|Jarvis Street, east side, looking northeast from Lake Shore Boulevard East, showing Gardiner Expressway under construction, 1963. City of Toronto Archives, Fonds 1257, Series 1057, Item 5603.|
One of the first serious contemplations to tear the sucker down came in the fall of 1983, when Toronto Mayor Art Eggleton asked city staff to investigate burying the Gardiner. Eggleton was supported by Metro Toronto Chairman Paul Godfrey, who saw a golden opportunity for a new route through the not-yet-redeveloped railways lands to the north. Godfrey justifiably feared that “with all the bureaucracy and red tape involved in putting a roadway of that magnitude through, I really wonder whether we’ll all be alive to see it, even if all the money is available.”
|Toronto Star, September 30, 1983.|
Such plans were hooey to Sam Cass, Metro roads and traffic commissioner, and staunch defender of the Gardiner. Cass, who was still promoting the completion of the Spadina Expressway in 1983, called the Gardiner “a beautiful structure that’s still doing what it was designed to do.” While we won’t quibble with Cass over aesthetics such as the view of the city skyline while cruising along in open traffic, his contention that maintaining it wouldn’t cost much proved incorrect. Cass boasted that the Gardiner required no repair during its first decade-and-a-half and figured once a modestly priced five-year program to fix salt damage was completed, the elevated section wouldn’t require further repair for a quarter-century. Given Cass’s math, the Gardiner is crumbling on schedule.
|Toronto Star, January 20, 1988. Click on image for larger version.|
Among those Barber spoke with about alternative options was developer William Teron, whose company was covering over a section of the Boulevard Périphérique in Paris. Bringing his plan to municipal officials in 1990, Teron proposed an eight-lane Gardiner buried along the waterfront and a revamped, landscaped Lake Shore Boulevard. He promised to deliver the highway in less than three years and cover the $1 billion cost in exchange for development rights for housing and offices along the Gardiner’s former route, which Teron figured would recoup his costs. Naysayers included Metro traffic officials, who warned of cost overruns, overstatement of green space, massive traffic tie-ups during construction, and disruptions to TTC service.
Teron’s plan went nowhere, as did the succession of proposals that arose over the next two decades. Visions of a buried Gardiner emerging from both City Hall and various task forces and waterfront authorities came and went, scuttled by fears over cost, voter reaction to tolls, watching the extended Big Dig in Boston, and complacency. Among our favourite quotes was councillor Howard Moscoe’s reaction to a 1999 proposal where the builders of the 407 ETR would have managed a $2 toll per trip to drive through a tunnel: “a truly a pie-in-the-ground proposal.” As experts and city officials are confident there’s no danger of total collapse anytime soon, odds are good everyone will enjoy the elevated section for a long time to come. Once the concrete is shored up perhaps another recurring plan for the Gardiner will re-emerge: building attractions and/or businesses under it.
Additional material from the October 28, 1988 edition of the Globe and Mail, the February 9, 1999 edition of the National Post, and the September 30, 1983, September 13, 1989, April 24, 1990, and July 15, 2000 editions of the Toronto Star.