.<ref name="Metrolinx-2022/08/04">{{cite web |date=August 4, 2022 |title=Part of Eglinton to be realigned for Scarborough Subway work |url=https://blog.metrolinx.com/2022/08/04/part-of-eglinton-to-be-realigned-for-scarborough-subway-work/ |url-status=live |archiveurl=https://web.archive.org/web/20220804202849/https://blog.metrolinx.com/2022/08/04/part-of-eglinton-to-be-realigned-for-scarborough-subway-work/ |archivedate=August 4, 2022 |publisher=[[Metrolinx]]}}</ref> On May 25, 2021, [[Strabag]] was selected to design, build and finance the tunnel.<ref name="Metrolinx-2021-05-04">{{cite web |date=May 4, 2021 |title=Clearing the way for the Scarborough Subway Extension launch shaft construction |url=https://blog.metrolinx.com/2021/05/04/clearing-the-way-for-the-scarborough-subway-extension-launch-shaft-construction/ |archive-url=https://web.archive.org/web/20210504213548/https://blog.metrolinx.com/2021/05/04/clearing-the-way-for-the-scarborough-subway-extension-launch-shaft-construction/ |archive-date=May 4, 2021 |access-date=May 4, 2021 |publisher=[[Metrolinx]]}}</ref> The scope of the advance tunnel contract included the following:<ref>{{Cite web |title=Scarborough Subway Extension – Advance Tunnel Project |url=https://www.infrastructureontario.ca/Scarborough-Subway-Extension-Advance-Tunnel/ |access-date=December 3, 2022 |website=www.infrastructureontario.ca |archive-date=December 3, 2022 |archive-url=https://web.archive.org/web/20221203180341/https://www.infrastructureontario.ca/Scarborough-Subway-Extension-Advance-Tunnel/ |url-status=live}}</ref>

* tunnelling works for the {{Convert|7.8|km|adj=on}} subway extension, from Kennedy station to McCowan Road / Sheppard Avenue
* design and construction of launch and extraction shafts, tunnels, as well as headwalls for emergency exit buildings and stations
* supply of tunnel boring machines and installation of segmental pre-cast concrete tunnel liners
* activities necessary to build the tunnel (e.g. utility relocations, supports for shaft and headwalls, temporary power supply, lighting, ventilation, and drainage)
[[File:Scarborough Subway Extension Construction.jpg|alt=Photo of a gated off construction site with cranes and other equipment visible|thumb|Sheppard/McCowan station under construction in 2023. This station was the launch site of the [[Tunnel boring machine|tunnel-boring machine]].]]
Construction on the extension began on June 23, 2021.<ref name="CTV-2021-06-23" /> The SSE tunnel will contain two tracks within a single bore of {{convert|10.7|m|0}} in diameter and will be the largest subway tunnel by diameter in Toronto. The [[tunnel boring machine]] (TBM) was built by [[Herrenknecht]] in [[Schwanau, Baden-Württemberg|Schwanau, Germany]]. Arriving in early 2022, the TBM was transported via sea in multiple shipments for reassembly at the launch site.<ref name="Metrolinx-2021-09-02">{{cite web |date=September 2, 2021 |title=First look at mighty tunnel boring machine used on Scarborough Subway Extension |url=https://blog.metrolinx.com/2021/09/02/first-look-at-mighty-tunnel-boring-machine-used-on-scarborough-subway-extension/ |access-date=September 4, 2021 |publisher=[[Metrolinx]] |archive-date=September 4, 2021 |archive-url=https://web.archive.org/web/20210904095127/https://blog.metrolinx.com/2021/09/02/first-look-at-mighty-tunnel-boring-machine-used-on-scarborough-subway-extension/ |url-status=live}}</ref> By January 2023, the TBM (named "Diggy Scardust" after [[Ziggy Stardust (character)|Ziggy Stardust]], [[David Bowie]]'s stage persona and fictional character) had started digging at a speed of {{Convert|10–15|m}} per day. It will dig {{Convert|6.9|km}} of the {{Convert|7.8|km|adj=on}} tunnel.<ref name="Metrolinx-2023-01-18">{{cite web |date=January 18, 2023 |title=Tunnelling begins on Scarborough Subway Extension |url=https://www.metrolinx.com/en/news/tunnelling-begins-on-scarborough-subway-extension- |url-status=live |archive-url=https://web.archive.org/web/20230118222642/https://www.metrolinx.com/en/news/tunnelling-begins-on-scarborough-subway-extension- |archive-date=January 18, 2023 |publisher=[[Metrolinx]]}}</ref>

