The Saga of the Gardiner Expressway

This post merges several pieces I’ve written about the Gardiner Expressway over the years, along with additional material. 

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Gardiner Expressway, 1962. The caption was “Ready for ’67 Centenary if weather co-operates.” Photo by Dick Darrell. Toronto Star Photo Archive, Toronto Public Library, tspa_0115131f.

Frederick G. Gardiner was proud of the expressway named in his honour. “You know,” he noted in a 1964 interview, “I used to lie in bed dreaming in Technicolor, thinking it was too big. Now I know it isn’t. Maybe in 20 years time, they’ll be cursing me for making it too small. But I won’t be around to worry then. Right now, I’ve come up smelling of Chanel No. 5.”

When Gardiner died in 1983, few liked the scent of his expressway. They cursed him for pushing a crumbling roadway increasingly seen as a barrier between downtown and the waterfront. Decades of city reports have suggested demolishing some or all of the expressway, triggering debates that will turn anyone’s face blue. While its fate eternally hangs in the balance, millions are spent every year to keep it in service. Every time a major reconstruction project occurs that slows down traffic, you’d swear by the tone of the media that Armageddon is descending upon the city.

But there was a time when regional officials believed the Gardiner Expressway would solve bottlenecks plaguing a growing city in the early 1950s. Had it been built to its full extent via the Scarborough Expressway, drivers might have enjoyed views of Humber Bay, the downtown skyline, and the Scarborough Bluffs.

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Sketch based on suggestions by Etobicoke Reeve Clive Sinclair on bringing the Queen Elizabeth Way into Toronto. Toronto Star, September 14, 1949.

The combination of the opening of the Queen Elizabeth Way in 1939 and suburban growth had led to frequent traffic jams caused by commuters entering the city along the old Humber Bridge. Visions of a waterfront expressway were included in the city’s 1943 master plan, but it took time for plans to firm up. In 1949, Etobicoke Reeve Clive Sinclair suggested the plan shown here, which he felt would reduce congestion he feared would emerge when the Ontario Food Terminal opened on The Queensway. The key to Sinclair’s plan was cutting the link between The Queensway and the approach to the QEW. “We’ve already had too many pedestrians killed or injured trying to dodge express traffic at this corner,” he told the Star.

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Frederick G. Gardiner, taken during a photoshoot for Time magazine, April 5, 1956. City of Toronto Archives, Fonds 1653, Series 975, File 2262, Item 32745-3.

Enter Frederick Gardiner, chairman of the newly formed regional government of Metropolitan Toronto. As a Toronto Life article noted 40 years later, “Gardiner liked big solutions to big problems, and he brought an entrepreneurial flair to city government. He loved building things, loved to get plans pushed through and get the shovels in the ground.” As Gardiner once observed, “a municipality is no different from an industrial undertaking.” Fixing the bottlenecks at the bottom of the city was right up his alley.

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Toronto Star, July 8, 1953.

One of Metro’s first acts was to announce in July 1953 that its executive committee had unanimously approved a motion by Gardiner to meet with regional planning authorities to discuss what was soon dubbed the Lakeshore Expressway. The highway would run from the Humber Bridge to Woodbine Avenue. Two sections would be elevated (Humber Bridge to Bathurst Street, and Cherry Street to Woodbine), with surface streets handling the traffic flow through downtown. Toronto Mayor Allan Lamport urged caution with construction—“We can’t go too fast on this. It is absolutely essential.” One of the main questions was which side of the CNE grounds should the expressway be built: on the north side, along the rail corridor, or on the south via fill into the lake?

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Toronto Star, January 2, 1954.

As 1954 dawned, Gardiner and Scarborough Reeve Oliver Crockford supported a plan to extend the Lakeshore Expressway east to meet Highway 401 at Highland Creek. The route would have cut through east end neighbourhoods before proceeding along the bottom of the Scarborough Bluffs. Gardiner saw what was later known as the Scarborough Expressway as a solution to potential bottlenecks at Woodbine Avenue and Kingston Road, while Crockford felt it would help halt the erosion of the bluffs. The Scarborough Expressway remained in regional plans for decades before being scrapped.

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Toronto Star, May 3, 1954. Note the proposed interchange with Strachan Avenue in the upper right corner, which was never built, which would have provided “access to the north and to local destinations on Fleet Street” (primarily, I suspect, Exhibition Park and Maple Leaf Stadium).

On May 5, 1954, Metro Council received plans for the Lakeshore Expressway. The $49.8 million project would be elevated above Fleet Street (now Lake Shore Boulevard) from Bathurst Street to Cherry Street. To alleviate congestion in the core, a two-level parking facility with direct ramps would be built under the expressway between Yonge Street and Parliament Street.

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Globe and Mail, May 4, 1954. Click on image for larger version.

The route would run south of the CNE, and it was predicted the fairgrounds would receive 25 additional acres from the fill required for the expressway.

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Globe and Mail, May 4, 1954

A Globe and Mail editorial predicted that the new road “ought to eliminate the worst of the waterfront traffic problems, at least for some years to come.”

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Construction of Queen Street West extension, 1955. City of Toronto Archives, Fonds 220, Series 65, File 137, Item 13.

Two other road projects were rolled into the Lakeshore Expresseway. In the west end, Queen Street was extended westward to meet up with The Queensway via a new bridge across the Humber.

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Construction of Queen Street West extension, 1955. City of Toronto Archives, Fonds 220, Series 65, File 137, Item 10.

This stretch, which opened in December 1956, was eventually treated as an eastern extension of The Queensway.

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Construction of Woodbine Avenue extension, circa 1955. City of Toronto Archives, Fonds 220, Series 65, File 115, Item 15.

In the east end, Keating Street (now Lake Shore Boulevard) was extended from Leslie Street to Woodbine Avenue to provide an eventual end to the expressway. Opened in December 1955, residents soon dubbed the tight curve leading Keating onto Woodbine a “death trap.” Eastbound drivers going 55 miles an hour often found themselves driving into the southbound lanes of Woodbine or climbing onto the northbound sidewalk. Local councillors received complaints from residents ranging from smashed fire hydrants to a car hitting one home’s veranda. Over 60 years later, this curve remains problematic.

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Globe and Mail, May 19, 1954.

One east-end vision which never materialize was a plan to build a ramp on the west side of Woodbine Racetrack, which would have connected the Lakeshore Expressway to Kingston Road and Dundas Street East (which was still being stitched together from local side streets).

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Empress Crescent, looking east from Dowling Avenue and Lake Shore Boulevard West, 1956. Photo by James Salmon. Toronto Public Library, R-912.

Construction on the Lakeshore Expressway began on April Fools Day 1955, concentrating on the stretch between the Humber and Jameson Avenue. Around 150 homes were demolished to make way for the expressway and its related projects, mostly in south Parkdale around Dowling Avenue and Jameson Avenue. Streets like Empress Crescent vanished from city maps. When the Globe and Mail printed pictures of the rubble left behind by demolitions in 1957, it described the scene as “ruins reminiscent of a Second World War bombing raid.”

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Gardiner Expressway, looking west from east of the foot of Roncesvalles Avenue, during construction, showing Lakeshore Road bridge over CNR tracks, south of King Street and Sunnyside Railway Station, July 21, 1957. Photo by James Salmon. Toronto Public Library, R-934.

Construction also brought an end to Sunnyside Amusement Park, which would be revamped as a city beach. The nearby bridge connecting Lakeshore Road (now Lake Shore Boulevard) with the King/Queen/Roncesvalles intersection also met its demise. The Sunnyside train station survived the building of the expressway, but ceased passenger service in 1967.

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Parkside Drive, looking north from Lakeshore Road, July 21, 1957. Photo by James Salmon. Toronto Public Library, R-1714.

A new bridge waiting for the Lakeshore Expressway to cross it.

