Jump to content

North Yonge subway extension

Add links
From Wikipedia, the free encyclopedia

This article is about the 1970s subway extension to Finch. For the subway extension to Richmond Hill, see Yonge North subway extension.

North Yonge subway extension
Plaque at Finch station commemorating the opening of the North Yonge subway extension
Overview
LocaleToronto
Stations4
Service
TypeRapid transit
Operator(s)Toronto Transit Commission
History
Opened
Technical
Line length5.4 miles (8.7 km)
Track gauge1,495 mm (4 ft 10+7⁄8 in) Toronto gauge[1]
The North Yonge subway extension highlighted on a 1974 subway system map

In 1973 and 1974, the Toronto Transit Commission (TTC) in Toronto, Ontario, Canada, extended its Yonge–University subway line 8.7 kilometres (5.4 mi)[2] north from Eglinton station along Yonge Street. This expansion added four new stations, including its new northern terminus at Finch station. In mid-1961, the TTC had drawn up plans to extend the Yonge line to Steeles Avenue. These plans were kept secret and an extension to Sheppard Avenue was not approved until 1965. Construction was delayed by local opposition to the initially overground route through Hoggs Hollow, with Metro Toronto approving a route under Yonge Street instead. Construction started in 1968, with the line initially expected to open to Sheppard at the end of 1971. Completion was delayed multiple times due to labour disputes, a 1969 decision to extend the line farther to Finch Avenue, and poor soil conditions. A 1971 strike prompted the TTC to initially open the extension to York Mills while the section to Sheppard would open with the rest of the line to Finch.

The extension opened to York Mills in March 1973 and to Finch in March 1974. Since then, the Yonge North subway extension (YNSE) was approved in 2021 to extend the Yonge branch still farther north, to near Highway 407 and Highway 7 in Richmond Hill.

Background

[edit]
Opening ceremony for the initial section of the Yonge line outside Davisville station

The Yonge subway line first opened on March 30, 1954, running between Union and Eglinton stations.[3][4] The line was extended north along University Avenue to St. George at Bloor Street in February 1963 as part of the Bloor–University subway project, creating a U-shaped Yonge–University line. The Bloor–University project also constructed the initial section of the Bloor–Danforth line, which opened in February 1966.[5][6][7]

Planning and design

[edit]
Present Toronto subway map with the extension highlighted in red

In 1959, an extension of the Yonge line north to Finch Avenue was proposed to be built sometime after a line along the proposed Spadina Expressway was completed.[8] In mid-1961, the TTC drew up a CA$63-million plan to extend the line to Steeles Avenue in two phases. However, when Alderman Willam Archer asked for the plan to be released, the executive committee of Metro Toronto voted to keep it secret.[9]

In the 1960s, it was debated whether an extension on Yonge Street or one along Spadina should be implemented first, with supporters of a Spadina extension fearing overcrowding on the Yonge line if it were extended first.[10] In 1964, a Yonge extension to Steeles was one of five projects being considered by Metro Toronto Council, along with the Spadina extension.[11] In October 1965, Metro Toronto voted in favour of constructing a Yonge extension to Sheppard Avenue first, despite North York and the TTC supporting an extension farther north to Steeles Avenue.[12]

Local opposition to the originally proposed route emerged in 1966. Near Hoggs Hollow, it was planned to be built above ground west of Yonge Street, but local ratepayers' associations preferred a route closer to Yonge and students of the local Loretto Abbey school were wary of its impact on the school's grounds. The TTC preferred the elevated route due to its lower estimated cost around $57 million, later adjusted to $67.8 million.[13][14] In September 1966, Metro Toronto recommended a tunnelled route under Yonge Street in agreement with locals, despite this option costing $11.2 million more.[14][15] The route was approved by Metro Toronto's executive committee and council in January 1967.[2][16]