===== Stations, rails and systems =====
The stations, rails and systems (SRS) contract will be delivered using a progressive design–build delivery strategy. In September 2021, Metrolinx and Infrastructure Ontario released an RFQ to shortlist potential bidders.<ref>{{Cite web |title=Request for Qualifications Issued for Scarborough Subway Extension Stations, Rail And Systems |url=https://www.infrastructureontario.ca/Request-for-Qualifications-Issued-Scarborough-Subway-Extension/ |access-date=December 3, 2022 |website=www.infrastructureontario.ca |archive-date=December 3, 2022 |archive-url=https://web.archive.org/web/20221203180343/https://www.infrastructureontario.ca/Request-for-Qualifications-Issued-Scarborough-Subway-Extension/ |url-status=live}}</ref> In February 2022, following the close of the RFQ process, Metrolinx and Infrastructure Ontario released an RFP to three shortlisted bidders: [[ACS Group|Dragados]] (including [[AECOM]]), KSX Integrated Design-Builders ([[Kiewit Corporation|Kiewit]] and [[SNC-Lavalin]]), and Scarborough Transit Connect (Aecon, FCC Construcción, and [[Mott MacDonald]]).<ref>{{Cite web |title=Request for Proposals Issued to Shortlisted Teams for Scarborough Subway Extension Stations, Rail and Systems |url=https://www.infrastructureontario.ca/Request-for-Proposals-Issued-Scarborough-Subway-Extension/ |access-date=December 3, 2022 |website=www.infrastructureontario.ca |archive-date=December 3, 2022 |archive-url=https://web.archive.org/web/20221203180345/https://www.infrastructureontario.ca/Request-for-Proposals-Issued-Scarborough-Subway-Extension/ |url-status=live}}</ref> In November 2022, Metrolinx and Infrastructure Ontario announced that Scarborough Transit Connect was the successful bidder and would work with the province over an 18- to 24-month development phase to finalize the scope, risk allocation, project costs and project schedule.<ref>{{Cite web |title=Dev Co Selected for Scarborough Subway Extension Stations, Rail and Systems Contract |url=https://www.infrastructureontario.ca/Dev-Co-Selected-Scarborough-Subway-Extension/ |access-date=December 3, 2022 |website=www.infrastructureontario.ca |archive-date=December 2, 2022 |archive-url=https://web.archive.org/web/20221202215232/https://www.infrastructureontario.ca/Dev-Co-Selected-Scarborough-Subway-Extension/ |url-status=live}}</ref> Once the development phase had concluded, Metrolinx would have the option to execute the project agreement with the development partner to progress to construction, which would include agreements on detailed designs and the final negotiated price. The scope of the SRS contract included the following:

* a {{Convert|7.8|km|adj=on}} eastward extension of Line 2 Bloor–Danforth subway
* Tunnelling work for the length of the alignment
* Three new stations: Lawrence Avenue and McCowan Road, Scarborough Centre, and a terminal station at McCowan Road and Sheppard Avenue
* Emergency exit buildings, traction power substations, and modifications at Kennedy station
* Transit connections to existing TTC Line 2 Bloor–Danforth, [[Line 5 Eglinton]], GO train service ([[Stouffville line]]), and [[Durham Region Transit]] bus service
* Operating systems for the extension<ref name="Metrolinx-2022/12/05">{{cite web |date=November 5, 2022 |title=Partner selected for Scarborough Subway Extension stations |url=https://blog.metrolinx.com/2022/12/05/partner-selected-for-scarborough-subway-extension-stations/ |url-status=live |archiveurl=https://web.archive.org/web/20221205183846/https://blog.metrolinx.com/2022/12/05/partner-selected-for-scarborough-subway-extension-stations/ |archivedate=December 5, 2022 |publisher=[[Metrolinx]]}}</ref>

=== West to Mississauga ===
[[Image:Bloor-danforth-expansion2.gif|thumb|right|Proposed western extension towards [[Mississauga City Centre]]]]
The TTC's ''Rapid Transit Expansion Study'', published in 2001, identified three possible western extensions to the line. The first was a {{convert|3.2|km|mi|adj=on}} link to [[Sherway Gardens]], with a station added at the East Mall at a later date. The second included an additional {{convert|1.4|km|mi}} from Sherway Gardens to [[Dixie Road (Peel Region)|Dixie Road]], while a further section from Dixie Road to [[Mississauga City Centre]] and [[Square One Shopping Centre]], which included three stations, was considered but rejected due to cost and planning considerations.<ref name="RTES">{{cite web |url=http://transit.toronto.on.ca/archives/reports/rtes2002.pdf |title=Rapid Transit Expansion Study |publisher=Toronto Transit Commission |date=August 2001 |pages=8–9 |access-date=June 19, 2012 |archive-date=June 12, 2012 |archive-url=https://web.archive.org/web/20120612052005/http://transit.toronto.on.ca/archives/reports/rtes2002.pdf |url-status=live}}</ref> This was replaced by a planned Dundas LRT run by [[MiWay]] going from Kipling station to [[Hurontario Street]], linking to the [[Hurontario LRT]] as part of the [[MoveOntario 2020]] transit plan.<ref>{{cite web |url=http://www.mississauga.ca/file/COM/Hurontario-Main_LRT_Project.pdf |title=Hurontario-Main LRT Project |publisher=City of Mississauga |date=March 14, 2012 |access-date=July 31, 2012 |archive-date=October 29, 2013 |archive-url=https://web.archive.org/web/20131029195346/http://www.mississauga.ca/file/COM/Hurontario-Main_LRT_Project.pdf |url-status=live}}</ref> This plan was revived{{snd}}along with the [[Jane LRT]], the [[Line 6 Finch West|Finch West LRT]] extensions, the Waterfront LRTs, and others{{snd}}by the ''Feeling Congested?'' report by the City of Toronto in 2013, as an "unfunded future rapid transit project".<ref name="Feeling Congested" />

== References ==
{{reflist}}

== External links ==
{{Portal|Ontario|Trains}}
{{Attached KML|display=title,inline}}
* {{Commons category-inline}}
* {{TTC route page}}
* [http://transit.toronto.on.ca/subway/5104.shtml Transit Toronto: A history of subways on Bloor and Queen Streets]
* [http://www.metrolinx.com/en/greaterregion/projects/scarborough-subway-extension.aspx Scarborough Subway Extension (SSE)] about three-stop SSE, published by Metrolinx

{{TTC}}
{{TTCstations}}

{{DEFAULTSORT:Line 2 Bloor-Danforth}}
[[Category:Toronto rapid transit|2]]
[[Category:Railway lines opened in 1966]]
[[Category:Toronto-gauge railways]]
[[Category:Rapid transit lines in Canada]]
[[Category:1966 establishments in Ontario]]
[[Category:600 V DC railway electrification]]