{"id":34810,"date":"2013-08-05T08:00:56","date_gmt":"2013-08-05T12:00:56","guid":{"rendered":"http:\/\/spacingtoronto.ca\/?p=34810"},"modified":"2013-08-03T13:45:40","modified_gmt":"2013-08-03T17:45:40","slug":"history-dufferin-street","status":"publish","type":"post","link":"https:\/\/spacing.ca\/toronto\/2013\/08\/05\/history-dufferin-street\/","title":{"rendered":"A brief history of Dufferin Street"},"content":{"rendered":"

Dufferin Street, looking north at Dupont, 1950. Note the wires for the new Annette Trolley Coach route on Dupont and the level crossing with the busy Canadian Pacific Railway. Credit: Toronto Archives<\/em><\/p>\n

Dufferin Street may not have the cultural history and\u00a0vibrancy of Queen Street, or the legendary status\u00a0of Yonge Street,\u00a0whose claim\u00a0to fame as\u00a0“the world’s longest street”<\/a>\u00a0 is a quaint urban legend of sorts, but\u00a0Dufferin still has a rather interesting history.\u00a0South of Eglinton,\u00a0Dufferin Street made\u00a0a\u00a0transition from a minor\u00a0residential\u00a0street to a busy arterial. A once-notorious racetrack is now a busy shopping mall, and other transportation systems created jogs in the road, one recently fixed, another to remain as long as Downsview Airport is required. Today, the 29 Dufferin is one of the busiest bus routes in the TTC’s system, but it is a relative\u00a0latecomer; before 1960, there was no scheduled transit service south of Eglinton.<\/p>\n

Dufferin Street started out simply as the second line west of Yonge Street, York Township (Bathurst\u00a0being the first line west of Yonge), and known simply as the Side Line. It\u00a0was formally named in\u00a01876, for the then Governor-General of Canada, Frederick Hamilton Temple Blackwood, known as Lord Dufferin.<\/p>\n

A career British diplomat, Lord Dufferin served as the third Governor-General of Canada from 1872 to 1878. Dufferin embraced that role, setting a high standard for future Governors-General. Fluently bilingual, Dufferin established academic awards and the first governor-general’s trophy for sport (for lacrosse; future G-Gs Lord Stanley and Earl Grey would\u00a0found\u00a0more\u00a0famous trophies), championed the preservation of Old Quebec, and visited all of Canada’s then-seven provinces during his six year term.<\/p>\n

By the time Dufferin Street (and other grid roads) was surveyed, a few other streets in the area were already established. Lot Street (soon renamed Queen Street) developed as the Base Line for all major east-west roads to the north. Dundas Street, one of the first military roads to lead out of the city, branched off\u00a0of\u00a0Lot where the present-day Queen and Ossington intersection is today, meandering west towards Dundas and London. In 1856, the Grand Trunk Railway’s Toronto-Sarnia-Chicago mainline cut right across the intersection of Queen and Dufferin. The GTR was later jointed by the Toronto, Grey and Bruce and Credit Valley Railways creating a wide\u00a0corridor\u00a0not easily or safely crossed at grade.\u00a0With the construction of an underpass (they were then known as “subways”) on Queen Street, Dufferin Street was\u00a0severed\u00a0and for over 100 years, traffic was forced to\u00a0 detour via Queen, Gladstone, and Peel Streets.<\/p>\n

\"Dufferin<\/a>
\nDufferin Street looking north to Queen Street, 1898. Credit: Toronto Archives<\/em><\/p>\n

In the 1860s, the Toronto Street Railway was incorporated. After\u00a0the\u00a0initial Yonge Street route opened in September 1861,\u00a0a\u00a0second route, on\u00a0Queen, opened that December.\u00a0The original Queen car ran\u00a0west from St. Lawrence Market to the Asylum at the intersection of Dundas. The Brockton car line was established\u00a0in 1882.\u00a0That route\u00a0ran from downtown,\u00a0west on Queen Street\u00a0and then northwest on Dundas (Ossington) to the edge of the then-incorporated village at the corner of Dundas and Dufferin Streets.<\/p>\n