In February 1968, TTC board member Ford Brand proposed extending the line farther from Sheppard Avenue to Finch Avenue after the commission found it would cost $7 to $10 million to add parking at Sheppard.[17] TTC chair Ralph Day supported this extension, with the additional parking to be built on lands owned by Ontario Hydro. In 1968, the cost of the further extension to Finch was expected to be $22 million for a cut-and-cover option west of Yonge or $26 million for a tunnelled option below Yonge.[18] Despite promising to make a decision by August 15, 1968, Metro Toronto did not decide to extend the line to Finch until late 1969, after construction on the extension to Sheppard had started.[18][19] The tunnel option was selected.[20] The late decision-making delayed the project.[15]

The extension included four new stations: Lawrence, York Mills, Sheppard, and Finch, all named after their respective east–west cross streets. These stations were farther apart than stations elsewhere in the subway system and local bus service would continue to run on Yonge Street after the extension was complete.[21][22] An additional station was planned at Park Home Avenue during the extension's original design but was not built as part of the initial project.[23] A proposal to rough in the station to make it easier to build in the future was also rejected by Metro Toronto.[24] The station was later built and opened in 1987 as North York Centre station.[23] The tunnels were the first in the Toronto subway system to feature handrails for workers on the sides of tunnels. Additionally, four emergency exits were built due to the increased spacing between stations. One such exit would feature a 314-foot (96 m) horizontal tunnel to the nearby Don Valley Golf Course, designed that way to take advantage of the nearby slope down to the course and to prevent a 72-foot (22 m) climb to the surface along Yonge Street.[25]

Construction

[edit]

Construction of the project was originally expected to begin at the start of 1968, but the delayed completion of the Bloor–Danforth line prevented the extension's construction from starting. Additionally, local opposition to the initially proposed route delayed the extension's approval by Metro Toronto.[15] Construction began with the start of tunnelling in October 1968.[26] In late 1969, the extension to Sheppard Avenue was expected to cost $79 million and the cost of an additional extension to Finch had increased by $5 million. At the time, Metro Toronto had agreed to fund all but $17 million of the extension's cost, nearly half of which was to be covered by the Ontario government.[27][28] It was expected to be complete around the end of 1971 despite labour disputes having disrupted work multiple times near York Mills, including at least one in 1968 due to safety concerns.[29][19] Labour disputes delayed the project by around six months by 1971.[15]

By January 1970,[30] the extension to Sheppard was delayed again to late 1972, with the extension to Finch delayed to early 1974. Costs of the initial section to Sheppard increased by $21 million due to a surge in labour costs and soil problems at two locations.[28] TTC chair Ralph Day supported cut-and-cover construction over tunnelling the section from Sheppard to Finch to control cost. The decision to use cut-and-cover was credited with keeping costs under control.[20][28] The portion to Sheppard was delayed again in May 1971 to the end of March 1973, with the final section to Finch opening a year later. Tunnelling was complete to just south of Highway 401 and construction had started on all stations except Finch.[15] The cost of the section from Sheppard to Finch had increased to $37 million by 1972.[31] The section between York Mills and Sheppard was delayed again due to a labour dispute that had escalated to a strike by July 1971.[32][26] In late 1971, while the strike was ongoing, the TTC approved initially opening the extension to York Mills, with Sheppard opening later.[33][34] The strike was resolved in January 1972, but a separate months-long strike began immediately after, again delaying work.[35][36]

The extension cost a total of $135 million to build, less than the $140 million estimated in 1970 but 20 percent higher than the $112 million estimated for the whole extension in 1966.[20] Additionally, 76 new subway cars were purchased for the extension in late 1969, costing $11.8 million.[37] Due to a shortage of subway cars when the extension opened, in early 1973, the TTC looked to extend its existing contract to an additional 88 subway cars to be used to relieve congestion on the existing network and to expand service both on the remainder of the extension to Finch as well as on the future Spadina branch of Line 1.[2] The TTC placed an order for the 88 cars that May at a cost of $25.4 million.[38]

