Despite the plebiscite held as part of the 1946 municipal election, not every Torontonian was happy with the subway creation. The following scholarly works give insight into both the pros and cons of Canada's first subway.
PROS
Aside from launching Toronto, and more broadly Canada, into an age of modernization, the creation of a subway had many local benefits. Postwar Canada had to quickly accommodate Toronto’s demand for prosperity while simultaneously looking to the future; as the city expanded to include surrounding housing areas, the downtown core flourished with new infrastructure including: office buildings and street expansion. The subway paralleled this infrastructure underground and in effect, the subway helped shape a modern Toronto. The creation of a subway also ignited ideas surrounding transportation to and from the inner city in various ways and so, the appeal to create expressways was considered. By and large, most people did not agree with the creation of expressways, and in her study of the Spadina Expressway, Danielle Robinson argues that both urban planners and citizens became frustrated with proposed expressway plans as they called for the relocation and dispersion of many things. Robinson's study focuses on the successful resistance to the Spadina Expressway by citizen activists resulting in the "preserving of communities, preventing environmental degradation, and [most importantly] promoting public transit." [8]
On a similar note, Vladimir Bajic has created a study that examines an increase in the real estate market and housing pricing as a result of nearby subway lines. Using the Spadina subway line and its surrounding area as the basis of his study, Bajic notes that commuters saved money on inner city travel (nearly $120 annually) and were thus able to afford better housing. Bajic's study was based on the 1978 "New Homeowners Survey" and the participants social status' were diverse; this work concludes that rapid city transit is beneficial for an array of commuters regardless of social class, income, and other exclusionary factors.[9]
Also interesting to note is that Toronto's subway was built in an era of change; the 1940s brought with it WWII and while many were oversea's defending the nation, women often found themselves taking up work here at home. Donald F Davis and Barbara Lorenzkowski have created a study of women working and riding on Canadian transit in the 1940s. Their study notes that city transit not only created new space, but it quickly determined gendered-appropriate behaviour for it. The Second World War acted as an agent of change; the pressure for women to take up work outside of the home exacerbated accounts of gendered interactions on public transit while traveling to and from work. Personal space was changing. Davis and Lorenzkowski note that female Toronto Transit Commission (TTC) workers were able to gain positions as ticket sellers and in customer service as guides. Through their work outside of the home and on a public scale, these women helped rectify and change the idea of Toronto transit being a scary place and instead contented that "as long as their role lasted, the guides made public transit a more welcoming place for women."[10]
Together these works discuss the accessibility of the Toronto subway. Rapid transit in the city was a successful government implementation that was viable and useful for the entire populas regardless of housing situation, income, and social class. In having such a diverse technology literally under our feet Torontonians are able to reach new parts of the city while simultaneously engaging in an activity—commuting via subway—which eventually becomes the norm for most of us living in the city.