By the 1920s, streetcar tracks in the west end<\/a> ran north-south on Bathurst, Dovercourt\/Ossington, Roncesvalles,\u00a0and a short section of Lansdowne, though east-west car lines such as Bloor, Queen, and King\u00a0were the dominant\u00a0routes. Tracks were laid on Dufferin Street\u00a0from Queen Street south to the Exhibition Grounds, but this trackage was only used for detours and special services to the West Gate of the CNE. To this day, those tracks remain for short turns and detours on the Queen and King carlines. The only other streetcar tracks on Dufferin was a 50-metre long\u00a0jog connecting Hallam and Lappin, which were part of an extension of the Harbord Streetcar<\/a>, opened in 1916. The Harbord Car was re-routed in 1947 as part of a restructuring of several west-end services, and the tracks on Hallam, Dufferin, and Lappin were removed. Retail strips were established along the east-west streetcar routes while Dufferin Street itself remained primarily\u00a0residential.<\/p>\n

\"Dufferin<\/a>
\nDufferin looking north to Shanly\u00a0Street, 1949. Credit: Toronto Archives<\/em><\/p>\n

Through the 1950s, Dufferin Street in the former City of Toronto was a narrow two lane street, mostly lined with houses with small front yards; this was consistent with its status as a secondary road. The only major landmark at that time was Dufferin Park, a horse racing track that was one of many scattered around Toronto. Dufferin Park started as a private horse track in the 1880s but began hosting public horse\u00a0racing in 1907 and was nicknamed “Little Saratoga”. The track also hosted local amateur athletic competitions and travelling circuses.\u00a0David Wencer wrote a great history of Dufferin Park last\u00a0June over\u00a0at Torontoist<\/a>.<\/p>\n

A street widening program carried out by the city in 1949-1950 eliminated those yards and brought the sidewalk to the curb. With\u00a0Dufferin Street’s\u00a0widening, plans were\u00a0begun to eliminate the jog at Queen Street\u00a0via Peel\u00a0and Gladstone Avenues, a project that was completed\u00a050 years later.<\/p>\n

\"\"<\/a>
\nDufferin Street looking north from College, just prior to widening in 1948. Credit: Toronto Archives\u00a0<\/em><\/p>\n

Interestingly, Vaughan Road used to connect directly with Dufferin at Eglinton Avenue.\u00a0Vaughan Road takes its name from Vaughan Township, (now the City of Vaughan) and follows an old First Nations trail from Davenport Road (also an old First Nations trail) and Bathurst Street\u00a0to Eglinton Avenue. That route continued via Dufferin to its namesake municipality. Maps and aerial photographs (such as the one below) make it appear that through traffic southbound through Eglinton was by default directed to Vaughan Road instead of Dufferin south of the intersection. Today, Dufferin Street’s slight bend at Eglinton is a legacy of this history. By the 1960s, Vaughan Road was closed at Eglinton and now a gas station and parkette sit on the old right of way.<\/p>\n

At Eglinton Avenue, Dufferin Street changes from a mostly residential to\u00a0 a major suburban arterial, passing through a mix of residential and industrial districts. In the 1950s and 1960s, the street became lined with factories, strip plazas, and car dealerships, an entirely different character than the house-lined street south of Eglinton.<\/p>\n

\"\"<\/a><\/p>\n


\nDufferin looking north at Eglinton Avenue in 1949, Vaughan Road joins on the right. Corrected from original Archives photo here<\/a>. Credit: Toronto Archives (Fonds 220, Series 65, File 699)<\/em><\/p>\n

North of Wilson Avenue, Dufferin Street used to continue\u00a0all the way to Steeles and beyond into Vaughan Township. Downsview Airfield\u00a0was one of many small country airports\u00a0that surrounded Toronto, but grew when it was selected as the Canadian production facility for De Havilland Canada, producing general aviation and military aircraft since opening in 1929. As the airport expanded during the Second World War as the Royal Canadian Air Force established a base at Downsivew, one of the runways crossed Dufferin Street, with a traffic signal to control aircraft and road traffic, much like the road\/runway crossing at Gibraltar<\/a>. A photograph of this crossing\u00a0was posted to the Vintage Toronto Facebook page\u00a0<\/a> last January.<\/p>\n

Eventually traffic was diverted away from the airport lands via Wilson Heights Boulevard and later the William R. Allen Expressway (now known as Allen Road).\u00a0North of Wilson Avenue, Dufferin Street morphs into a two lane road\u00a0and ends at the De Havilland\u00a0plant, now owned by Bombardier.<\/p>\n

A section of Dufferin Street between Sheppard Avenue and Wilson Heights Boulevard<\/a> was orphaned when through traffic north of Wilson towards Vaughan\u00a0was diverted to Wilson Heights Boulevard around Downsview Airport and is still today a side street with houses on one side. The Allen Road extension,\u00a0constructed in the 1980s\u00a0from the Wilson Heights interchange across a disused runway, continues as Dufferin Street\u00a0north of Steeprock Road\/Wilson Heights.<\/p>\n