Opening and operation

[edit]
Terminus of the extension at Finch station
York Mills station platform's original 1973 wall tiles before being replaced in 2015

In 1972, a shortage of new subway cars prompted the TTC to recommend running only half of rush-hour trains on the extension once it opened to York Mills and to continue the practice once it had been extended to Finch. The other half would short turn at Eglinton.[39] The first section of the extension to York Mills opened on March 31, 1973, with an opening ceremony held the day before.[2][32] As suggested by the TTC, only half of rush-hour trains ran past Eglinton station, with headways of just over four minutes north of there compared to just over two minutes elsewhere on the line. All service at other times ran to York Mills.[2][38] This arrangement led to confusion shortly after the section first opened. While there were fears of overcrowding on the Yonge line, excessive crowding did not occur as not many riders immediately began using the Yonge line following its extension.[40] At the time, the remainder of the extension to Finch was reportedly 90 percent complete.[2]

The remainder of the extension opened on March 30, 1974, with another opening ceremony held the day before. Service increased slightly to every four minutes north of Eglinton and every two minutes south of there, with peak-hour short turns at Eglinton continuing.[10] Fears of overcrowding continued at the time, with the TTC proposing turning some trains back at Union station if necessary.[10] On its first day of operation, crowding was noted and the 800-spot parking lot at Finch was full.[41]

In May 1975, the TTC stopped short turning afternoon trains at Eglinton, continuing the practice only during the morning rush hour.[42] In January 1978, the Spadina subway project extended the western leg of the line to Wilson, which within two months appeared to be reducing crowding on the Yonge line. At the time, rush-hour trains either ran from St. Clair West to Finch or from Wilson to Eglinton.[43][44] The rush-hour short turns on the Yonge line ended in 1979, when the TTC started running all trains to Finch to reduce still-significant crowding north of Eglinton. The Spadina segment short-turns remained.[43][45]

Later Line 1 extensions and plans

[edit]
Further information: Yonge North subway extension
The Yonge North subway extension's terminus in Richmond Hill

When the extension fully opened, North York mayor Mel Lastman supported extending the line further to the then–Metropolitan Toronto limit at Steeles Avenue, but it would have required the approval of the province's newly established Toronto Area Transportation Operating Authority.[10][46][47] In the late 1980s and early 1990s, the TTC instead proposed turning the Yonge–University–Spadina line into a circle route, initially to be closed via a hydro corridor north of Finch Avenue but later to instead loop along Steeles Avenue allowing for subway service to York University.[48][49][50] The loop proposal was abandoned by 2002 after the City of Vaughan successfully lobbied for a further extension of the Spadina branch to Highway 7, opened in 2017, to serve their planned downtown core.[51][52][53]

An extension of the Yonge line to near Highway 407 in York Region was proposed by Markham mayor Frank Scarpitti in 1993.[54] By the end of 2009, an environmental assessment on the Yonge North subway extension (YNSE), which would extend the line further to Richmond Hill near Highway 407, was completed.[55] The YNSE project was revised in the early 2020s and tunnelling on the extension is expected to begin in 2027. As of December 2025, the opening date for the extension is unknown. The project is owned and led by Metrolinx.[56][57]