PROS
Aside from launching Toronto, and more broadly Canada, into an age of modernization, the creation of a subway had many local benefits. Postwar Canada had to quickly accommodate Toronto’s demand for prosperity while simultaneously looking to the future; as the city expanded to include surrounding housing areas, the downtown core flourished with new infrastructure including: office buildings and street expansion. The subway paralleled this infrastructure underground and in effect, the subway helped shape a modern Toronto. The creation of a subway also ignited ideas surrounding transportation to and from the inner city in various ways and so, the appeal to create expressways was considered. By and large, most people did not agree with the creation of expressways, and in her study of the Spadina Expressway, Danielle Robinson argues that both urban planners and citizens became frustrated with proposed expressway plans as they called for the relocation and dispersion of many things. Robinson's study focuses on the successful resistance to the Spadina Expressway by citizen activists resulting in the "preserving of communities, preventing environmental degradation, and [most importantly] promoting public transit." [8]
On a similar note, Vladimir Bajic has created a study that examines an increase in the real estate market and housing pricing as a result of nearby subway lines. Using the Spadina subway line and its surrounding area as the basis of his study, Bajic notes that commuters saved money on inner city travel (nearly $120 annually) and were thus able to afford better housing. Bajic's study was based on the 1978 "New Homeowners Survey" and the participants social status' were diverse; this work concludes that rapid city transit is beneficial for an array of commuters regardless of social class, income, and other exclusionary factors.[9]
Also interesting to note is that Toronto's subway was built in an era of change; the 1940s brought with it WWII and while many were oversea's defending the nation, women often found themselves taking up work here at home. Donald F Davis and Barbara Lorenzkowski have created a study of women working and riding on Canadian transit in the 1940s. Their study notes that city transit not only created new space, but it quickly determined gendered-appropriate behaviour for it. The Second World War acted as an agent of change; the pressure for women to take up work outside of the home exacerbated accounts of gendered interactions on public transit while traveling to and from work. Personal space was changing. Davis and Lorenzkowski note that female Toronto Transit Commission (TTC) workers were able to gain positions as ticket sellers and in customer service as guides. Through their work outside of the home and on a public scale, these women helped rectify and change the idea of Toronto transit being a scary place and instead contented that "as long as their role lasted, the guides made public transit a more welcoming place for women."[10]
Together these works discuss the accessibility of the Toronto subway. Rapid transit in the city was a successful government implementation that was viable and useful for the entire populas regardless of housing situation, income, and social class. In having such a diverse technology literally under our feet Torontonians are able to reach new parts of the city while simultaneously engaging in an activity—commuting via subway—which eventually becomes the norm for most of us living in the city.
Spadina Expressway Plaque found at the corner of Spadina and Bloor, downtown Toronto.
This plaque speaks to Danielle Robinson's work "Modernizing at a Crossroad: That Spadina Expressway Controversy in Toronto, Ontario 1960-1971" noted above. This picture was found online on at www.torontoplaques.com See the 'Extra Links' pages for more.
CONS
Successful implementation of rapid transit systems in various North American cities as well as in Europe provided Toronto with models to emulate, however, the success and appeal of such a system has conjured up much debate among scholars. In fact, some scholars have even created studies pertaining to an internal debate over street transit versus underground transit. Donald Dewees is one of these scholars. Through his work, Dewees suggests that rapid transit (subway) has not always proven to be the best answer to questions regarding faster inner-city travel. His study, which focuses on rapid transit in Toronto during the years 1950-1973, states that commuters travelling short distances benefited more from streetcars rather than the subway. Dewees work states that most often times designated streetcar stops were much closer to a commuters destination and therefore travel time was diminished when using the streetcar system as opposed to the subway.[11] Underground subway stops were often located far away from a commuters desired destination and so having to walk from a subway entrance to their ending point yielded in a longer travel time.
Also looking at the Toronto subway through a critical lens is Jay Young. According to Young's dissertation work, the building of a subway often meant both temporary and permanent sacrifices for metropolitan Toronto. [12] As Dewees has already shown, many subway commuters had to sacrifice extra time travelling to and from places when using the subway; and similarly while the subway caused urban sprawl, the development of the industry's lust for profit sometimes worsened it. Torontonians also had to sacrifice much in the way of living space. The appeal of the city was a popular notion during the 1930s onward as many people relocated their families in search of better employment opportunities. As a result, the once popular "Suburb" began to decrease in popularity because, as Lawrence Solomon puts it: "people were reluctant to settle there [suburbs] because of the time and expense involved in commuting to city jobs". [13] However, living in the city soon lost its appeal as housing conditions became cramped and quite dense.