A December 1956 front page story in the Globe and Mail predicted that by 1980 the city’s expressway system (then projected to include the Crosstown, Don Valley Parkway, Lakeshore, and Spadina) would be dominated by buses, as some Metro officials hoped to ease future congestion by banning parking downtown. The idea was that suburban commuters would leave their cars in giant lots next to the expressways, hopping on buses to finish their journey.

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Toronto Star, July 2, 1957.

As construction proceeded, there were concerns that the expressway might permanently stop at Jameson Avenue. Metro was having problems convincing higher levels of government to help fund the proposed subway line along Bloor Street. Gardiner believed Metro couldn’t raise enough money to fund its expressway and public transit plans. “You simply cannot provide sufficient highways and parking space to accommodate every person who desires to drive his motor vehicle downtown and back each day,” Gardiner noted in January 1956.”Additional rapid transit is the only answer. It is a snare and a delusion to keep on spending millions of dollars on highways because the province will subsidize them 50 per cent. We know that beyond a certain stage $1 spent on more arterial highways and parking facilities.”

Problem was that Metro council preferred spending money on roads than transit. Eventually, outside funding for the subway came through.

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Copy of a cartoon by Bert Grassick published in the Telegram, August 29, 1957. City of Toronto Archives, Fonds 1567. Series 648, File 26, Item 1.

On July 29, 1957, based on a suggestion from Weston Mayor Harry Clark, the Metro roads committee renamed the Lakeshore Expressway the Frederick G, Gardiner Expressway. Clark felt it was a gesture of appreciation for leading Metro through its formative years. The tribute pleased Gardiner.

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Aerial view of the Gardiner Expressway, August 14, 1958. City of Toronto Archives, Fonds 220, Series 65, File 37, Item 1.

At 3 p.m. on August 8, 1958, dignitaries including Gardiner, Ontario Premier Leslie Frost, and Toronto Mayor Nathan Phillips officially opened the first section of the expressway, which ran from the Humber to Jameson Avenue. Frost praised Gardiner for his leadership. “Fred, you were the obvious man to do the job.”

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Toronto Star, August 7, 1958. Note optimism about cutting driving time by 10 minutes.

The road experienced its first traffic jam that day, a mile-long backup which would seem mild compared to present-day gridlock. As the Globe and Mail’s Ron Haggart put it, “the traffic jam was the best tribute of the day to the need for the Frederick G, Gardiner Expressway.”

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East end of Gardiner Expressway at Jameson Avenue/Dunn Street, 1959. City of Toronto Archives, Fonds 220, Series 65, File 58, Item 3.

In an essay in the commemorative book published for Toronto’s 125th anniversary, Toronto ’59, Nathaniel A. Benson placed the Gardiner in the context of the evolution of Toronto’s shoreline.

The lakeshore once was open, save for a staunch little lighthouse and an old-fashioned yacht club. Today there rise the towers of a great Molson brewing plant, the imposing Tip Top Tailors Building, the head offices of Loblaw’s, and the multi-million dollar home of the Toronto Baseball Maple Leafs. The garish lights of the Frederick G. Gardiner Expressway cut spectacularly along the railway tracks, with its day-and-night ceaseless whizz of traffic shaking the peace of the ancient graves in the old military cemetery on Strachan Avenue, grazing the heroic battlements of old Fort York.

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Plans considered for Fort York, Toronto Star, October 4, 1958.

After further study, the route of the Gardiner was switched to the north side of the CNE. This placed Fort York in the path of the expressway, which lead to protests throughout 1958 from groups ranging from historical societies the Toronto Women’s Progressive Conservative Association. The tide of voices against proposals to move the fort led to one of Gardiner’s few losses when it came to the expressway.

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Construction of the new Dufferin Gate, 1959. City of Toronto Archives, Fonds 220, Series 65, File 58, Item 8.

While Fort York was saved, the CNE’s Dufferin Gate wasn’t. Fairgoers passed under the old landmark for the last time in 1957. Two years later, construction was well-underway for its replacement.

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Construction of the elevated section of the Gardiner Expressway, 1959. City of Toronto Archives, Fonds 220, Series 65, File 37, Item 19.

By the end of the 1950s, some politicians and local media grew impatient with the slow pace of construction, which wasn’t scheduled to end until 1965. “At such a pace,” noted a December 1959 Globe and Mail editorial, “Metro might not bother at all. The growth of traffic will far outstrip the growth of the road, and at the end of 10 years congestion will be worse than when the work was started.” Part of the blame was placed on Frederick Gardiner’s refusal to borrow more than $100 million a year to fund all Metro capital works projects.

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Globe and Mail, November 3, 1960.

By the end of 1960, designs were close to being finalized for the expressway’s connection with the Don Valley Parkway. Hopefully Frederick Gardiner and Nathan Phillips didn’t collide into each other. This cartoon also shows the streets (Fleet and Keating) which soon became Lake Shore Boulevard East.

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Eastbound Spadina Avenue ramp, Globe and Mail, July 31, 1962.

The Jameson-Spadina section opened during morning rush hour on August 1, 1962. Despite the potential bottleneck at the eastbound Spadina ramp, one travelled noted that his evening rush journey on opening day from the Humber to Spadina and Front took 10 minutes.

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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.

Note the billboards in the far background. The distraction provided by advertising was a growing safety concern, which led Metro’s transportation committee to recommend that no ads be placed within 150 feet of the Gardiner or the Don Valley Parkway.

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Lake Shore Boulevard East, looking west from Cherry Street, showing Gardiner Expressway under construction, between 1961 and 1964.  City of Toronto Archives, Fonds 1257, Series 1057, Item 5619.

John Bentley Mays writing about the Gardiner (in this case, describing wandering underneath the expressway near Fort York):

Few sites more forsaken lie this close to Toronto’s busy, dense downtown mountain-range of glass. Overhead, the wide steel belly of the Gardiner’s traffic level lies like a flat green snake on a series of tall, water-stained concrete brackets. Underneath spreads the expanse of loose gravel, some of it used as a gathering place for trucks, some of it the dusty yard of a factory in which big cement blocks are fabricated.

One hesitates to use the word beautiful of such a forbidding place, though the word fits the hill. There is a strong visual surge and power here: in the dignified rhythms of the expressway’s tapered reinforced-concrete supports, marching away into the distance like an immense Baroque colonnade, in the tough muscularity, in the ensemble of cement factory and rumbling trucks. There is a gruff beauty here that swank towers nearby can’t touch.

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Constuction of the Gardiner Expressway, 1964. Photo by Frank Grant. Toronto Star Photo Archive, Toronto Public Library, tspa_0115133f.

The caption for this photo reads “Full speed ahead: Workmen are busy levelling the groun underneath the concrete arches which will carry the expressway in the York-Jarvis area. By 1967 the Gardiner is expected to be extended still further to Leslie St.; and by 1972 will stretch out across Scarboro to link with Highway 401.”

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Globe and Mail, November 6, 1964.

Besides the link between the Gardiner and the Don Valley Parkway, November 6, 1964 also saw the opening of most of the Eastern Avenue flyover.

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Globe and Mail, May 5, 1966.

What proved to be the final stretch of the Gardiner, from the Don Valley Parkway to Leslie Street, was opened on July 15, 1966. Intended to be the first phase of the Scarborough Expressway, it would have intersected with Highway 401 at Highland Creek. Had a request to the Ontario Municipal Board from a citizen group inspired by the fight against the Spadina Expressway not delayed work, the next approved phase of the Scarborough Expressway would have extended it to Birchmount Road and Danforth Road. While Queen’s Park cancelled Spadina in June 1971, provincial officials were willing to fund a short extension of the Scarborough Expressway to Coxwell Avenue if the OMB approved. There was also the matter of purchasing homes (1,000 in the original plan, 500 after a revision) in the path of the projected route.

