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The Toronto subway is a rapid transit system serving Toronto and the neighbouring city of Vaughan in Ontario, Canada, operated by the Toronto Transit Commission (TTC). The subway system is a rail network consisting of three heavy-capacity rail lines operating predominantly underground. three new lines are under construction: two light rail lines (one running mostly underground, the other running mostly at-grade) and one Rapid transit line (running both underground and on elevated guideways).
In 1954, the TTC opened Canada's first underground rail line, then known as the "Yonge subway", under Yonge Street between Union Station and Eglinton Avenue with 12 stations. the network encompasses 70 stations and of route. In , the system had a ridership of , or about per weekday as of , making it the busiest rapid transit system in Canada in terms of daily ridership. There are 60 stations under construction as part of three new lines, two light rail lines and one subway line, and two extensions to existing lines.
There are three operating rapid transit lines in Toronto:
Three additional lines are also under construction:
Line 1 Yonge–University is the longest and busiest rapid transit line in the system. It opened as the Yonge subway in 1954 with a length of "Traffic authorities from all over world see subway opened", Toronto Daily Star, March 30, 1954, p. 3. and since then has grown to a length of . The modern line is U-shaped, having two northern terminalsat Vaughan Metropolitan Centre and Finch station its southern end at Union station in downtown Toronto.
Line 2 Bloor–Danforth, opened in 1966, runs parallel to Bloor Street and Danforth Avenue between Kipling station in Etobicoke and Kennedy station in Scarborough. Construction started in 2021 on a three-stop extension of Line 2 northeastward from Kennedy station to Sheppard Avenue and McCowan via Scarborough City Centre.
Line 4 Sheppard opened in 2002 running eastwards under Sheppard Avenue from Sheppard–Yonge station on Line 1 to Don Mills station; it is the shortest rapid transit line in Toronto at a length of and the only one without any open sections.
three new lines are under construction, two [[light rail]] lines and one [[subway|Rapid transit]] line.
Until July 2023, the TTC operated an elevated light metro service. Line 3 Scarborough, originally known as the Scarborough RT, was an elevated medium-capacity (light metro) rail line serving the city's eponymous suburban district. It opened in 1985, running from Kennedy station to McCowan station via . It was the only rapid transit line in Toronto to use the Intermediate Capacity Transit System (ICTS) technology. Because of maintenance difficulties (along with the Line 2 subway extension into Scarborough), Line 3 was to be decommissioned on November 19, 2023. However, it was decommissioned approximately four months early due to a derailment on July 24, 2023. Bus service replaced Line 3 and is scheduled to continue until the extension of Line 2 to McCowan Road and Sheppard Avenue via Scarborough City Centre opens in 2030.
| +List of line, extension, and station openings and closings of the Toronto subway | |
| March 30, 1954 | The Yonge subway opens from to Union station. It runs under or near Yonge Street and is part of today's Line 1 Yonge–University. |
| February 28, 1963 | The "University subway" opens from Union station to . It is a northwards extension of the Yonge subway northwards under University Avenue. |
| February 25, 1966 | Line 2 Bloor–Danforth opens from to . It runs under or near Bloor Street and Danforth Avenue. |
| May 10, 1968 | Bloor–Danforth subway extensions open west to and east to . |
| March 30, 1973 | A Yonge subway extension opens from Eglinton to . |
| March 29, 1974 | A further Yonge subway extension opens from York Mills to . |
| January 28, 1978 | The "Spadina subway", an extension of the "University subway", opens from St. George to . This line is renamed the "Yonge–University–Spadina subway". |
| November 21, 1980 | Bloor–Danforth subway extensions open west to and east to . |
| March 22, 1985 | Line 3 Scarborough opens from Kennedy to . |
| June 18, 1987 | on the Yonge–University subway opens. It was constructed between two existing stations, (formerly Sheppard) and Finch. |
| March 31, 1996 | A "Spadina subway" extension opens from Wilson to (formerly Downsview). |
| November 22, 2002 | Line 4 Sheppard opens from Sheppard–Yonge to . It runs under Sheppard Avenue. |
| December 17, 2017 | Line 1 Toronto–York Spadina subway extension (TYSSE) opens from Sheppard West to Vaughan Metropolitan Centre. |
| July 24, 2023 | Line 3 Scarborough is shut down, to be replaced by an extension of Line 2 in the early 2030s. |
| Line 5 Eglinton and Line 6 Finch West planned opening |
On October 14, 1976, arson caused the destruction of four subway cars and damage to Christie station, resulting in the closure of part of the Bloor–Danforth line for three days, and the bypassing of Christie station for some time afterwards for repairs.
