The Ontario government has moved forward with the next stage of planning for the Yonge North Subway Extension in the Greater Toronto Area—and the plan calls for a new route, less tunnelling and fewer stations.

On March 18, Metrolinx released the initial business case and supplementary analysis for the project. In it, the province announces a reduction in the number stations along the eight-kilometre line—from six to four—as well as a shift in the route itself that would bring the last kilometre or so of the line above ground along an existing rail corridor just south of Highway 7.

“Adjusting the route of the line in this area will better position the project to serve the Richmond Hill Centre and Langstaff Gateway urban growth centres, which are poised for significant development,” says a Metrolinx statement. “This shift will also ensure the project can be built in less time by minimizing lengthy and disruptive excavations, in turn reducing inconveniences to neighbouring communities.”

This approach, Metrolinx says, would provide a series of benefits. It eliminates the need for tunneling and station excavation, all of which are time-consuming, expensive and disruptive. In addition, by following an existing railway corridor, the project can be finished sooner and with fewer hydro, natural gas, and water service disruptions during construction.

The above-ground approach also maximizes the number of stations included in the project, and positions the northern stations at sites that provide better transit connections and more opportunities for nearby communities.

"We're so pleased to be taking this important step forward with the Yonge North Subway Extension and we're eager to get out there in the communities to share more details about how this important and much-needed project will benefit people," said Metrolinx president and CEO Phil Verster. "We know a fast, seamless subway connection between Richmond Hill and downtown Toronto has been envisioned for a long time, and we can't wait to make that vision a reality."

The business case reveals the need for cost-cutting measures. It finds that were the province to proceed with its initial plan, the route could cost as much as $9.3 billion to build—well beyond the province’s initial budget of $5.6 billion.

Funding for this project—and the other GTHA transit mega-projects announced by the province in April 2019—remains a contentious issue. At the time of announcing the works, the province said it would finance all $28.5 billion worth of the projects itself. It has since stepped back from that claim, and committed to financing a little more than $11 billion. It says it expects the federal government will commit as much as 40 percent of the total cost.

Once built, the Yonge north extension could accommodate as many as 94,100 boardings each weekday and put 26,000 more people within a 10-minute walk to a station. It is also is expected to reduce commute times to downtown Toronto by as much as 22 minutes, and reduce the total distance travelled by cars during the morning rush hour by 7,700 kilometres—an equivalent reduction of 4,800 tonnes in auto-related greenhouse gas emissions each year.

"The merits of this transit project are well documented and the business case further justifies the much-needed investment in York Region's top transit priority," said Markham Mayor Frank Scarpitti. "The extension to Markham and York Region will meet current travel demands, provide greater access to other rapid transit lines, serve urban growth centres and support a sustainable future. We need to advance this project and get shovels in the ground."

Construction of the extension could start in 2023 and be completed by 2030.