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Photo by Boris Spremo, originally published in the November 21, 1973 edition of the Toronto Star. Toronto Star Photo Archive, Toronto Public Library, tspa_0011711f.

The original caption for this photo:

Opponents of the proposed Scarborough Expressway arrive at The Star Forum by bus last night, practising what they preach on the desirability of transit over private cars. Members of action groups left their cars at home and chartered a double-decker bus and one from Toronto transit Commission. They brought signs proclaiming their beliefs but a policeman made them leave them outside.

The “Star Forum” was a session held at the St. Lawrence Centre on November 20, 1973 to discuss whether the Scarborough Expressway should be built. Metro chairman Paul Godfrey indicated he’d support the project based on what he knew up to that point, but wouldn’t commit himself to a position until a Metro report was issued in February 1974. TTC chairman Karl Mallette felt further development of public transit in Scarborough would make the expressway obsolete (if only he knew the battles and delays to come on that front…). “The plain fact is that expressways don’t solve urban transportation problems,” Mallette observed, “they create more of them. They’re becoming prohibitively expensive and are an intolerable intrusion in and near residential areas.”

The next year, Metro Council scrapped further construction.

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View of Gardiner Expressway looking west from the CN Tower, between 1976 and 1981. Photo by Ellis Wiley. City of Toronto Archives, Fonds 124, File 13, Item 2.

The first cracks in the Gardiner were observed in 1962. Metro roads commissioner George Grant blamed heavy traffic, while the province claimed a thinner-than-normal coat of asphalt was used while building the expressway’s first section. A year after Frederick Gardiner died in 1983, an ongoing repair program began to attack the effects of expansion and contraction on the concrete.

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View of Gardiner Expressway looking east from the CN Tower, between 1976 and 1981. Photo by Ellis Wiley. City of Toronto Archives, Fonds 124, File 13, Item 13.

Chaired by former mayor David Crombie, The Royal Commission on the Future of the Toronto Waterfront’s 1992 report provided a good summary of the issues many Torontonians have with the Gardiner Expressway: “The combination of the elevated portion of the Gardiner Expressway, Lake Shore Boulevard underneath it, and the rail corridor beside it has created a physical, visual, and psychological barrier to the Central Waterfront. It is a constant source of noise and air pollution, a hostile, dirty environment for thousands of people who walk under it daily, and a barrier to thousands of others who risk life and limb to get across or around it. The Gardiner/Lake Shore is not only a road; it is a structure. As it processes traffic, it stunts land use; meant to move us along, it limits our opportunities.” That commission recommended a mixed approach to the Gardiner, where some elevated sections remained, some were moved, and some were buried.

Speaking of burying the Gardiner…

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Construction on the Gardiner Expressway, 1996. Photo by Boris Spremo. Toronto Star Photo Archive, Toronto Public Library, tspa_0115149f.

Like clockwork, every few years a plan to bury or replace the freeway emerges. Each plan is initially greeted with relief that the waterfront will soon be rid of what many people perceive as an eyesore and barrier. Just as predictable is the backlash, which usually involves fears about runaway costs and traffic Armageddon during construction.

One of the first serious proposals to knock it down was in the fall of 1983, when Toronto Mayor Art Eggleton asked city staff to investigate burying the Gardiner. Eggleton was supported by Godfrey, who saw a golden opportunity for a new route through the not-yet-redeveloped railways lands to the north. Godfrey 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.”

The opportunity to use the railway lands soon evaporated, but other ideas abounded. City planning commissioner Stephen McLaughlin described to the Star three plans submitted to the city: “modest” ($25 million to demolish the Jarvis and York ramps and build a new exit at an extended Simcoe Street); “grand” (place the Gardiner in a trench or tunnel between Bathurst and Jarvis); and “visionary” (for $1 billion or so, re-route the Gardiner into a tunnel under Lake Ontario).

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Sam Cass standing on the bridge over the Don Valley Parkway by Riverdale Park, 1971. Photo by Reg Innell. Toronto Star Photo Archive, Toronto Public Library, tspa_0125807f.

Such plans were hooey to Sam Cass, Metro roads and traffic commissioner, and staunch defender of the Gardiner. Cass, who still promoted the completion of the Spadina Expressway in 1983, called the Gardiner “a beautiful structure that’s still doing what it was designed to do.” 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.

As annual repairs became a reality, calls for the Gardiner’s burial increased, especially as other cities contemplated demolishing their elevated highways. In a lengthy 1988 piece on why the Gardiner should come down, the Globe and Mail’s John Barber likened it to a Cadillac in a scrapyard. As chunks of concrete fell and its steel skeleton rusted, Barber declared “the highway that began life as a heroic symbol of the city’s progress is now just an overflowing traffic sewer.”

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Toronto Star, January 20, 1988.

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 have numerous other proposals since then (such as this one from 2013).

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“Bumping the Humber Hump. Robert Balen works on 30 tonne steel beams for a new bridge over the Humber River, which will replace the westbound lanes of the notorious hump on the Gardiner Expressway.” Photo by Boris Spremo, 1998. Toronto Star Photo Archive, Toronto Public Library, tspa_0115144f.

Until 1998, one of the Gardiner’s distinguishing characteristics was the “Humber Hump.” Created by settling bridgework near the Humber River, it was a roller coaster ride that either thrilled or terrified. One of the best ways to experience the hump was riding near the back of a school bus, where the combination of position and speed would send you flying. During my university daze, I took a drama criticism class which included field trips into Toronto, and my classmates eagerly anticipated who’d hit their head on the roof when we rode over the hump.

But it wasn’t always fun. The hump witnessed several fatal accidents over the years, and going too fast could send your entire vehicle flying. After years of failing to remedy the settling, the bridge was replaced in 1998. The remnants were sent off to the Leslie Spit.

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Demolition of Leslie Street ramp viewed from north side of detour, looking south-east. Photo by Peter MacCallum, January 20, 2001, City of Toronto Archives, Series 572, File 77, Item 4.

By the late 1990s, poor maintenance of the section east of the Don Valley Parkway prompted calls for a teardown. Opposition to the demolition came from two groups: film studios concerned about dust and noise that was factored into the final demo process; and local residents who worried about traffic spilling onto side streets and into the Beaches, even though drivers would be able to follow essentially the same route into the lakeside community. City councillor Tom Jakobek resisted demolition, devising several compromise plans that would have preserved part of the stump. “Cars are an important necessity in this society,” Jakobek noted in 1999. “Why would anyone want to eliminate road capacity anywhere, when it’s located in the middle of an industrial area and people use it?”

But Jakobek was in the minority: most attendees at public deputations wanted it to go away. City council approved its demolition in 1999. Only a few pillars remain, while land opened up for a bike path, big box shopping, and the TTC’s Leslie Barns facility.

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Frederick G. Gardiner, 1961. City of Toronto Archives, Fonds 220, Series 65, File 175, Item 17.

“I’ve looked at this darn thing from one end to the other,” Frederick Gardiner observed in 1964, “and I can’t think of anything I would like to change.” Many Torontonians have and will continue to disagree. For years, the arguments over the Gardiner Expressway have boiled down to either maintaining it in some form to prevent excessive disruption to motorists, tear it down and redirect the traffic, or find creative uses to rehabilitate the existing structure.

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The Bentway, as used for exhibits during Nuit Blanche, October 2019. 

The latter has found favour in recent years, leading to artistic projects such as The Bentway. Housing and office towers have grown around the expressway in the core (but please, don’t throw your furniture toward the road!).

For as much as the Gardiner is maligned as a waste of money and an obstacle to the waterfront, I’ll admit it’s still thrilling to cruise into downtown at night along the elevated section, radio cranked to 11 to a song like Iggy Pop’s “The Passenger,” and soak in the lights and cityscape unfolding around you.