On August 11, 1995, the TTC suffered the deadliest subway accident in Canadian history, known as the Russell Hill accident, on the Yonge–University line south of St. Clair West station. Halfway between St. Clair West and , a southbound Line 1 subway train hit the rear of a stationary train ahead of it. Three people died and 100 other people were injured, some of them seriously. This led to a major reorganization at the TTC, with more focus on maintaining a "state of good repair" (i.e., an increased emphasis on safety and maintenance of existing TTC capital/services) and less on expansion.
On July 24, 2023, the last car of a train on Line 3 Scarborough derailed south of Ellesmere station. There were 45 people on board, with five injuries reported. The TTC closed the line while the cause of the accident, which was not immediately apparent, was investigated. Though the TTC planned to close Line 3 in November 2023, it announced on August 24 that the line would not reopen.
| Yonge–University | 1954 | 38 | Rapid transit | Toronto gauge (1,495mm) | 600 V DC third rail | |
| Bloor–Danforth | 1966 | 31 | Heavy rail | Toronto gauge (1,495mm) | 600 V DC third rail | |
| Sheppard | 2002 | 5 | Heavy rail | Toronto gauge (1,495mm) | 600 V DC third rail | |
| Eglinton | 25 | Light rail | Standard gauge (1,435mm) | 750 V DC overhead line | ||
| Eglinton west extension | 2031 | 7 | Light rail | Standard gauge (1,435mm) | 750 V DC overhead line | |
| Finch West | 18 | Light rail | Standard gauge (1,435mm) | 750 V DC overhead line | ||
| Bloor–Danforth extension | 2031 | 3 | Heavy rail | Toronto gauge (1,495mm) | 600 V DC third rail | |
| Ontario Line | 2031 | 15 | Heavy rail | Standard gauge (1,435mm) | 1,500 V DC overhead line | |
| Scarborough | 1985–2023 | 6 | Light metro | Standard gauge (1,435mm) | 600 V DC fifth rail |
On the former Line 3 Scarborough, light metro trains were not able to switch direction except at the ends of the line as there were no intermediate crossovers between the two termini. Thus, no short turns on Line 3 were possible.
According to a 2020 survey conducted by the Amalgamated Transit Union Local 113, two-thirds of Torontonians surveyed opposed the TTC's plan to eliminate the train guard on Line 1, and three-quarters of Torontonians disapproved of the fact that the public was not consulted when train guards were removed from Line 4's daily operations in 2016, citing safety concerns, among other issues, as key reasons motivating their response.
In 1991, as a result of lawsuits, electronic chimes, in the form of a descending arpeggiated Major chord and a flashing pair of orange lights above the doorway, added for the hearing impaired, were tested and gradually introduced system-wide during the 1990s. The Toronto Rocket trains use the same door chimes and flashing orange lights as the older trains do, and also plays the additional voice announcement, "Please stand clear of the doors". Those chimes have become synonymous with the TTC and Toronto in general to the point that the CBC Radio One local afternoon show, Here and Now, includes them in its theme music.
To operate the doors, the guard is first required to insert and turn a key. This action provides system control to the door control panel. The doors are then opened by pushing buttons. After the doors are opened, the guard is required to stick their head out the cab window to observe passengers boarding and exiting. The train doors remain open for at least 15 seconds.
When the guard determines that boarding is complete, the doors are closed. Electronic chimes and flashing lights are turned on, then the automated announcement "please stand clear of the doors" is played over the train's public address system, and finally the doors are closed. The chimes provide a clear notification and warning to passengers that the doors are closing and are played before the automated announcement is played, because such announcements may not be heard when the station is crowded.
After the doors are closed, the guard provides a signal to the train operator that the train can proceed. The signal is in the form of a green light that turns on inside the operating cab. When the doors are closed, a light turns on in the operating cab. The guard is instructed to visually observe the platform while the train departs the station. The distance for this visual inspection is typically three car lengths. An orange triangle installed on the station wall indicates the location where the guard may stop observing the platform and pull their head back into the cab. This is done to ensure that no passengers are being dragged along by the train.