Returning to Davis and Lorenzkowski's work, we see that living in the city also meant competition insofar as jobs. Aside from the employment opportunities the subway created for women, ultimately, Davis and Lorenzkowski's work focuses on the sentiment that travelling via subway stirred up many social issues. With World War II already lingering over the Canadian public, full employment and restrictions on automobile usage caused rapid transit to become overcrowded during the interwar years. Public space—traditionally considered a male domain—became threatened when women began traveling on public transit. The female presence forced men to re-evaluate how they acted in public away from their wives and children; this change in space was often frustrating for many male commuters:
Successful implementation of rapid transit systems in various North American cities as well as in Europe provided Toronto with models to emulate, however, the success and appeal of such a system has conjured up much debate among scholars. In fact, some scholars have even created studies pertaining to an internal debate over street transit versus underground transit. Donald Dewees is one of these scholars. Through his work, Dewees suggests that rapid transit (subway) has not always proven to be the best answer to questions regarding faster inner-city travel. His study, which focuses on rapid transit in Toronto during the years 1950-1973, states that commuters travelling short distances benefited more from streetcars rather than the subway. Dewees work states that most often times designated streetcar stops were much closer to a commuters destination and therefore travel time was diminished when using the streetcar system as opposed to the subway.[11] Underground subway stops were often located far away from a commuters desired destination and so having to walk from a subway entrance to their ending point yielded in a longer travel time.
Also looking at the Toronto subway through a critical lens is Jay Young. According to Young's dissertation work, the building of a subway often meant both temporary and permanent sacrifices for metropolitan Toronto. [12] As Dewees has already shown, many subway commuters had to sacrifice extra time travelling to and from places when using the subway; and similarly while the subway caused urban sprawl, the development of the industry's lust for profit sometimes worsened it. Torontonians also had to sacrifice much in the way of living space. The appeal of the city was a popular notion during the 1930s onward as many people relocated their families in search of better employment opportunities. As a result, the once popular "Suburb" began to decrease in popularity because, as Lawrence Solomon puts it: "people were reluctant to settle there [suburbs] because of the time and expense involved in commuting to city jobs". [13] However, living in the city soon lost its appeal as housing conditions became cramped and quite dense.
Returning to Davis and Lorenzkowski's work, we see that living in the city also meant competition insofar as jobs. Aside from the employment opportunities the subway created for women, ultimately, Davis and Lorenzkowski's work focuses on the sentiment that travelling via subway stirred up many social issues. With World War II already lingering over the Canadian public, full employment and restrictions on automobile usage caused rapid transit to become overcrowded during the interwar years. Public space—traditionally considered a male domain—became threatened when women began traveling on public transit. The female presence forced men to re-evaluate how they acted in public away from their wives and children; this change in space was often frustrating for many male commuters:
Smoking, drinking, wearing slacks and shorts (the latter so brief), a loose kind of conversation, yes and all this ... And in all women have acquired more masculinity in the past twenty years than men were able to lose in a thousand years. Oh! for the days of feminine charm, when tobacco and beer dared never so much [as] to skim the sweet innocence of a maiden's lip; when conversation and dress were modest, when manners were the order of the day ... Aye! men had an eye for feminine charm. But the sparkle has been dulled by the sight of a lot of high-ball guzzling, cigar toting mamas parading everywhere in shorts with the utmost disregard for the next fellow's feelings. Women tried competing with the opposite sex and they've got the competition with all its consequences ... Now, tell me why should a man give his seat to an equal? [14]
This quote also illustrates that public interaction among men and women was a growing concern at the time. As many were off contributing to the war effort over seas, women found themselves in the position of "Breadwinner." Women became the working majority during the interwar years and when faced with such resistance, many found it difficult to "assert themselves both at home and in society."[15] Such strains on Canada socially and economically would change again post WWII, and while these changes are an entirely different topic where family, gender, and work is concerned, they are worth mentioning because they contribute to the Invention of Canada. During this time Canada was becoming a recognizable force; an international presence had been created and it now had to be maintained. The creation of Canada's first subway system would, as Ray Lawson's speech points out, "achieve many benefits which would create better living conditions...and a great factor in the saving of human lives." [16] While the former may be true the later, I would argue, is still yet to be seen. Instead of "saving lives" the subway did much in the way of worsening them, at least momentarily.