As Toronto Life concluded in 1993, “No matter what Toronto decides to do, it will be a prodigiously difficult project, politically and financially. It sounds as if it might require the skills of a politician as powerful and shrewd as, say, Fred Gardiner.”

Sources: Regeneration: Toronto’s Waterfront and the Sustainable City (Toronto: Royal Commission on the Future of the Toronto Waterfront, 1992); Toronto ’59 (Toronto: City of Toronto, 1959); Emerald City: Toronto Visited by John Bentley Mays (Toronto: Penguin, 1994); Unbuilt Toronto 2 by Mark Osbaldeston (Toronto: Dundurn, 2011); the May 4, 1954, May 17, 1956, December 8, 1956, March 23, 1957, July 30, 1957, August 8, 1958, August 11, 1958, December 3, 1959, February 6, 1962, October 20, 1988, May 12, 1999, and May 15, 1999 editions of the Globe and Mail; the September 14, 1949, July 8, 1953, January 2, 1954, May 3, 1954, July 2, 1957, November 21, 1973, September 30, 1983, September 13, 1989, April 24, 1990, May 18, 1999, April 28, 2000, May 6, 2000 and July 15, 2000 editions of the Toronto Star; and the September 1993 edition of Toronto Life.

Articles I’ve written that were incorporated into this post were originally published by The Grid on March 17, 2012 and July 24, 2012 and Torontoist on February 7, 2014.

Lying in State at Old City Hall

Originally published on Torontoist on August 26, 2011.

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“Some of the thousands of citizens who passed through City Hall today to pay their final respects to Mayor Sam McBride as he lay in state are shown above with a few of the many handsome floral tributes and the solemn procession inside the building.” The Telegram, November 16, 1936.

While the state funeral planned for Jack Layton tomorrow is unique for being the first held for an opposition leader, it won’t be the first time a former councillor lies in state in Toronto’s seat of government. That honour was also bestowed upon two men who rose from council to the mayor’s office but died before the end of their mandate. Old City Hall served as the venue for the public to remember Sam McBride and Donald Summerville in a way that may be similar to that we will see at the new City Hall today.

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The Telegram, November 14, 1936.

Fiery Sam McBride returned to the mayor’s chair in 1936, seven years after his first term ended. Described by the Star as “a two-fisted, red-blooded, go-getter who was ready on a second’s notice to fight for what he believed to be right and to champion the cause of the common citizen,” his second stint was marred by ill health related to a blood infection caused by a teeth-pulling. Though he continued to look after city affairs, his public appearances declined. On November 10, 1936, McBride suffered a stroke and remained unconscious until he died four days later. City council decided the appropriate venue to remember McBride, who was born in the nearby Ward neighbourhood and who had been involved in municipal politics for 30 years, was Old City Hall. Inspired by the funeral held for Sir John A. Macdonald on Parliament Hill in 1891, the plan was to have McBride lie in state at the base of the grand staircase of the building for four hours on November 16, followed by a funeral in the lobby at 2:30 p.m.

A long line of mourners stretched along Queen Street to grieve McBride that day. As members of city council took turns attending the casket, around 25,000 people passed through to pay their final respects. City offices were closed for the day, while courts ceased their sessions at 1 p.m. When the funeral began at 2:30 p.m. buses, ferries, and streetcars across the city ground to a halt to observe two minutes of silence. Officials requested that during that quiet time, local motorists should avoid honking their horns. For the overflow crowd in front of Old City Hall, loudspeakers were set up so they could hear the 45-minute service, while the rest of the city tuned into CFRB. The eulogy was given by Reverend W.J. Johnson, who noted that if the mourners could open McBride’s heart, they would see, “written in letters of gold, Toronto.” A procession led by 20 mounted police led McBride to his final resting place in Mount Pleasant Cemetery.

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Toronto Star, November 21, 1963.

Almost exactly 27 years after McBride’s passing, the public again converged on Old City Hall to remember a fallen mayor. After 10 months in office, Donald Summerville’s intensive work schedule worried his city council colleagues. Though only 48 years old, Summerville had suffered a heart attack two years earlier. When it was suggested that city hire an official civic greeter to lessen his workload, Summerville, who often put in 16-hour days, insisted that he should make a special effort to be available to community groups who requested a mayoral presence at their functions. On November 19, 1963, the one-time practice goalie for the Maple Leafs donned his pads for a charity game at George Bell Arena to support victims of a flood in Italy (where he was scheduled to fly to the following day).

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The Telegram, November 20, 1963.

He played for five minutes, clowned for the cameras, then complained of fatigue. Summerville went to the dressing room and collapsed from a heart attack, unable to reach his nitroglycerine pills. “Don Summerville died trying to be nice to people,” noted Telegram columnist Frank Tumpane. “As we all must die, it is a good way to go, better, by far, than to meet life’s end wrapped in bitterness or striking a selfish blow.” The Star ran a tasteless headline the following day: “MAYOR SUMMERVILLE SKATES OFF ICE TO DIE.”

Summerville lay in state inside the council chamber close to the mayor’s chair. Despite requests from his family to send donations to Variety Village in lieu of flowers, bouquets were piled high within the room. Before his casket was moved to Old City Hall, a wake was held at former mayor Ralph Day’s funeral home on Danforth Avenue, where mourners included federal opposition leader John Diefenbaker. The length of visitation hours at City Hall were similar to those planned for Jack Layton this Friday and Saturday: 12 hours on November 21, then two hours on November 22 before the funeral was held at St. James Cathedral. A book of sympathy was placed at the entrance to the chamber, but Alderman Allan Lamport had it moved when it slowed the flow of people.

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The Telegram, November 21, 1963.

The Globe and Mail described some of the 30,000 people who paid their final respects to Summerville over those two days:

Women curtsied, old veterans saluted, many crossed themselves. Men and women dropped to their knees before the coffin to pray. Some reached forward to pat the mayor’s hand. A clergyman put a hand on Mr. Summerville’s forehead and murmured a brief prayer. A motorcycle policeman in uniform looked at the body of the chief magistrate, snapped in attention, and saluted

One imagines the mood during Summerville’s funeral became even more sombre after mourners heard the news out of Dallas that afternoon: John F. Kennedy had been assassinated.

To date, McBride and Summerville are the only Toronto mayors to have died in office. Unless a respected municipal politician reaches the same level of national prominence as Jack Layton, or there are extraordinary circumstances surrounding the demise of a public figure, we suspect the next person to lie in state within City Hall will be another mayor who is tragically unable to fulfill his or her electoral mandate.

Additional material from the November 16, 1936, and November 22, 1963, editions of the Globe and Mail; the November 14, 1936, November 16, 1936, November 20, 1963, and November 21, 1963, editions of the Toronto Star; and the November 14, 1936, November 16, 1936, November 20, 1963, and November 21, 1963, editions of the Telegram.

UPDATE

In March 2016, Rob Ford lay in state for two days at City Hall, the first time a former mayor received the honour.  City staff rejected several requests from the Ford family, including an open casket and displaying a “Ford Nation” flag.

ADDITIONAL MATERIAL

globe 36-11-17 funeral pics

The Globe, November 17, 1936.

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Toronto Star, November 20, 1963.

Inside coverage included a picture of Summerville lying on a stretcher before he was removed from George Bell Arena (which, so far, is not among the Star photos digitized for the Toronto Public Library).

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The Telegram, November 20, 1963.

Councillor Jack Layton

Originally published on Torontoist on August 22, 2011.

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Toronto Star, November 9, 1982.

Don’t let them tell you it can’t be done.” Jack Layton knew the meaning of the advice he gave in his last letter well, as many people said he didn’t have a chance during his first run for municipal office in 1982. He entered one of the most closely watched races that November, when political heavyweights were all but certain to nab the two seats up for grabs in Ward 6. The Star‘s candidate profile of Layton emphasized several issues that remained key concerns throughout his municipal and federal political career.