Prior to 2017, when subway guards operated the doors from the fifth car instead of the trailing car in the T1 trains on Line 2, different platform markers were used. The following markers have now fallen into disuse as a result of a March 2017 policy change that required all guards to work from the trailing car on Line 2:
| +Service frequencies ! Line ! Off-peak frequency ! Rush hour frequency | ||
| Yonge–University | 3 min 40 s – 6 min | 2 min 50 s |
| Bloor–Danforth | 3 min 45 s – 6 min | 3 min |
| Sheppard | 5 min 30 s | |
On weekdays and Saturdays, subway service runs from approximately 6:00am to 1:30am; Sunday service begins at 8:00am. Start times on holidays may vary.
These precautions were also used on Line 3 Scarborough, which used two power rails. After reviewing operations during the winter of 2018–2019, the TTC decided to change its procedures for Line 3. Thus, about two hours before an expected storm, the TTC would decide whether to shut down Line 3 and replace it with bus service. Just before the storm of February 2, 2022, the TTC replaced all Line 3 trains with 25 buses.
To keep switches in the yards from freezing, crews use switch heaters and manually monitor them to ensure they stay in working order during winter storms. Workcars are run as storm trains within the yards to prevent ice from building up on the power rails. The TTC stores subway trains in tunnels along main lines rather than in exterior yards.
By December 23, 2016, Presto card readers had been installed in at least one priority subway station entrance across the TTC network. Throughout 2017 and into mid-2018, the remaining subway station entrances that still use legacy turnstiles (which were retrofitted with Presto readers between 2010 and 2015) and the "floor-to-ceiling" revolving turnstiles (found in automatic/secondary entrances, which do not have Presto readers on them) were replaced by the new Presto-equipped "glass-paddle" fare gates.
In 2021, the TTC planned to make all of its stations accessible by 2025. By comparison, the Montreal Metro plans for all stations to be accessible by 2038, the Chicago "L" plans for all stations to be accessible in the 2030s, and the New York City Subway plans for 95 percent of stations to be accessible by 2055.
All TTC trains offer level boarding for customers with wheelchairs and other accessibility needs, with and dedicated wheelchair areas onboard each train.
The TTC implemented stricter cleanliness protocols during the COVID-19 pandemic.
In 2004, USA Today said of the Sheppard subway line: "Despite the remarkable engineering feats of this metro, known as Sheppard Subway, it the art covering walls, ceilings, and platforms of all five stations that stands out. Each station is 'a total art experience where artists have created imaginative environments, uniquely expressing themes of community, location, and heritage' through panoramic landscapes and ceramic wall murals."
On December 13, 2013, Wi-Fi Internet access was launched at and St. George stations. The ad-supported service (branded as "TConnect") was provided by BAI Canada. The TTC and BAI Canada planned to offer TConnect at all underground stations. Commuters had to view a video advertisement to gain access to the Internet. It was expected that all of the 70 subway stations would have service by 2017, as well as the six stations along the Line 1 extension to Vaughan. From early December 2015 to late January 2016, users of TConnect were required to authenticate using a Twitter account, with Twitter's Canadian operations sponsoring the TConnect Wi-Fi network. Users of the network could sign in to enable an automatic Wi-Fi connection for 30 days. This arrangement was resumed on an optional basis from July 2016 to early December 2016. By August 2017, Wi-Fi was available at all existing stations and would be available in all future stations.
On June 17, 2015, the TTC announced that Wind Mobile (later rebranded Freedom Mobile) customers would be able to access cellular connectivity at some TTC subway stations. Service was initially between Bloor–Yonge and St. George stations on Line 1, and between Bloor–Yonge and Spadina stations on Line 2. Other carriers declined to use the BAI cellular system because of the price BAI was asking for access.
In April 2023, Rogers Communications took over BAI Communications and honoured existing access to Freedom Mobile customers. In August 2023, Rogers implemented 5G wireless service at all the TTC's downtown stations and within the tunnels between them. In September 2023, the federal government imposed new licence conditions requiring that cellphone and data services be available on the entire subway network by the end of 2026 and that all carriers, including Telus and Bell Canada, were to have access to it. On October 2, 2023, Bell and Telus offered its cellular customers access to the subway's 5G system.
By November 2023, wireless service had been expanded to all TTC stations and to the tunnels between Sheppard West and Vaughan Metropolitan Centre stations, but only for Rogers and Freedom customers. Bell and Telus customers continued to have wireless service at a limited number of stations. In December 2023, Telus and Bell reached a deal with Rogers to provide their customers the same subway wireless services as Rogers and Freedom customers.
