The Eglinton Subway We Almost Had

This installment of my “Retro T.O.” column for The Grid, which launched the series, was originally published online on March 20, 2012. As the original introduction put it, “introducing Retro T.O., a new series where we revisit key moments in recent Toronto history that still reverberate today.”

Sticklers may notice I’m not republishing these in any particular order. You may continue to stickle (which turns out to be a word!)

ts 95-07-21 editorial cartoon

Cartoon by Patrick Corrigan, Toronto Star, July 21, 1995.

To those assembled at the corner of Black Creek Drive and Eglinton Avenue, August 25, 1994 was a great day for the future of Toronto transit. A group of shovel-wielding dignitaries led by Ontario Premier Bob Rae broke ground on the Eglinton subway, a project that had been discussed for nearly three decades. Rae, whose York South riding would be served by the 4.7-kilometre, five-station line running from Black Creek Drive to Allen Road, touted the thousands of construction jobs required to build the subway before its planned opening in 2001. City of York officials were all smiles, especially Mayor Fergy Brown, who told reporters he was “busting my buttons with pride” that the municipality finally had its own rapid-transit system. If all went well, the future promised an extension from Black Creek to Pearson International Airport.

Despite the enthusiasm of the line’s backers, opposition rose from the Eglinton West Subway Committee, a group of businesses dreading the impact of construction on their livelihoods. Their fears echoed those expressed in response to every large-scale transit project Toronto has ever built, such as the “St. Clair Disaster.” “We’ll have a loss of parking,” local resident Elaine Chee told the Star. Fearing “traffic jams, noise and dust,” Chee believed the disruption would create a “loss of business and loss of jobs.”

Though work moving utilities and digging Allen station caused some headaches, fears of a neighbourhood apocalypse were unfounded. On July 21, 1995, the new Progressive Conservative government announced $1.9 billion in cuts to education, infrastructure, job training, and social services. Among Minister of Finance Ernie Eves’ statements: “We will proceed with transit projects in a phased approach, beginning with the Sheppard line in Toronto. We are deferring the Eglinton West project until the province and Metro Toronto have sufficient funding to proceed.”

ts 95-07-22 tories cancel eglinton line

Toronto Star, July 22, 1995. Click on image for larger version.

The preservation of the more expensive Sheppard line struck some observers as purely political, as if the Tories gave Rae the finger and punished City of York voters for rejecting the party at the polls. By contrast, voters along the Sheppard line provided the new government with its attorney-general, Charles Harnick. It didn’t hurt that Sheppard’s loudest booster, North York Mayor Mel Lastman, was a longtime Tory. Provincial officials who insisted that the Eglinton line was merely hibernating sounded as convincing as a dead parrot pining for the fjords.

The deferral sat poorly with recently elected City of York Mayor Frances Nunziata, whose municipality was left with a $50-million hole in the ground. With the support of councillors she usually fought with, Nunziata pressed the province to honour all existing contracts for the subway before mothballing it. Local coalitions that fought the subway gave way to groups working to save it, led by businesses worried about the impact of growing traffic jams along Eglinton.

While officials in York were livid, next door in Etobicoke, Mayor Doug Holyday took the cut in stride. Believing the cuts in general were a positive thing, he felt slashing Eglinton was a fact of life necessary to compensate for NDP overspending. “There is a time when we will want to see the subway go all the way to the airport,” he told the Star, that time being when money was available.

Little did Holyday know he’d wait almost two decades for that money to appear.

Additional sources: the August 25, 1994, August 26, 1994, and July 22, 1995 editions of the Toronto Star.

ADDITIONAL MATERIAL

ts 94-08-25 eglinton groundbreaking

Toronto Star, August 25, 1994.

Similar concerns have occurred over the course of the construction of the Eglinton Crosstown LRT line, especially through Little Jamaica.

sun 94-08-26 eglinton subway

Toronto Sun, August 26, 1994.

ts 94-08-26 groundbreaking

Toronto Star, August 26, 1994.

sun 95-07-21 subway protest

Toronto Sun, July 21, 1995.

gm 95-07-21 nunziata fears subway closure

Globe and Mail, July 21, 1995.

gm 95-07-22 eglinton deferred

Globe and Mail, July 22, 1995.

sun 95-07-22 editorial

You could play mad libs with this Toronto Sun editorial from July 22, 1995.

gm 95-08-04 john barber

Globe and Mail, August 4, 1995.

When Mel Freezes Over

As I no longer have a copy of this story as it originally appeared on The Grid’s website in early February 2013, this post is based on the draft I submitted for publication.

covertwo

Toronto Sun, January 15, 1999.

“It might have people across this country shaking their heads, even rolling their eyes,” Peter Mansbridge observed while introducing the January 13, 1999 edition of The National. To some Canadians, Mel Lastman’s plea for military assistance to help Toronto cope with a record-breaking month of snowfall confirmed their view of the country’s largest city as a magnet for spoiled, whiny wimps.