Jack Layton, 32, is a Ryerson politics professor known to Rogers Cable TV viewers as host of the now-defunct Council Insight show. This is Layton’s first campaign for elected office and he’s hoping the ward’s NDP network will help him win the junior aldermanic spot. He lists housing, transit, neighbourhood preservation and police-minority relations as key issues. Layton lives just outside the ward with his wife, Sally, and children Michael and Sarah. He’s spending $17,000 on his campaign.


CBC clip of Jack Layton following his victory in the 1982 municipal election.

 

Pundits expected the seats in Ward 6 to go to former Toronto mayor John Sewell and rising star Gordon Chong, who Conservative backroom operators felt was mayoral material. Layton used the NDP’s clout in the ward to run a low-cost, volunteer-intensive campaign. Housing proved the critical issue, thanks to tenant worries about massive rent increases after Cadillac Fairview sold off 11,000 units across the city. Chong, who received $40,000 in campaign funding from Metro Toronto chairman Paul Godfrey, didn’t seem to care about these concerns until late in the race, when he proposed that the city borrow $270 million to buy the units and sell them back to the tenants as condos. Both Layton and Sewell ripped apart Chong’s proposal. When the votes were tallied on November 8, 1982, Layton finished in second place with a little less than a 2,000-vote cushion over Chong. The new junior alderman noted that “having 600 workers is a lot better than a $60,000 campaign any time.” At his victory party, where many volunteers admitted surprise that he bested Chong, Layton told the Star that the result “showed even more than we imagined that residents in this ward aren’t going to tolerate politicians who ignore them.”

Once in office, Layton quickly stressed the role citizens played in city politics, “where ordinary people can make a difference.” In a profile that appeared in the Globe and Mail two months after his victory, he noted that “Wherever doors are closed, I would open them up to public participation. And by participation, I don’t mean a smoke-and-mirrors situation where everyone gets to stand up and say their bit but nobody listens. To have access to the decision-making power is more important than expressing opinions only.” Fellow alderman Richard Gilbert felt that Layton was better equipped to handle office than his fellow freshmen councillors because he demonstrated a grasp of local issues by co-producing a Ryerson course on civic issues that aired on CJRT and hosting a community-cable politics show.

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Globe and Mail, January 8, 1983.

At city and regional levels, Layton wasn’t afraid to raise awareness for causes he believed in. As one of the first councillors to talk about and develop plans to combat AIDS, he had his outline drawn in chalk to represent those who had died. He was arrested in 1984 for trespassing when he handed out leaflets supporting striking workers at Eaton’s (the charges were later tossed out on grounds of freedom of expression). He argued against the public financing of the SkyDome (and called for an inquiry into the debts that followed), tried to curb the power of developers who seemed to have a free hand at City Hall during Art Eggleton’s administration, supported his fellow cyclists, worked on homelessness issues, helped launched the Toronto Atmospheric Fund and White Ribbon Campaign, and generally proved a thorn in the side of right-leaning fellow councillors.

During his early years on City and Metro councils, Layton’s style of dress was best described as “hip young political science professor”: glasses, jeans, bushy hair, mustache, and running shoes. When a well-groomed, contact-wearing Layton appeared at a Metro Toronto council meeting in early 1987, the rumour mill was abuzz. Was he cleaning up for a future run at top office? He denied such a move at the time, claiming that he could no longer wear glasses, slacks were cheaper than jeans, and that the haircut was his mother’s idea. He joked that he was “changing my underwear, too.” More seriously, he added, “I figure if I’m going to run for mayor, it’s going to be with my mouth, not my eyes.”

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Toronto Star, February 5, 1987.

But run for mayor he eventually did, announcing his intentions in February 1991. A fear of vote-splitting among right-leaning candidates reduced Layton’s main competition to former councillor and Metro Toronto Police Commission chair June Rowlands. He lost by nearly a two-to-one margin on election night, as voters either embraced Rowlands’ law and order platform or weren’t ready to trust Layton’s economic proposals and the “Smilin’ Jack” image some thought was phony. After declaring defeat, he urged his supporters to continue working toward “a city where everyone has a place at the table” and commit themselves to rebuilding Toronto. If the evening had a silver lining, it was that his second wife (and fellow Trekkie) Olivia Chow won her city council race.
Layton returned to Metro council in 1994, and served on the post-amalgamation Toronto city council from 1997 until he was named federal NDP leader in 2003. He also served as the president of the Federation of Canadian Municipalities, defending the interests of cities across the country as he continued to do when he went to Ottawa.

Early in his municipal career, Layton learned it was more important to reach out to people than just criticize his opponents, a quality that served him well in building trust with voters across the country. By staying in touch with the concerns of others and remaining optimistic in the cynical world of politics, Layton inspired many people to follow and act upon their personal beliefs in bettering society, even when others mocked them. And that spirit is embodied by Toronto residents today, such as the deputants who, despite being called names and told their views were worthless by allies of Mayor Rob Ford, stayed up all night to voice their concerns about the current administration, buoyed by their optimism and hopes for a better city.

Additional material from November 9, 1982, and January 8, 1983, editions of the Globe and Mail, and the November 2, 1982, November 9, 1982, and February 5, 1987, editions of the Toronto Star.

ADDITIONAL MATERIAL

ts 82-11-02 ward profile Toronto Star, November 2, 1982.

The results of this race: Sewell 13,702; Layton 10,101; Chong 8,349; Wong 2,504; Beatty 1,550; Amber 551

The Choosing of an Interim Toronto Mayor, 1978

This story was originally published by The Grid toward the end of 2012. I don’t have the exact date, as it was one of those pieces which fell off the website before the publication folded for good. I don’t remember what the original title of this article was, though the sub-head probably mentioned Rob Ford during the period it appeared he might be tossed from office.

ts 78-08-27 johnston beavis title fight

Toronto Star, August 27, 1978. Click on image for larger version.

When Toronto city councillors voted for an interim mayor on September 1, 1978, the deadlock the media predicted came to pass. Candidates Fred Beavis and Anne Johnston had 11 votes each. Under the law, there was one solution to determine who would fill the last three months of David Crombie’s term: placing the contenders’ names in a cardboard box.

While it’s unknown if choosing Rob Ford’s successor will require the luck of the draw, the last time council filled a mayor’s term wasn’t due to a politician departing in disgrace. After six years at the helm, Crombie used an upcoming by-election in Rosedale to leap into federal politics. When he announced his bid for the Progressive Conservative nomination in March 1978, Crombie praised the public’s civic engagement during his tenure. “You can fight City Hall in Toronto,” he observed, “and if your point of view is sensible you can usually win.”

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Toronto Sun, September 1, 1978.

When Crombie officially submitted his resignation in August, the list of interim successors narrowed to two councillors. First elected in 1956, Fred Beavis was the longest-serving councilor and had sat on nearly all critical committees. The genial former roofer was backed by the Executive Committee and council’s right wing, and criticized for his support of developers, reviving the Spadina Expressway, and eviction Toronto Island residents. If chosen, he would be the city’s first Roman Catholic mayor. Beavis was favoured over Anne Johnston, who was first elected in 1972, served as the chair of the Board of Health for four years, and claimed to be the same height as Crombie. Her support came from the left and her fellow female aldermen, while criticisms included loose lips, lack of experience with critical issues, and a suspicion she was a puppet for mayoral contender John Sewell. If chosen, she would be Toronto’s first female mayor.