Rogers and the TTC decided to end TConnect, the free public Wi-Fi service, on December 27, 2024, due to low usage, the lack of security, the slow speed, and the cost of upgrading it.
Metrolinx uses five criteria for naming stations and stops. These are:
| Yonge–University | Toronto Rocket (TR) | 456 | 6 | 1080 |
| Bloor–Danforth | T series (T1) | 370 | 6 | 1000 |
| Sheppard | Toronto Rocket (TR) | 24 | 4 | 720 |
| Eglinton | Flexity Freedom | 76 | 2 | 163–490 |
| Finch West | Alstom Citadis Spirit | 17 | 1 | 336 |
The TTC's original G-series cars were manufactured by the Gloucester Railway Carriage and Wagon Company. All subsequent heavy-rail subway cars were manufactured by Bombardier Transportation or one of its predecessors (Montreal Locomotive Works, Hawker Siddeley, and UTDC). All cars starting with the Hawker Siddeley H series in 1965 have been built in Bombardier's Thunder Bay, Ontario, plant. The final H4 subway cars were retired on January 27, 2012. This was followed by the retirement of the H5 subway cars, which had their final in-service trip on June 14, 2013, and the H6 retirement, which followed one year later with a final run on June 20, 2014.
Following the introduction of the Toronto Rocket trains on Lines 1 and 4, all the T1 trains were moved to Line 2. The T1s were expected to last until 2026. By the end of 2019, the TTC had proposed an overhaul to extend the T1 fleet's life by 10 years at an estimated cost of $100 million. By mid-2020, the TTC had started the design phase for a new generation of subway trains to replace the T1 fleet on Line 2 Bloor–Danforth. In late 2021, the TTC expected that the new trains would be introduced between 2026 and 2030, at an estimated cost of $1.6 billion. On October 13, 2022, the TTC issued a request for proposals to construct 480 new subway cars (80 six-car train sets) of a design different from the T1 and Toronto Rocket fleet for delivery between 2027 and 2033. , the TTC plans to overhaul the T1 fleet if newer trains cannot be delivered in time.
The Ontario Line will use smaller train sets and a smaller gauge than those used on the Toronto subway system. By using driverless trains with automatic train control (ATC), Metrolinx expects the line to be as frequent as the existing subway lines despite using smaller, lighter trains. In conjunction with ATC, stations will have platform-edge doors for safety, also allowing riders to exit and enter trains more quickly. The trains will be manufactured by Hitachi Rail, similar to trains in Copenhagen Metro or Rome.
| +Comparison of light rail vehicles | ||
| Length | ||
| Maximum capacity | 292 | 164 |
| Maximum speed |
| Rapid transit | High floor | 600 V DC | Third rail | Bogie-mounted Contact shoe | ||
| Light rail | Low floor | 750 V DC | Overhead line | Roof-mounted pantograph |
The heavy rail and light metro lines have some characteristics in common: Such lines are fully isolated from road traffic and pedestrians; the station platforms are covered, and the trains are boarded through many doors from high platforms within a fare-paid zone separated by faregates.
In contrast, the surface portions of the light rail lines (Lines 5 and 6) will fit into the street environment. Light-rail tracks will be laid on the surface within reserved lanes in the middle of the street, and cross street intersections at grade. Surface stations will have simple, low-level platforms. However, like heavy rail and light metro, passengers will be able to board and alight the light rail trains by multiple doors.
Line 3 Scarborough, a light metro, used a more complex technology than heavy rail, which a TTC document describes as follows:
, automatic train control (ATC) has been implemented along the entire length of Line 1. In 2009, the TTC awarded a contract to Alstom to upgrade the signalling system of the existing section of Line 1, as well as equip its extension into Vaughan, with moving block–based communications-based train control (CBTC) by 2012. The estimated cost to implement ATC on Line 1 was $562million, $424million of which was funded by Metrolinx. The first section of the "Urbalis 400" ATC system on Line 1 entered revenue service on December 17, 2017, between Sheppard West and Vaughan stations, in conjunction with the opening of the Toronto–York Spadina subway extension (TYSSE) project.
The benefits of ATC on Line 1 are:
The TTC has plans to convert Line 2 to ATC by 2030, subject to the availability of funding.
The future Ontario Line will use automatic train control with driverless trains. Its stations will be equipped with platform screen doors.
Line 3 Scarborough used standard-gauge tracks, as the ICTS design for the line did not allow for the interchange of rail equipment between the traditional subway system and Line 3. When its ICTS vehicles needed anything more than basic service (which could be carried out at the McCowan Yard), they were carried by truck to the Greenwood Subway Yard.
