Line 1 Yonge–University has part(s) Eglinton
Route description
The line forms a rough 'U' shape, with two portions running generally north–south that meet at Union in the southern part of the city's downtown, and then gradually spreading farther apart as they proceed northward. From Union station, the eastern portion of the line runs straight under or nearby Yonge Street, sometimes in an uncovered trench, for 16 kilometres (9.9 mi) to its northeastern terminus at Finch Avenue, connecting with Line 2 Bloor–Danforth at Bloor–Yonge and Line 4 Sheppard at Sheppard–Yonge. This eastern portion, often just called the "Yonge Line", serves Downtown Toronto, Midtown Toronto and York Mills before ending at Finch Avenue, the northern edge of North York Centre.
The western portion snakes northwesterly from Union, initially running straight under University Avenue and Queen's Park Crescent to Bloor Street, where it turns westerly to run under Bloor Street for about 700 metres (0.43 mi). Along this stretch, it interchanges with Line 2 at St. George and Spadina stations. At Spadina Avenue, it turns north to run for roughly 1 kilometre (0.6 mi) under Spadina Road before curving northwesterly to continue along the Nordheimer and Cedarvale ravines to the foot of Allen Road at Eglinton Avenue. It reaches the surface and continues northward in the road's median for 6 kilometres (3.7 mi) past Wilson Station, after which it moves underground again and runs northwesterly on an off-street alignment below suburban industrial areas and the York University campus until Steeles Avenue. From there, it turns to parallel Jane Street for roughly 1.5 kilometres (0.9 mi) until its northwestern terminus in the neighbouring city of Vaughan's planned downtown core, the Vaughan Metropolitan Centre, at the intersection of Jane Street and Highway 7. This western portion serves the Annex and Forest Hill neighbourhoods in Old Toronto; Humewood–Cedarvale in the former York; Glen Park, Downsview, the York University Heights–Northwood Park areas in the former North York; and the Vaughan Metropolitan Centre in Vaughan.Name
The line's name has been changed as it has been extended. Following its opening between Union Station and Eglinton Avenue along Yonge Street in 1954, it was called "the subway" (Yonge subway is its retronym). In 1963, it was extended along University Avenue to St. George station and renamed the "Yonge–University Line". Briefly in 1966, the Yonge–University subway ran in two branches: one west along Bloor to Keele station (Yonge–University–Bloor), the other east along Bloor and Danforth to Woodbine station (Yonge–University–Danforth) via Bay Lower station.In 1978, the "Spadina" section was opened and the line became the "Yonge–University–Spadina Line" (YUS). Although only two stations are on Spadina Road, a larger portion of the line was originally intended to follow the planned Spadina Expressway, which was partially built as Allen Road. The subway also had an additional internal route number: route 602.Unofficially, subway lines were already numbered, but in October 2013, the TTC announced plans to display line numbers publicly to help riders to navigate the system. In March 2014, the line was officially numbered and renamed "Line 1 Yonge–University", with the Spadina part being dropped from the name. Announcements, documentation and rapid transit maps across the system now refer to the line as "Line 1" or "Line 1 Yonge–University".Design
Line
The line is mostly underground but has several surface sections between Sheppard West and Eglinton West, and between Bloor–Yonge and Eglinton. Most of the line between Bloor–Yonge and Eglinton stations was originally constructed in open cut, with the short section between St. Clair and Summerhill stations having since been covered over. Evidence of this can be seen in the tunnel: there are no columns or walls between tracks, and ballast and drainage ditches are present, something not seen in the rest of the subway system. There are also tree stumps and the stubs of lamp posts in the tunnel. There are also clues outdoors: seemingly unnecessary railings along the sides of a nearby street, which was once a bridge over the tracks, and empty lots following the trains' right-of-way marked with signs warning heavy vehicles and equipment to keep off because they might fall through to the columnless tunnel below.
Most of the tunnel was constructed by a cut-and-cover method, but some sections were bored, as noted below. All stations, whether by transfer or fare-paid terminal, connect to surface TTC bus and/or streetcar routes. Other surface and train connections are noted below.
Since 1996, TTC stations have been built or modified with elevators, ramps and other features to make them accessible to all. As of January 2022, 30 stations on the line are fully accessible. All stations on the line will be made accessible by 2025, as per the Accessibility for Ontarians with Disabilities Act.Because the line opened in sections from 1954, it has a relatively high number of crossovers, which were mostly constructed at terminal stations to turn back trains. There are 17 diamond crossovers located between the service tracks along the length of the line. There are also eight storage tracks, which can also be used for reversals. The high number of possible turnbacks gives the TTC more flexibility when planning maintenance or in the event of an emergency service disruption.
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