The decision was made during a tense 45-minute meeting. A proposal to adjourn and move into an informal caucus was quickly voted down. Official nominations were made for Beavis and Johnston. George Ben stunned his fellow councillors by declaring the process “asinine and an affront to the dignity of Toronto.” He criticized both candidates, declaring that Beavis was in it for “lousy reasons,” while Johnston was “a joke on the people of Toronto.” Ben nominated deputy mayor David Smith, who declined due to an informal agreement among councillors like himself who were running for mayor in the November municipal election not to seek the temporary position. Ben continued to fume, pointing to 40 civic employees watching the meeting who were indulging in “a rather disgraceful waste of taxpayer’s money.”

ts 78-09-02 beavis becomes mayorToronto Star, September 2, 1978. Click on image for larger version.

When the open vote split evenly, out came the cardboard box. The winner was drawn by Pat Murphy of the Association of Women Electors, who had covered council meetings for two decades. When Beavis’s name was pulled, it continued his recent good luck streak of winning church draws and community raffles. Johnston took her loss gracefully—she successfully motioned council to unanimously approve the result, then draped the chain of office around Beavis’s neck. She later lost to Art Eggleton in a 1985 mayoral run and was defeated as a councillor by newcomer Karen Stintz in 2003.

While other councillors toasted him with champagne, Beavis leaned back in the mayor’s chair and, true to his blue collar image, cracked open a bottle of Labatt’s Blue. “I figured something you always wanted all your life,” he told the Star, “was something you just weren’t going to get.” The only major hiccup during the transfer of power was forgetting to grab a key to his new office before his first full morning on the job. Beavis fulfilled his duties without major incidents, and was re-elected to the council seat he would retain for another decade. Crombie easily won the Rosedale by-election, while Sewell succeeded Beavis in the mayor’s seat.

sun 78-09-05 editorial Toronto Sun, September 5, 1978. Click on image for larger version.

In a municipal election day editorial, the Star reflected there was nothing wrong with Beavis having been the sentimental choice for the job. “In his years on City Council, Beavis always displayed a compassionate consideration for people of all political persuasions and a warm sense of humour. He carried these qualities into the mayor’s office too…We enjoyed having you as mayor.” We shall see if these will be critical qualities for whoever replaces Rob Ford.

Additional material from the September 2, 1978 edition of the Globe and Mail, and the March 3, 1978, August 27, 1978, September 2, 1978, and November 13, 1978 editions of the Toronto Star.

UPDATE

Rob Ford remained mayor until his term ended in 2014. David Crombie served as Rosedale’s MP until 1988, filling several cabinet positions for Joe Clark and Brian Mulroney. Fred Beavis died in 1997, Anne Johnston in 2019.

ADDITIONAL MATERIAL

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Fred Beavis, 1978. Photo by David Cooper. Toronto Star Photo Archive, Toronto Reference Library, tspa_0031446f.

When Crombie first announced his intention to run for Parliament in March 1978, the Star spotlighted three councillors expected to seek the interim mayoralty: Beavis, Johnston, and Tony O’Donohue. “I ran for mayor in 1972 and drew 58,000 votes,” O’Donohue told the Star. “I’m not going to disappoint those people now and turn around and not run for interim mayor.” He also told the Globe and Mail that he was the “logical choice.”

Beavis, who had declared he would only go for the interim position and not run for mayor in that fall’s municipal election, was stunned by O’Donohue’s decision. “Tony once stated he would support me for interim mayor,” Beavis told the Star. “First I’ve heard of him changing his mind and I don’t know if it’s a change of heart or what. We’ve had no falling out and nothing changes my mind.”

Somewhere along the line O’Donohue focused on the municipal election, where he finished second in a three-way race with Sewell and David Smith.

gm 78-09-02 beavis wins 3

Globe and Mail, September 2, 1978.

“Beavis was not sophisticated, but was trustworthy in that he did what he said, and he was genuinely liked by almost everyone on Council.” – John Sewell, on favouring Beavis for his Executive Committee following the 1978 election.

sun 78-09-03 downing

Toronto Sun, September 3, 1978.

Additional material from How We Changed Toronto by John Sewell (Toronto: James Lorimer & Company, 2015), the March 4, 1978 edition of the Globe and Mail, and the March 4, 1978 edition of the Toronto Star.

One Fine Holiday Season in 1887

Originally published as a “Historicist’ column on Torontoist on December 22, 2012.

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A Toronto-penned carol from 1887 you can play at home this season. The News, December 24, 1887.

In some ways, the holiday season that brought 1887 to a close was similar to today. People rushed around the city to pick up their Christmas gifts. Plenty of booze was downed. Discussions and editorial pages focused on the future of Toronto’s mayoralty. Digging beyond the surface, similarities via the city’s legion of newspapers shows a season that was equally celebratory and cringe-inducing.

Mail columnist H.H. Wiltshire (aka “The Flaneur”) provided the best-written observation of the state of Christmas:

Latterly the question has been often asked as to what is the meaning of the tendency everywhere during the last few years for a much more general observance of the Christmas festival. In some quarters it is attributed to increased reverence, in others to sentimentality, while we are also told that it is only seized upon as an excuse for idleness and gluttony, under the cover of hospitality. Without staying to consider how far any of these views are correct, may we not suppose that one very natural reason is the necessity we all feel for a little rest and enjoyment! Unquestionably there is more work done now in a shorter time than was ever the case before; this must cause a reaction in some form, and this season of the year has appeared most convenient because it is the nearest approach to a recognized universal holiday-time throughout the civilized world. A simple answer to the enquiry is given in the fact that that overworked humanity wants rest.

All of us with healthy minds in healthy bodies enjoy holidays and amusement, and custom, if nothing else, has made both seem especially appropriate to this time of the year. One of the best associations of Christmas undoubtedly is the increasing fondness for family and friendly re-union, when many feuds are healed and words and acts of temper are forgiven; also the inculcation and practice of the truth that there are none of us so poor in ability or in purse but that we can, by merely doing “the duty nearest hand,” make the load lighter and the day more bright for some among those whom sickness or sorrow, misfortune or folly, entitle not only to our kindness and sympathy, but also to be the unsoliciting recipients of practical and generous aid.

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The Globe, December 23, 1887.

The rest Wiltshire extolled wasn’t present on Christmas Eve 1887, as downtown streets filled with shoppers in a rush. Though shop windows were filled with joyful displays, those entering stores to purchase gifts were, according to the Globe, hardly in a celebratory mood. “Almost everybody one met seemed to have a parcel or to be in a hurry to get one,” the paper noted. “To judge by the expression of face and the words caught in passing, the getting of the parcels seemed rather to hinder than to help the feeling of joyousness.”

The papers were filled with holiday-inspired doggerel and Christmas stories which would not be published under any circumstances today. The worst offender was a lengthy illustrated tale published in the News on Christmas Eve whose anonymous author reminisced about the glorious celebrations enjoyed by plantation slaves in the southern United States prior to the Civil War. Every imaginable derogatory term was used in a story filled with pidgin English, stock stereotypes, dancing galore, and “the wild hilarity of a negro gathering.”

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Evening Telegram, December 20, 1887.

Because Christmas Day fell on a Sunday, good upstanding Torontonians were expected to observe the usual pieties that created Toronto’s reputation as a place not to have any fun on the Lord’s Day for decades to come. Not that the day was devoid of pleasure—when evening rolled around, carollers hit the streets, along with impromptu brass bands playing tunes on battered instruments.

There was a sad note Christmas morning when the body of Maria Green was found in a stable behind 40 Elizabeth Street. Rather than provide any sympathy for her death from exposure, the press went into full moralizing mode. The Globe depicted Green as “an elderly woman employed as cook in a house of ill-fame on Albert Street,” while the Mail described her as “a woman of about fifty years of age, and the greater part of her life had been spent in infamy. Christmas brought to her not peace but an excess of drunkenness and debauchery with her tragic death as a wind-up.”

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The News, December 24, 1887.