The first permanent transit route on Dufferin Street was a short section of the Briar Hill bus<\/a>, introduced in 1949.\u00a0The route\u00a0served several neighbourhoods north of Eglinton Avenue in York Township and Forest Hill. This service was part of the Township of York Railways operating agreement where the TTC operated streetcars and buses on behalf of York Township, collecting a separate fare.<\/p>\n

With the creation of Metropolitan Toronto in 1954, the responsibility for public transit was transferred to the new upper-tier government (making the redundant the\u00a0Township of York Railways) and the TTC expanded into Etobicoke, Scarborough and North York. That year the Briar Hill route was replaced by a new Dufferin Busfrom Eglinton in the south, connecting with the Eglinton West bus and Oakwood streetcar<\/a>, to Wilson Avenue in North York. Some trips were extended to serve the De Havilland aircraft plant. Still, there was no regular transit service on Dufferin south of Eglinton. The Dufferin bus route was later assigned the number 29.<\/p>\n

In 1955, the old Dufferin\u00a0Park racetrack\u00a0closed, as part of a trend of consolidating horseracing to larger facilities such as “Old” Woodbine \u00a0(later Greenwood) Racetrack on Queen Street East and a planned “New” Woodbine\u00a0to be built in\u00a0Rexdale. The track was demolished and replaced a year later by a large strip mall, Dufferin Plaza, featuring a Loblaws supermarket\u00a0as the\u00a0anchor tenant. Unusual for central Toronto at the time, the new plaza offered shoppers\u00a0ample free parking; the closest transit services in 1956 were the streetcars on Bloor\u00a0and College Streets.<\/p>\n

Another route restructuring in 1960 saw the Oakwood streetcar\u00a0abandoned and replaced with an extension of the 63 Ossington trolley coach. In 1961, a new limited service bus route, 73 Dufferin South<\/a>, was introduced by the TTC. This route, which ran during rush and\u00a0shopping hours (Monday through Saturday between 6:00 AM and 6:00 PM,\u00a0until 9:30 PM Thursdays and Fridays)\u00a0between St. Clair Avenue and Queen Street. Dufferin Plaza itself welcomed the new bus service, and ran ads such as the one below, even offering a free token to shoppers for return fare home.<\/p>\n

\"Dufferin<\/a>
\nDufferin Plaza advertisement published in the Toronto Star, 1961. <\/em>Image <\/em>via and courtesy of Transit Toronto.<\/a><\/em><\/p>\n

A year later, in 1962, the\u00a029 Dufferin Bus\u00a0was extended south,\u00a0incorporating the 73\u00a0Dufferin South route and finally provided a through transit service on Dufferin,\u00a0filling the gap between Eglinton and St. Clair. Still, the 29 Dufferin was\u00a0a relatively minor route compared to the 47 Lansdowne and 63 Ossington trolley coach routes to the west and east respectively. When the first phase of the Bloor-Danforth subway line was opened in 1966, the station at Dufferin Street was simple, without\u00a0a off-street transfer facility such as\u00a0at Ossington.<\/p>\n

In 1964, Yorkdale Plaza opened, Toronto’s first super-regional mall. The new indoor shopping centre was\u00a0anchored by Simpson’s and Eaton’s and helped to change travel patterns on Dufferin. Even before the mall was completed, an underpass was built at Dufferin to allow shoppers to drive in and out of the parking lot without\u00a0having to make\u00a0left turns. Before the Allen Road “turbochange”\u00a0opened (coincident with Yorkdale’s opening)\u00a0and Highway 401 widened from four to twelve lanes in the late\u00a01960s, the 401\/Dufferin interchange allowed all traffic movements to and from the highway.<\/p>\n

\"Dufferin<\/a>
\nDufferin Street looking south from Highway 401, 1960. Bridgeland Road and access to 401 eastbound\u00a0is on\u00a0the\u00a0right.\u00a0Credit: Toronto Archives<\/em><\/p>\n

Today the 29 Dufferin is one of the TTC’s busiest surface routes, and is in fact, the busiest north-south bus\u00a0route\u00a0with 39,700 boardings in 2012. The older, busier routes such as 63 Ossington and 47 Lansdowne declined in importance as large industries in the west end\u00a0such as Massey-Ferguson, Inglis, and General Electric closed; both routes were dieselized in 1991 with the phase-out of Toronto’s trolley bus network and service\u00a0reduced. The expansion and enclosure of Dufferin Mall in the 1970s (including a new anchor, Woolco) and Yorkdale’s expansions made both malls even more\u00a0important trip generators contributing to the route’s importance.<\/p>\n