The Line 5 Eglinton and Line 6 Finch West LRT lines will be constructed with standard-gauge tracks. The projects are receiving a large part of their funding from the Ontario provincial transit authority Metrolinx and, to ensure a better price for purchasing vehicles, it wanted to have a degree of commonality with other similar projects within Ontario. The Ontario Line subway will similarly be built to standard gauge.
| Davisville Yard | 1954 | ||
| Greenwood Yard | 1966 | ||
| Keele Yard | 1966–1978; 2017 | Closed in 1978; reopened June 18, 2017 | |
| McCowan Yard | 1985–2023 | Line in decommissioning phase | |
| Wilson Yard | 1977 | ||
| Eglinton | Line under construction | ||
| Finch | Line under construction |
Stations with high platforms have a crawl space under the platform edge which the TTC recommends that a person who has fallen onto the track use to avoid an oncoming train. Lying flat between the two rails is not recommended due to shallow clearances. The platform edge has a yellow strip behind which passengers should wait to avoid a fall.
Stations do not have platform screen doors, a feature which for Lines 1, 2 and 4 would require station modification, automatic train control (ATC) and a $1.35-billion investment which is not funded . ATC is needed to stop trains at a precise position along the platform to line up train doors with platform doors. , ATC has been activated along the entire length of Line 1; thus, it would be possible to install platform screen doors along Line 1. The future Ontario Line will be built to operate with ATC and will feature platform doors from its opening. The benefits of platform doors would be:
The light-rail Line 5 Eglinton will use a guideway intrusion detection system (GIDS) to detect trespassers on the tracks on the underground sections of the line. When GIDS detects a trespasser on the tracks, it will issue an audio warning to the trespasser, provide live CCTV video to central control, and automatically stop the train without driver intervention. Each station will be equipped with multiple GIDS scanners along the station platform. There will also be GIDS scanners at each tunnel portal. In addition, there will be scanners within the yellow tactile strips along the platform edge to issue an audio warning if a person steps on it before the train has arrived.
A trial program began in 2008 with Toronto EMS and has been expanded and made permanent, with paramedics on hand at several stations during peak hours: Spadina and Bloor–Yonge (morning peak: 7am–10am) and Union and Eglinton (evening peak: 2pm–6pm).
By September 2023, the TTC was making naloxone available at each subway station so that designated trained TTC staff could attempt to rescue anyone having a drug overdose. Kits containing naloxone nasal spray would be stored at station collector booths. TTC special constables would carry naloxone.
| + Proposed lines and extensions | ||||||
| Yonge–University northeast extension | 2030/31 | 6 | Heavy rail | Toronto gauge (1,495mm) | 600 V DC third rail | |
| Eglinton East LRT | 2034 | 27 | Light rail | Standard gauge (1,435mm) | 750 V DC overhead line | |
| Sheppard east extension | TBD | TBD | TBD | Heavy rail | Toronto gauge (1,495mm) | 600 V DC third rail |
| Sheppard west extension | TBD | TBD | TBD | Heavy rail | Toronto gauge (1,495mm) | 600 V DC third rail |
| Eglinton airport extension | TBD | TBD | TBD | Light rail | Standard gauge (1,435mm) | 750 V DC overhead line |
| Finch West airport extension | TBD | TBD | TBD | Light rail | Standard gauge (1,435mm) | 750 V DC overhead line |
The Line 5 west extension to Pearson Airport is a proposal to extend Line 5 Eglinton from its terminus at Mount Dennis station west along Eglinton Avenue West to the proposed Pearson Transit Hub in Mississauga. In April 2019, Ford said that he would commit funds for this proposal.
The Yonge North subway extension (YNSE) is a proposal to extend Line 1 Yonge–University north along Yonge Street from Finch station, the existing terminus of Line 1, to near Highway 7 in Richmond Hill. There would be new stations at Steeles Avenue, Clark Avenue, between Highway 7 and Highway 407 near Langstaff GO Station and Richmond Hill Centre Terminal (dubbed "Bridge station"), and High Tech Road. The extension was proposed in the province's 2007 MoveOntario 2020 plan. A major problem with this proposal was that Line 1 was at capacity, and the TTC said in 2016 that the proposed Relief Line and SmartTrack would both need to be in service before opening the YNSE. In 2020, a preliminary agreement was signed between the Ontario provincial government and York Region that anticipated the completion of the extension by approximately 2030.