The delay of most public Christmas activities to December 26 appeared to create a pent-up thirst among Torontonians, as people went wild when the bars reopened that morning. “’Moral’ Toronto Spends a Very Liquid Christmas” screamed a headline above the World’s account of “the drunkenest day that Toronto has seen for years.” Sleighs overflowed with “more young men than is allowed by the law regarding cruelty to animals.” People who claimed to have never touched a drop of alcohol were among those found in packed saloons. Some establishments closed early to avoid a steady stream of barroom brawls and police visits. “The ordinary drinking public dropped into their usual haunts and were surprised and disgusted at what they saw,” the World reported. “By 6 o’clock there were so many places closed that a usual question was ‘well, where can we go to get a drink?’” Police handled the chaos by making arrests only when necessary. The Globe theorized that the drinking orgy was due to liquor vendors attempting to demonstrate that tougher temperance laws would increase the abusive effects of booze, especially a set of bylaws on the upcoming municipal election ballot.

Alcohol control played a key role in the mayoral campaign that holiday season. On November 3, 1887, Mayor William Holmes Howland announced he would not run for a third term. While Howland spoke to Christian and temperance groups in other cities to extol the effects of his campaigns to reduce the availability of alcohol, the question arose as to who would continue his moral crusade and efforts to curb corruption at City Hall. The favoured candidate among the reformer set was rookie alderman Elias Rogers, a Quaker pro-temperance activist who was one of Toronto’s largest coal merchants.

Two other candidates emerged. Edward Frederick Clarke was a rookie Conservative member at Queen’s Park who published the Orange Sentinel newspaper. Unlike many Orangemen of the era, Clarke was seen as a broadminded man due to actions like allowing Irish Catholic activists to speak at the organization’s hall. Because he wasn’t a fervent temperance advocate, he was depicted by opponents as a friend of the saloon. Daniel Defoe was a veteran alderman who touted his long council experience but was handicapped by his Catholic faith in a very Protestant city—the best he could hope for was a spoiler role. Whoever became mayor needed to be, according to a Globe editorial, “a level-headed, painstaking, conscientious man of marked business ability.”

The campaign was well underway when official nominations were made during a raucous meeting at City Hall (now incorporated into the south St. Lawrence Market) on December 26. The loudest members of the overflow crowd were Clarke supporters, who jeered the other candidates and their nominators. Rogers received most of the verbal abuse, some of it deserved. Female electors were still a new concept—Ontario had granted spinsters and widows the vote in municipal elections in 1884—so Rogers pointed out those in attendance and indicated they were on his side. When a heckler yelled “How do you know they are?,” the Telegram noted that Rogers “knew they were on his side because the ladies were always on the right side.”

More troubling for Rogers were reports that he was the head of a “coal ring.” A series of exposes in the News written by Clarke ally and York West MP Nathaniel Clarke Wallace portrayed Rogers as the leader of a cartel who artificially inflated the price of coal in Toronto, failed to pass savings onto consumers after the federal government removed tariffs on the heating fuel, and conspired to drive competitors out of business. Rogers painted himself as a victim via a complicated explanation involving American coal combines, merciless railway companies, and forming his own ring as a protective measure.

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Cartoon depicting Elias Rogers and Edward Clarke, The News, December 31, 1887.

Despite increasingly lengthy explanations about the coal ring which convinced few voters, city churches and most of the press endorsed Rogers. Endless ink was devoted to depicting him as the best man to uphold Howland’s policies and continue the moral crusade against corruption and liquor. Papers like the Telegram were smug in their certainty of a Rogers victory, declaring that the defeat “will simply be extraordinary.”

The extraordinary happened. As the votes were tallied on January 2, 1888, Howland waited for the results at Rogers’ HQ and kept the crowd pepped up. When the early results showed Clarke in the lead, Howland urged people not to leave. By 9 p.m. the race was over—Clarke defeated Rogers by nearly 1,000 votes. Clarke appeared at the window of the News’ newsroom and gave his victory speech, where he declared his win as “not a triumph of the saloon, but a triumph of the moderate over the intemperate party.”

Clarke captured two key groups that Rogers’ backers had looked upon with condescension: labour and women. He pointed out his participation in and arrest during the printer’s strike of 1872 and utilized female canvassers. There were also signs that Torontonians were tiring of heavy-handed, puritanical laws enacted by the Howland administration, such as preventing the hiring of horses on Sundays. In his recently launched paper Saturday Night, E.E. Sheppard observed that people were exasperated by the increasing self-righteousness of Howland’s allies and by “sumptuary laws more arbitrary and intolerant than those which already exist and have been found unworkable.”

Besides Rogers, voters rejected the temperance bylaws on the ballot. They also rejected a ballot proposal to fund construction of a trunk sewer to improve city sanitation, a vote which falls into the great Toronto tradition of balking at spending money on needed infrastructure projects.

Additional material from Mayor Howland The Citizens’ Candidate by Desmond Morton (Toronto: Hakkert, 1973), Mayors of Toronto Volume 1 1834-1899 by Victor Loring Russell (Erin: Boston Mills Press, 1982), and the following newspapers: the December 23, 1887, December 26, 1887, and December 29, 1887 editions of the Globe; the December 24, 1887, December 26, 1887, and January 3, 1888 editions of the Mail; the December 24, 1887 edition of the News; the December 10, 1887 edition of Saturday Night; the December 27, 1887 and December 29, 1887 editions of the Telegram; and the December 27, 1887 edition of the World.

ADDITIONAL MATERIAL

globe 87-12-21 santa on trial editorial

Editorial item, The Globe, December 21, 1887.

tely 87-12-24 editorials

The Evening Telegram also weighed in on what clergymen in Boston felt about Santa.

news 87-12-21 st nick poem ad

A poetic attempt to use jolly old St. Nick to sell some merchandise, as found in the December 21, 1887 edition of the News.

Election Night Score Sheet, Get Yer Election Night Score Sheet

star 1960-12-05 election score sheet

Toronto Star, December 5, 1960.

I suspect there are devoted municipal election junkies who’d love a sheet like this at their fingertips this evening. Adjustments would be required for the present day: five minute increments on the chart would suit the rapid pace of the internet age (or two-and-a-half if your handwriting is as small as mine is). The suburban mayoral races of 1960 would be replaced with either key council battles or, for the truly dedicated, all 47…err…25 wards.

Voting rules had been adjusted so that most renters in the City of Toronto finally had the right to vote – the main qualifications were that you were 21 years old,  a “British subject,” and had resided in the city for a year. For some reason, 63,000 newly enfranchised tenant voters were unable to cast a ballot on the Sunday movie question (the results of which struck another blow to Toronto’s old Sunday blue laws).

In case you’re curious, here are the final results in the Toronto mayoral race from December 5, 1960:

Nathan Phillips: 81,699
Endorsed by the Telegram, the “Mayor of all the People” won his third straight term. His luck ran out in 1962.

Allan Lamport: 58,254
After half-a-decade as chair of the TTC, Lampy decided to reclaim the mayor’s office he held in the early 1950s. He was endorsed by the Star. He was defeated by Phil Givens in his final run for the top spot in 1964, but had a last hurrah as a reactionary councillor from 1966 to 1972.

Jean Newman: 31,999
The first woman to run for Toronto’s mayoralty, Newman was backed by the Globe and Mail. A councillor since 1954, she served as the city’s first female budget chief after topping the citywide vote for the Board of Control. Following an unsuccessful run for a provincial seat in 1962, she retired from politics.

Ross Dowson: 1,643
A perennial candidate and Trotskyist, Dowson ran for mayor nine times between 1948 and 1964.

Harry Bradley: 1,511
Bradley was another perennial candidate whose attempts to hold public office stretched back to a council run in 1928. In 1968, the Globe and Mail declared him “the city’s most unsuccessful civic candidate,” having lost all 35 elections he ran in (Unfortunately his final campaign in 1969 proved to be loss #36). Described as a “former lathe operator, civic employee and consultant on civic affairs,” Bradley’s vote totals ranged from 548 in 1928 to over 20,000 in 1950. He once told a reporter “I’ll continue to run until the undertaker gets me.”