These sources prove that despite any allure attached to the new technologies stemming from a subway system, the city of Toronto, and its commuters, was subject to change. This change was felt on a personal and public scale; relocating family, spending extra travel time commuting and redefining public space ultimately affected the way Torontonians perceived themselves and others around them. Using public transit went from being a wonder to a hassle for both men and women.
[8]Robinson, Danielle. "Modernizing at a Crossroad: That Spadina Expressway Controversy in Toronto, Ontario 1960-1971." The Canadian Historical Review 92, no. 2 (2011): 295-322
[9]Bajic, Vladimir. "The Effects of a new Subway Line on Housing Pricing in Metropolitan Toronto." Urban Studies 20 (1983): 147-158
[10] Davis, Donald F and Lorenzkowski. "A Platform for Gender Tensions: Women Working and Riding on Canadian Urban Public Transit in the 1940s" in Home, Work and Play: Situating Canadian Social History, 1840-1980. Toronto, Oxford University Press, 2006
[11] Dewees, Donald. Some Effects of Conversion from Streetcars to Subway Transit Lines in Toronto.Toronto: Center for Urban and Community Studies and Department of Political Economy. (Toronto: University of Toronto Press) 1976
[12] Young, Jay. "Searching for a Better Way: Subway Life and Metropolitan Grown in Toronto, 1942-1978." (PhD diss. York University, 2012)
[13]Solomon, Lawrence. Toronto Sprawls: A History of Toronto. (Toronto: University of Toronto Press) 2007
[14]Davis and Lorenzkowski. "A Platform for Gender Tensions
[15]Srigley, Katrina. Breadwinning Daughters: Young Working Women in a Depression-Era City,1929-1939. Toronto: University of Toronto Press, 2010
[16]"Toronto's Subway: Culmination of a Dream" CBC Radio New Special. Toronto, Ontario. September 8, 1949
These sources prove that despite any allure attached to the new technologies stemming from a subway system, the city of Toronto, and its commuters, was subject to change. This change was felt on a personal and public scale; relocating family, spending extra travel time commuting and redefining public space ultimately affected the way Torontonians perceived themselves and others around them. Using public transit went from being a wonder to a hassle for both men and women.
[8]Robinson, Danielle. "Modernizing at a Crossroad: That Spadina Expressway Controversy in Toronto, Ontario 1960-1971." The Canadian Historical Review 92, no. 2 (2011): 295-322
[9]Bajic, Vladimir. "The Effects of a new Subway Line on Housing Pricing in Metropolitan Toronto." Urban Studies 20 (1983): 147-158
[10] Davis, Donald F and Lorenzkowski. "A Platform for Gender Tensions: Women Working and Riding on Canadian Urban Public Transit in the 1940s" in Home, Work and Play: Situating Canadian Social History, 1840-1980. Toronto, Oxford University Press, 2006
[11] Dewees, Donald. Some Effects of Conversion from Streetcars to Subway Transit Lines in Toronto.Toronto: Center for Urban and Community Studies and Department of Political Economy. (Toronto: University of Toronto Press) 1976
[12] Young, Jay. "Searching for a Better Way: Subway Life and Metropolitan Grown in Toronto, 1942-1978." (PhD diss. York University, 2012)
[13]Solomon, Lawrence. Toronto Sprawls: A History of Toronto. (Toronto: University of Toronto Press) 2007
[14]Davis and Lorenzkowski. "A Platform for Gender Tensions
[15]Srigley, Katrina. Breadwinning Daughters: Young Working Women in a Depression-Era City,1929-1939. Toronto: University of Toronto Press, 2010
[16]"Toronto's Subway: Culmination of a Dream" CBC Radio New Special. Toronto, Ontario. September 8, 1949