By the time Lastman requested help, Toronto had endured 84 cm of snowfall over the first two weeks of 1999, with 21 cm alone coming down on January 13. The deepening accumulation, combined with gusty winds and cold temperatures led to chaos. Clogged switches delayed GO service, drifting snow covered the third rail of exposed subway lines, and the Scarborough RT proved its uselessness in inclement weather. TTC chief general manager David Gunn recommended people stay home, as chances were “poor to nil” that closed subway sections would operate for several days. Snowplows barely made a dent on roads as the white stuff continued to fall.

ts 99-01-14 front page

Toronto Star, January 14, 1999.

“I’m petrified of what could happen,” Lastman told the press. “You come to a point where you can’t push it back any more. Then no cars move. I want to have (the army) ready in case there’s 25 cm of snow.” Lastman had recent precedents: troops were called in for assistance during the Red River flood in Manitoba in 1997 and the ice storm that paralyzed eastern Ontario and Quebec in 1998.

The next morning, four Bison armoured personnel carriers arrived at the former Downsview military base from CFB Petawawa to await use as emergency ambulances. While reservists shoveled out bus shelters and fire hydrants, 420 regular troops were placed on standby. They spent most of their time relaxing around the old base by rehabbing an old gym basement bowling alley, playing cards, and practising snowmobile manoeuvres for a future Arctic posting. One officer who had assisted with the ice storm cleanup told the Star that “it’s kind of hard just sitting here when you want to help.” Lastman told the troops that “it’s better to be safe than sorry…I don’t believe you want to wait until people are possibly gonna die.”

ts 99-01-15 editorial cartoon

Cartoon by Patrick Corrigan, Toronto Star, January 15, 1999.

Torontonians coped with the situation in varying ways. Commuters stuck downtown booked hotel rooms and made Eaton Centre merchants smile. Cotton Ginny reported a run on nightgowns, while Shoppers Drug Mart was packed with people stocking up on bathroom essentials. Rentals at the Yonge-Wellesley Rogers Video more than doubled. Meals on Wheels provided extra food to clients in case they were forced to close. Municipal and transit employees racked up overtime, with some snow removal employees sleeping in temporary trailer camps. There were the expected idiots: one man was charged after being caught drunk snowmobiling along the Don Valley Parkway.

melfreeze1

Toronto Sun, January 14, 1999.

As the city dug itself out, several city councillors questioned Lastman’s actions and lamented that he didn’t consult them. Lastman didn’t call an emergency council meeting out of fear of the speeches his colleagues might make. “The press would have been there, and what they would have been saying I don’t know. Some of them would have been absolutely out of it.” The mayor believed he was the only person who cared about the welfare of the entire city instead of specific wards, He never regretted his actions. “We arranged it so that senior citizens could go around the corner to get milk,” he boasted to the Star a decade later.

melfreeze2

Toronto Sun, January 14, 1999.

By the time the month was over, Toronto endured a record-breaking 118 cm of snowfall. Councillor Jack Layton found the storm “a teaching lesson in municipal arrogance” due to the city’s complacency. Eye Weekly noted that the previous fall, council’s urban environment committee voted against budgeting an extra $28 million to clear windrows. Up to $70 million was spent on clean-up, more than double the annual $32 million snow clearing budget.

Eye columnist Donna Lypchuk had fun with the charges that Torontonians were wusses when it came to snow. “Torontonians get a little touchy the minute they see a snowflake,” she observed. “Like little robots, they go outside, see their cars covered with snow, make a phone call and then drop back into bed with complete resignation.” She felt the exhaustion of those battling the storm could have been avoided by just letting the snow melt on its own.

Lypchuk’s conclusion? “I think it’s time Torontonians familiarized themselves with important Canadian concepts, such as snow. During the winter, snow is going to fall from the sky. This is not a scary, unusual thing. It is normal. Respect the snow and be prepared.”

ADDITIONAL MATERIAL

melcover

Toronto Star, January 14, 1999.

Confession time: I’m drawing a blank as to what I did during the Snowmageddon of January 1999.

I definitely experienced it. I was living in Guelph, working at the campus paper. Given the regular dumpings Guelph received, the storm likely didn’t seem unusual. It was probably just another snowy day, albeit one with greater accumulation. My guess is that either I curled up with a pile of library books or headed over to the Ontarion office to work, surf the net, or play endless games of Civilization II. It was around this time that staff relations within the office settled into a permanent deep-freeze, sparked by deep disagreements about the cover of that week’s issue. The only story about the storm in the following week’s edition noted there were no plans to shut down the U of G campus, and that students were encouraged to take advantage of increased Guelph Transit service as parking lots turned into mountains of cleared snow.

As for Lastman’s call for the army—it was Mel. Given his bombastic style, it would have been hard not to expect anything else.

suntoon

Toronto Sun, January 16, 1999.