References

[edit]
  1. ^ Thompson, John (February 20, 2018). "TTC's subway to the suburbs". Railway Age. Retrieved March 24, 2026.
  2. ^ a b c d e f Bragg, William (March 30, 1973). "New extension opens on 19th birthday of subway". Toronto Star. Torstar. p. 9.
  3. ^ Thornburn, Margaret (March 6, 1954). "Yonge Street - From bush road to subway". The Globe and Mail. p. 17.
  4. ^ Toronto Transit Commission (March 29, 1954). "Yonge Subway opens 1:30 P.M. Tuesday, March 30". Toronto Daily Star. p. 13.
  5. ^ "Subway Spur to Run Deep in Red". Kitchener-Waterloo Record. February 26, 1963. p. 9.
  6. ^ "University Subway Cars Ready to Roll in January". The Globe and Mail. August 23, 1962. p. 5.
  7. ^ "Toronto opens new 8-mile subway line: Three train routings will provide improved service to downtown and crosstown areas. Additional extensions are coming". Railway Age. Vol. 160, no. 9. March 7, 1966. p. 23.
  8. ^ "1968 Set for Start On Spadina Subway". The Globe and Mail. February 26, 1959. p. 5.
  9. ^ "Yonge Subway Plans Will Be Kept Secret". The Globe and Mail. December 12, 1962. p. 4.
  10. ^ a b c d Baker, Alden (March 30, 1974). "TTC has contingency plan: Finch terminal opens amid fears of Yonge line congestion". The Globe and Mail. p. 5.
  11. ^ Bragg, William (November 17, 1964). "Which job next for Metro's subway builders?". Toronto Daily Star. p. 7.
  12. ^ "67 Yonge Subway Start Urged". The Globe and Mail. October 5, 1965. p. 5.
  13. ^ "Favor west-side route in Yonge subway extension". The Globe and Mail. March 29, 1966. p. 33.
  14. ^ a b "Metro committee supports under-Yonge subway route". The Globe and Mail. September 20, 1966. p. 5.
  15. ^ a b c d e Hausmann, E. H. (May 15, 1971). "The Yonge Subway extension finally forges ahead". Toronto Daily Star. Torstar. p. 21.
  16. ^ "Metro Executive favors tunnel for Yonge subway". The Globe and Mail. January 21, 1967. pp. 1–2.
  17. ^ "No parking at Sheppard: Subway may be pushed to Finch". Toronto Daily Star. Torstar. February 21, 1968. p. B56.
  18. ^ a b "Postpone decision on subway to Finch". The Globe and Mail. April 17, 1968. p. 5.
  19. ^ a b "TTC says subway to be finished on time". Toronto Daily Star. Torstar. December 2, 1969. p. D39.
  20. ^ a b c Coleman, Thomas (April 26, 1974). "Increase in subway-building cost shown far below GO-Urban level". The Globe and Mail. p. 5.
  21. ^ "Finch to Front in 25 minutes". The Globe and Mail. January 30, 1974. p. 29.
  22. ^ "Trolleys off Yonge". The Globe and Mail. July 23, 1969. p. 5.
  23. ^ a b "Yonge Subway Northern Extension". City of Toronto. Retrieved March 26, 2026.
  24. ^ "Extra station is rejected". The Globe and Mail. June 14, 1971. p. 5.
  25. ^ Coleman, Thomas (March 2, 1974). "Four built above Eglinton: Emergency exits latest addition to subway". The Globe and Mail. p. 57.
  26. ^ a b "North Yonge Subway: We're running slow". Toronto Daily Star. Torstar. October 26, 1971. p. 6.
  27. ^ "After Sheppard: TTC won't share cost of further subways". The Globe and Mail. September 6, 1969. p. 5.
  28. ^ a b c Mackenzie, James (July 25, 1970). "Total estimate now $100 million: Yonge subway costs soar by $21 million; wages, soil problems cited". The Globe and Mail. p. 5.
  29. ^ "May strike TTC project over safety". The Globe and Mail. November 27, 1968. p. 5.
  30. ^ "Work progresses on Yonge subway extension". The Globe and Mail. January 8, 1970. p. B1.
  31. ^ Best, Michael (January 8, 1972). "Thank Bill Davis if we get a one-fare transit ride". Toronto Star. Torstar. p. 20.
  32. ^ a b Bragg, William (March 31, 1973). "Riders jump gates to be first on train". Toronto Star. Torstar. p. 8.