Besides the shopping centres, Dufferin Street connects many interesting and\u00a0diverse neighbourhoods from Downsview to the\u00a0north to Parkdale to the south.\u00a0Dufferin Grove Park, across from recently renovated Dufferin Mall, is one of the city’s most interesting local community spaces. New condominiums\u00a0under\u00a0construction at Dufferin and Lawrence<\/a> are the first of several proposals for the northern half of the street; the new Crosstown LRT station at Eglinton and Dufferin<\/a> will likely promote changes to that part of the corridor as well. The largely vacant\u00a0Galleria Mall at Dupont, now without anchor tenant Zellers,\u00a0is one of several other potential development sites on the street. Dufferin Street’s history is still in the making.<\/p>\n","protected":false},"excerpt":{"rendered":"

Dufferin Street, looking north at Dupont, 1950. Note the wires for the new Annette Trolley Coach route on Dupont and the level crossing with the busy Canadian Pacific Railway. Credit: Toronto Archives Dufferin Street may not have the cultural history and\u00a0vibrancy of Queen Street, or the legendary status\u00a0of Yonge Street,\u00a0whose claim\u00a0to fame as\u00a0“the world’s longestContinue reading “A brief history of Dufferin Street”<\/span><\/a><\/p>\n","protected":false},"author":4030,"featured_media":45300,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"ngg_post_thumbnail":0,"_ef_editorial_meta_paragraph_assignment":"","_ef_editorial_meta_date_first-draft-date":"","_ef_editorial_meta_checkbox_needs-photo":"","_ef_editorial_meta_number_word-count":"","footnotes":""},"categories":[24,8],"tags":[21830,21831],"class_list":["post-34810","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-history","category-transit","tag-dufferin-street","tag-toronto-streetcar-system"],"acf":[],"yoast_head":"\nA brief history of Dufferin Street - Spacing Toronto<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/spacing.ca\/toronto\/2013\/08\/05\/history-dufferin-street\/\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"A brief history of Dufferin Street - Spacing Toronto\" \/>\n<meta property=\"og:description\" content=\"Dufferin Street, looking north at Dupont, 1950. Note the wires for the new Annette Trolley Coach route on Dupont and the level crossing with the busy Canadian Pacific Railway. Credit: Toronto Archives Dufferin Street may not have the cultural history and\u00a0vibrancy of Queen Street, or the legendary status\u00a0of Yonge Street,\u00a0whose claim\u00a0to fame as\u00a0“the world’s longestContinue reading "A brief history of Dufferin Street"\" \/>\n<meta property=\"og:url\" content=\"https:\/\/spacing.ca\/toronto\/2013\/08\/05\/history-dufferin-street\/\" \/>\n<meta property=\"og:site_name\" content=\"Spacing Toronto\" \/>\n<meta property=\"article:published_time\" content=\"2013-08-05T12:00:56+00:00\" \/>\n<meta property=\"og:image\" content=\"https:\/\/spacing.ca\/toronto\/wp-content\/uploads\/sites\/4\/2013\/08\/s0372_ss0058_it2043.jpg\" \/>\n\t<meta property=\"og:image:width\" content=\"1054\" \/>\n\t<meta property=\"og:image:height\" content=\"760\" \/>\n\t<meta property=\"og:image:type\" content=\"image\/jpeg\" \/>\n<meta name=\"author\" content=\"Sean Marshall\" \/>\n<meta name=\"twitter:card\" content=\"summary_large_image\" \/>\n<meta name=\"twitter:creator\" content=\"@Spacing\" \/>\n<meta name=\"twitter:site\" content=\"@Spacing\" \/>\n<meta name=\"twitter:label1\" content=\"Written by\" \/>\n\t<meta name=\"twitter:data1\" content=\"Sean Marshall\" \/>\n\t<meta name=\"twitter:label2\" content=\"Est. reading time\" \/>\n\t<meta name=\"twitter:data2\" content=\"10 minutes\" \/>\n<script type=\"application\/ld+json\" class=\"yoast-schema-graph\">{\"@context\":\"https:\/\/schema.org\",\"@graph\":[{\"@type\":\"WebPage\",\"@id\":\"https:\/\/spacing.ca\/toronto\/2013\/08\/05\/history-dufferin-street\/\",\"url\":\"https:\/\/spacing.ca\/toronto\/2013\/08\/05\/history-dufferin-street\/\",\"name\":\"A brief history of Dufferin Street - 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