The Scarborough Subway Extension (SSE) is a proposal to replace Line 3 Scarborough with an eastward extension of Line 2 Bloor–Danforth. On October 8, 2013, Toronto City Council conducted a debate on whether to replace Line 3 with a light rail line or a subway extension. In 2014, the city council voted to extend Line 2 to Scarborough City Centre, which would result in the closure of Line 3. The SSE would be long and add one new station to Line 2 at Scarborough Town Centre. TTC and city staff finalized the precise route of the SSE in early 2017. In 2019, the Government of Ontario proposed a modified version of the proposal now known as the Line 2 East Extension (L2EE). The L2EE is long and adds three new stations, rather than one. The proposed completion deadline for the project is between 2029 and 2030.
The Line 4 eastward extension to McCowan is a proposal to extend Line 4 Sheppard east along Sheppard Avenue East to McCowan Road, where it will connect with the Scarborough Subway Extension. Doug Ford said in April 2019 that he would commit funds related to this proposal.
The Line 4 west extension to Sheppard West station is a proposal that would extend Line 4 Sheppard west along Sheppard Avenue West to Sheppard West station, where it would link to Line 1 Yonge–University. It is currently listed as an "unfunded future rapid transportation project" in the City of Toronto's 2013 Feeling Congested? report.
The Line 6 east extension to Finch station is a proposal that would extend Line 6 Finch West east along Finch Avenue West to Finch station, where it would link up with Line 1 Yonge–University. In March 2010, the Ontario government eliminated the proposed section of line between Finch West station and Finch station because of budget constraints. This section of the line was part of the original Transit City proposal. In 2013, this plan was revived as an "unfunded future rapid transit project" in the City of Toronto's Feeling Congested? report, meaning this extension may be constructed sometime in the future. The extension was later shown in the 2018–2022 TTC Corporate Plan with no timeline for completion.
Along with a proposal to extend Line 6 to Finch station, there was another proposal that would have extended the line farther to Don Mills station, where it would have provided a connection to Line 4 Sheppard. In May 2009, Metrolinx proposed that the line be extended from Finch station along Finch Avenue East and Don Mills Road into Don Mills station to connect with the Sheppard East LRT and create a seamless crosstown LRT line in northern Toronto to parallel the Eglinton Crosstown LRT (later designated Line 5 Eglinton) in central Toronto. The TTC said that a planning study would have commenced in 2010.
The Line 6 west extension to Pearson Airport is a proposal that would extend Line 6 Finch West west to Pearson Airport, where it would provide a link to Line 5 Eglinton. In 2009, the TTC studied the feasibility of potential routings for a future westward extension of the Etobicoke–Finch West LRT to the vicinity of the Woodbine Live development, Woodbine Mall, and Pearson International Airport. This extension was later reclassified as a future transit project as described in the 2013 Feeling Congested? report by the City of Toronto. Metrolinx revealed in January 2020 that they would study a possible connection to the Pearson Transit Hub at Pearson Airport.
The Eglinton West line was a proposed subway line in the late 1980s on which construction began in the early 1990s. It was cancelled after the election of Mike Harris as premier of Ontario. Much of its planned route is included in Line 5 Eglinton.
One proposed expansion of Line 2 Bloor–Danforth into Mississauga included eight potential stations stretching west from Kipling station to Mississauga City Centre, retrofitting some existing GO Transit stations. The plan was for the subway stations to open in 2011. Then-Mississauga mayor Hazel McCallion and the Regional Municipality of Peel did not support the project.
The Relief Line was a proposed heavy-rail subway line running from Pape station south to Queen Street East and then west to the vicinity of Toronto City Hall. The proposal included intermediate stations at Sherbourne Street, Sumach Street, Broadview Avenue, and another near Gerrard Square. In January 2016, alignment options and possible stations were still being studied, and the project was unfunded. Construction was expected to take about ten years to complete. As early as 2008, Metrolinx chair Rob MacIsaac expressed the intent to construct the Relief Line to prevent overcrowding along Line 1. Toronto City Council also expressed support for this plan. In April 2019, the Government of Ontario under Doug Ford announced that the Ontario Line would be built instead of the Relief Line. As a result, TTC and City of Toronto staff suspended further planning work on the Relief Line in June 2019.
The Don Mills LRT was a proposed LRT line that would have headed north from Pape station along Don Mills to Don Mills station. Its route was later incorporated into the Relief Line and Ontario Line proposals.
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