Bradley’s 15-point platform for his 1960 mayoral run included a subway running from Hamilton to Oshawa (which one could argue was accomplished above ground with GO) to be funded by taxing breweries, and persuading one of the major oil companies to fund the construction of the new City Hall

“The last thing Harry Bradley could be called is politically apathetic,” observed Globe and Mail writer Harry Bruce. “For him no day of the year has ever held the excitement and promise of municipal election day. That is the day he has always risen in the council chamber and delivered the five-minute speech which is his right as a candidate. And this year, as a mayoralty candidate, the pleasure will be tripled because he will be allowed a 15 minute speech. No one who has heard him doubts his ability to speak publicly for a quarter of an hour.”

Bruce’s article also reprinted a verse Bradley wrote which was published by one of the city’s papers circa 1944, which Bruce felt was more appropriate in 1960:

I am old, I am bent, I am cheated
Of all that youth urged me to win;
But name me not with the defeated
For tomorrow again I begin.

star 1960-12-05 election score sheet headshots

Toronto Star, December 5, 1960. Top row features the Star’s team of Lee Belland (also on CFRB), Ray Timson (also on CFRB), Pierre Berton (also on CJBC), Ron Haggart (also on CJBC) and Mark Harrison (also on CBLT). Bottom row: Charles Templeton (moderating a panel on CJBC), Gordon Sinclair (CFRB), Jack Dennett (CFRB), Byng Whitteker (CJBC), and Don Sims (CJBC).

The score sheet appears to be a handy promotional tool for the Star‘s election night coverage, in conjunction with CFRB, CJBC (then part of CBC’s Dominion network, soon to became the local Radio-Canada outlet) and CBLT-TV. Combined, all four media outlets provided the all-star team of analysts and reporters pictured above. CJBC boasted that it offered seven remote locations for suburban politicians to be interviewed, to spare them the hassle of driving downtown (though candidates in East York and Leaside had to venture out to Scarborough to share their feelings about the evening).

Additional material from the November 18, 1960 and the September 12, 1968 editions of the Globe and Mail. Portions of this post originally appeared on JB’s Warehouse and Curio Emporium on October 17, 2014. Some references have been updated to reflect the political reality of 2018.

Vote Brillinger (The Druggist)

tely 1923-12-28 election ads brillinger the druggist

The Telegram, December 28, 1923.

Does being the first name atop a ballot help one’s political career? Likely not; otherwise Dobroslav Basaric would be among the critical contenders in the 2018 Toronto mayoral race. It didn’t aid Magnus Austin Brillinger (1882-1939) in the 1924 race for the two trustee positions up for grabs in Ward 6, which stretched from Parkdale up to his drugstore at St. Clair and Dufferin. When the votes were tallied on New Year’s Day, despite an endorsement from the Globe, he finished third behind future TTC chair W.C. McBrien and veteran board member Dr. John Hunter.

Better luck next year for the St. Clair Avenue West pharmacist, right?

Brillinger barely had time to mourn his loss. Hunter, who had intermittently sat on the board since 1894, intended to retire after the 1923 term, but friends convinced him he had another year in him. Hints were dropped that if he ran, he’d receive the chairmanship he long desired. The day after the election, rumours swirled that the job was no longer guaranteed, prompting an irritated Hunter to prepare a bombshell.

star 1924-01-04 hunter quits board

Dr. John Hunter, Toronto Star, January 4, 1924.

When the board meeting began on January 3, 1924, trustee John McClelland proposed that an open vote for chairman be held instead of the usual secret ballot. McBrien seconded the motion. The board’s solicitor shot down the motion, advising the vote had to be confidential. No candidate won the first ballot, or the second. When the third showed Hunter in last place, he withdrew his name, left a letter on the table, wished everyone a happy New Year, and left the room. Another trustee lamely covered for Hunter’s sudden exit, claiming he had to attend to a patient.

After taking care of other communications, Hunter’s letter was read. He thanked Ward 6 voters for their support, then noted the circumstances which made him decide to run for one more term, including his belief that he had trustee support to become chairman. He noted the heavy responsibilities that came with running the board.

“However,” he wrote, “as neither the honor nor the heavy obligations have come to me, I desire to ask the electors of Ward No. 6, provided my successor can be appointed without putting the city to the expense of an election, to accept my resignation as your representative on the board of education, and for the latter, as soon as it can legally do so, to accept my resignation and to appoint another.”

After the letter was finished, there was a moment of silence before Hunter’s resignation was accepted. Two days later, the Globe concluded that Hunter’s fault “was that he did not see eye to eye with the controlling clique on the board.”

star 1924-01-05 full editorial backing brillinger

Editorial, Toronto Star, January 5, 1924.

Who would replace Hunter? Several candidates were suggested, including the runner-up in Ward 8, a much smaller ward which included East Toronto and would have had three reps on the board compared to one from Ward 6. This didn’t sit well with community groups or the daily papers, who felt Brillinger deserved the honour. “What we want is British fair play for a good citizen. We want the position given to the man who was the runner-up in a hard-fought contest,” noted A. Greenhill, president of the Ward 6 Ratepayers ‘Association. “We want justice, not politics, to decide this matter.”

The Globe outlined Brillinger’s positives:

Among the considerations one hears urged in favour of Mr. Brillinger is the fact that he was the first president of the local ratepayers association, and the other fact that in his earlier manhood he served half-a-dozen years as a lay missionary in China—an experience that should mean much in the way of training for self-sacrificing public duty.

Aside: Brillinger first came to public notice in 1911, while he served as a Methodist missionary in China. When the Railway Protest Movement, a precursor to the Xinhai Revolution which toppled the Chinese monarchy, broke out in September, missionaries in outlying areas of Szechuan province were ordered to concentrate in Chengdu. Brillinger was among the 160 Canadians and their families on missionary work in the area—among the others were the family of future Ontario CCF leader Ted Joliffe. Brillinger was asked by Methodist officials to send cables from Chongqing updating the situation. Several of these were published on the front pages of Toronto’s newspapers, providing reassuring messages such as “everything decidedly more hopeful.”

On January 17, 1924 Brillinger was appointed to fill the Ward 6 vacancy. The Globe reported that he “remarked facetiously that in view of the publicity given the proceedings of the board recently he did not know whether his appointment was a matter of congratulation of for commiseration.”

Brillinger stayed on the board for the next 15 years, often winning the largest vote count among B of E candidates. He was regarded as a solid trustee, even if some were annoyed by his heavy use of board cars. He filled in as chairman for two months in 1930 following the death of Dr. W.R. Walters. Vowing to stay the course during his short tenure, Brillinger noted he was liberal enough to consider all suggestions, no matter from what source, and conservative enough to believe that all changes were not for the better.”

gm 1939-07-15 brillinger obit

Globe and Mail, July 15, 1939.

Though his health declined during the late 1930s, Brillinger found it difficult to settle into retirement. He sold his pharmacy at 1162 St. Clair West in 1938, got bored, and went into the insurance business. He was visiting his old store on July 14, 1939 when he suffered a fatal heart attack. Trustees, including future mayor William Dennsion, served as pallbearers at his funeral.

Additional material from the January 4, 1924, January 11, 1924, January 18, 1924, and October 22, 1930 editions of the Globe; the July 15, 1939 edition of the Globe and Mail; and the September 7, 1911, September 13, 1911, January 2, 1924. January 4, 1924, January 5, 1924, and January 10, 1924 editions of the Toronto Star. Portions of this piece were originally published on JB’s Warehouse and Curio Emporium on October 23, 2014.