Yonge-University-Spadina (TTC)

] The TTC had originally intended to extend the subway as far as York University, with a vast bus terminal complex at the future Steeles West station. However, provincial funding hinged on the line crossing the municipal border. The area around the future Vaughan Corporate Centre station is occupied by big-box stores and highways and lacks the development that surrounds most other subway stations. Because the subway line will be treated as a TTC-fare zone, it cannot be used by York Region commuters headed to York University, as this would require them to pay an additional fare. Although a station is planned for the 407 Transitway, most GO Transit buses will actually terminate at Steeles West station, so as again to avoid commuters having to pay an additional TTC fare to reach York University. The entire extension is a relic of Toronto's continuous subway expansion, when in fact the demand placed on it can be served by the planned busway (that will parallel the subway's route) and the planned LRT route along Jane Street well into the future. [cite web|url=http://www.thestar.com/article/467812|title=TTC busway a better way to York U|last=Ferguson|first=Rob|coauthors=Vanessa Lu|date=2008-07-26|publisher=Toronto Star|accessdate=2008-07-27]

Yonge extension

Proposals have also been put forward to extend the Yonge Street portion of the line beyond Finch to Steeles and into York Region, most likely ending at the Richmond Hill Centre Terminal of Viva (bus rapid transit). On June 15 2007 the Ontario government announced plans to fund this extension as part of a vast network of rapid transit growth in the form of MoveOntario 2020. [ Government of Ontario (2007). [http://www.premier.gov.on.ca/news/Product.asp?ProductID=1385 MoveOntario 2020 Projects] Retrieved on October 14, 2007.]

Although completion of this subway expansion is many years away, a local group in York Region is lobbying for the cancellation of the planned busway along this route, [ [http://www.yorkregion.com/Opinion/Editorials/article/43097 Yorkregion.com - Editorials - Don't count on Yonge subway just yet ] ] which would be a part of York Region's Viva bus rapid transit.

Although this extension is the most justifiable, there is a reason it will not be built just yet. The Yonge portion of the subway line operates at capacity during the morning rush hour, and could not carry the additional riders attracted to this extension. Once a new signal system is in place, the TTC will be able to increase the frequency of trains from 2 min 30 seconds to every 90 seconds, allowing capacity for this extension.

tations

The line forms a rough U-shape. Its western leg starts at the northern terminus at Downsview station, at Sheppard Avenue and ("W. R. Allen Road"). The line follows the Allen Road, which becomes a small expressway, travelling in its median for 6 km (3.8 miles). Continuing southeast below the Cedarvale and Nordheimer Ravines, it turns south under a short stretch of Spadina Road.After sharing the Bloor-Danforth Line's Spadina and St. George stations, it turns south again under Queen's Park, passing to one side of the legislature, and running the full length of University Avenue beyond. It turns east onto Front Street to serve Union Station, Toronto's main railway terminus, and then north.

The eastern leg runs straight up Yonge Street for 16 km (10 miles), crossing the Bloor-Danforth Line again at Bloor-Yonge and the Sheppard Line at Sheppard-Yonge, before reaching its northern terminus at Finch station.

The line is generally underground, but has several surface or elevated sections between Downsview and Eglinton West, and between Bloor and Eglinton; some portions of the section between Bloor and Eglinton were originally open and have since been covered over to permit other uses above the tracks. Sections between Bloor and the track short of Summerhill, and between St. Clair and Eglinton remain in their original open state. Between Summerhill and St. Clair, the track was originally open, but has since been covered. Evidence of this can be found in the tunnel; there are no columns or walls between tracks, and there are ballast and drainage ditches present in the tunnel - something not seen in the rest of the subway system. There are also clues outdoors; there are seemingly useless railings along the sides of a nearby street which was once on an exposed bridge, and there are empty lots following the trains' right of way marked with signs telling heavy vehicles/equipment to keep off because they might fall through the columnless tunnel below.

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

As of February 2007, a number of stations have elevators for wheelchair access. By the end of 2009, wheelchair-accessible elevators will be added at Lawrence West, and North York Centre stations. Museum station could also become accessible as early as 2009.

The [http://www.city.toronto.on.ca/ttc/spadina_extension/prefered_alignment.htm preferred alignment] and placement for four stations for the proposed "Spadina North" extension beyond Downsview station to serve York University were finalized in September 2005. Six stations are planned: the tentative name for the new terminus is "Vaughan Corporate Centre", with intermediate stations called "Highway 407 Transitway", "Steeles West", "York University", "Finch West", and "Sheppard West". If built, this extension would likely replace the portion of York Region Transit's Viva Orange bus rapid transit line that currently covers the Downsview — York University route.

Voice automation system

This subway line uses an automated voice system on board its trains to announce each stop as the train arrives. However, while the automated announcement systems on TTC buses and streetcars are both audible and visible, this will not be so on the subway until the new trains to be introduced in 2009 are running.

Automatic train control

The TTC estimates that automatic train control on the Yonge-University-Spadina Line could be installed by 2016. When this system is installed, the TTC will be able to run trains as often as every 90 seconds. Currently, the limit of the signal system is every 150 seconds, the interval at which trains currently operate at rush hours.

ee also

*MoveOntario 2020

References

External links

* [http://www.ttc.ca/ TTC website]
* [http://www.transitcity.ca/ TTC Transit City LRT proposal]
* [http://www.toronto.ca/ttc/spadina_extension/ Spadina line extension]
* [http://www.transit.toronto.on.ca/ Transit Toronto] (not affiliated with the Toronto Transit Commission)