  33. ^ "Subway to York Mills possible in 1972; TTC studies timing". The Globe and Mail. November 24, 1971. p. 5.
  34. ^ "Will relieve bus congestion: Subway open to York Mills in year: Day". The Globe and Mail. December 6, 1971. p. 5.
  35. ^ "Just too many unions: One subway strike just settled when rodmen's strike causes layoffs of Laborers' Union members, always the first affected". The Globe and Mail. January 13, 1972. p. 1.
  36. ^ "Progress still slow on subway extension". Toronto Star. Torstar. March 18, 1972. p. 4.
  37. ^ "76 new cars for subway to cost TTC $11.8 million". Toronto Daily Star. Torstar. December 2, 1969. p. D39.
  38. ^ a b Claridge, Thomas (May 16, 1973). "Inflation and rising transport rates blamed for increase: Subway car costs up 62% in three years as TTC places $25.4 million order for 88 units". The Globe and Mail. p. 3.
  39. ^ Coleman, Thomas (July 19, 1972). "Lines already overtaxed: TTC warned car shortage may cause subway crisis". The Globe and Mail. p. 1.
  40. ^ "Some passengers confused as subway extension opens". Toronto Star. Torstar. April 2, 1973. p. 2.
  41. ^ "New Finch subway car-park jammed soon after opening". Toronto Star. Torstar. April 1, 1974. pp. A1–A2.
  42. ^ Toronto Transit Commission (May 7, 1975). "Be on the lookout...". Toronto Star. Torstar. p. E14.
  43. ^ a b "TTC will stop train reverse at Eglinton". The Globe and Mail. June 22, 1979. p. 40.
  44. ^ "Use of new subway increasing, TTC says". The Globe and Mail. March 25, 1978. p. 5.
  45. ^ "Yonge-University-Spadina one big subway". The Globe and Mail. January 25, 1978. p. 4.
  46. ^ Dexter, Brian (October 11, 1973). "TTC's general manager endorses regional transportation authority". Toronto Star (Four-star ed.). p. A13.
  47. ^ Toronto Area Transit Operating Authority Act, 1974. Queen's Printer for Ontario. June 28, 1974. Retrieved April 17, 2026 – via Osgoode Hall Law School.
  48. ^ Funston, Mike; Byrne, Caroline (November 27, 1990). "Transit plans hailed as 'a godsend' to Metro area". Toronto Star. Torstar. p. A1.
  49. ^ James, Royson (January 6, 1993). "$1.8 billion subway loop gets new life". Toronto Star. Torstar. p. A2.
  50. ^ James, Royson (January 7, 1993). "Metro gives green light to York U subway line". Toronto Star. Torstar. p. A6.
  51. ^ Bow, James. "A Subway To York University And Beyond: The province proposes a belt line". Transit Toronto. Archived from the original on May 3, 2018. Retrieved May 2, 2018.
  52. ^ Ferenc, Leslie (November 16, 2000). "Politicians revisit Vaughan subway plan ; Extension would pass through York University". Toronto Star. Torstar. p. B7.
  53. ^ Beattie, Samantha; Spurr, Ben (December 16, 2017). "After delays, cost overruns, and tragedy, a subway to Vaughan is complete". Toronto Star. Archived from the original on December 17, 2017. Retrieved July 29, 2019.
  54. ^ "York seeks subway extension". Toronto Star. Torstar. April 29, 1993. p. NY1.
  55. ^ "Yonge Subway Extension – Finch Station to Richmond Hill Centre Transit Project Assessment Environmental Project Report" (PDF). York Region Rapid Transit Corporation. January 30, 2009. pp. 5–11. Retrieved August 21, 2025.
  56. ^ Moore, Oliver (March 18, 2021). "Ontario scales back on proposed Yonge subway extension". The Globe and Mail. Archived from the original on March 18, 2021. Retrieved March 18, 2021.
  57. ^ Adler, Mike (December 1, 2025). "The Yonge North Subway Extension is progressing — but Ontario's Metrolinx agency still can't estimate a budget or an opening date". Richmond Hill Liberal. Torstar.
Retrieved from "https://en.wikipedia.org/w/index.php?title=North_Yonge_subway_extension&oldid=1354224770"