After hearing all the jokes made about the situation over the years, reading about the circumstances at the time makes it clear action was needed. The factor that seems to be forgotten is that Toronto was already buried under an unusually large amount of snow. The forecasts for the storm that prompted Lastman to call in the troops didn’t look promising, and city services were already strained. And he did have the examples of military involvement in other natural disaster over the previous two years. The laughs at Toronto’s expense seem partly a natural reaction against the centre of the universe, and partly out of little comprehension of how badly the city’s infrastructure, especially for commuters, was affected. I was really struck by CBC archival clip’s depiction of a Meals on Wheels run, where deliverers provided extra food to clients in case the service had to be suspended.

donato-cartoon

Cartoon by Andy Donato, Toronto Sun, January 14, 1999.

I also checked out the Sun’s coverage. The front page on January 14, 1999 bluntly echoed TTC chief general manager David Gunn’s advice: “STAY HOME.” It also introduced the paper’s method of measuring the snowfall: the “Mel freezes over” infographic, which used Lastman’s height as a yardstick for how much snow fell that month.

On the editorial page, a list of snow-related mottos was devised to replace the new official motto the paper loathed, “Diversity our strength.”

Toronto—The city under North York
Toronto—Home of the squeegee kid, until you need one.
Toronto—Our mayor shovels it better than your mayor.
Toronto—Beware of drive-by plowings.
Toronto—Don’t even think about parking here.
Toronto—Where snow melters go to die.
Toronto—Where snowballs have a chance.
Toronto—Apocalypse Snow.
Toronto—Home of the two-hour cab wait.
Toronto—It’s not as bad as Buffalo, but we’re working on it.
Toronto—Where “The Better Way” is walking.
Toronto—We’d rather be in Florida.
Toronto—The flake by the lake.
Toronto—As pure as the driven slush.
Toronto—Home of Pearson Airport—you can check in anytime you like, but you can never leave.
Toronto—Plow me.

ts 99-01-17 cartoon

Cartoon by Dusan Petricic, Toronto Star, January 17, 1999.

Meanwhile, back over in the Star, it was interesting to read how angry councillors were over the lack of consultation from Lastman. Among the miffed was Frances Nunziata. “I sent a letter to the Mayor January 6 with a number of recommendations,” she told the paper. “I didn’t get any response, or even an acknowledgement.” According to Michael Prue, who represented East York, councillors were “taking all the crap because Mel Lastman tells (the public) that everything’s wonderful and everything’s being fixed and I get phone call after phone call that it’s not that way.”

Sources: the January 21, 1999 edition of Eye Weekly, January 19, 1999 edition of the Ontarion, the January 14, 1999, January 15, 1999, January 16, 1999, January 17, 1999, and January 11, 2009 editions of the Toronto Star, and the January 14, 1999, January 15, 1999, and January 16, 1999 editions of the Toronto Sun.

Across This City With Stompin’ Tom

Originally published on Torontoist on March 7, 2013.

“People say Stompin’ Tom’s sound ain’t culture, and I say it’s real,” Toronto Mayor David Crombie declared when he handed the Canadian music icon the Best Male Vocalist award at the 1973 Juno Awards. While some critics found Stompin’ Tom Connors corny, devoted fans like Crombie were drawn by his colourful, good-humoured songs and relatable lyrics. For Connors, who passed away yesterday, 1973 was a banner year, with many of its highlights occurring in Toronto.

“If you can’t identify with one of Connors’s work songs because you’ve never picked potatoes or crewed on a coal boat,” Robert Martin observed in the Globe and Mail following a January 20, 1973 Massey Hall concert, “he’ll get you with one about that small town you grew up in or lived in for awhile.” Connors’s work could also evoke big-city life, as in songs like “To It and at It” (later used for SCTV’s classic parody of Goin’ Down the Road) or “TTC Skidaddler.”

Connors spent the early part of 1973 waiting for confirmation of a proposed Labour Day headlining show at the CNE Grandstand. One problem: the CNE board of directors had to approve performers, and half of them had never heard of Connors. As he waited, Connors turned down other potentially conflicting gigs, including a telethon. Depending on the source, in April he was offered either a “Maritime Day” show on August 17 at the CNE Bandshell or the opening-act slot for American country star Charley Pride on August 29. Either way, he would receive $3,500, nearly 10 times less than Pride was getting.

“I must decline this offer as a protest of the way the Canadian entertainers are treated by the CNE and other exhibitions in Canada,” Connors told the press on April 24. “It means something to every Canadian performer to appear at the CNE, but there are a lot of fogeys around who listen to one kind of music. They should make it their business to know what’s going on.” His action signified his ongoing support for Canadian musicians, another aspect of which was his Boot record label, which existed in an office above Gryfe’s Bakery on Bathurst Street.

Two weeks later, Metro council’s executive committee asked the CNE to present 60 per cent Canadian headliners. CNE management claimed that its entertainment was as much as 95 per cent CanCon, but that total encompassed all forms of live performance. The political pressure and Connors’s stance worked. That fall, CNE officials agreed to place more emphasis on domestic headliners.

Meanwhile, a series of concerts Connors played at the Horseshoe Tavern in mid-May were filmed for the documentary Across This Land With Stompin’ Tom. The film captured the strong rapport he’d developed with his audience, and was sprinkled with guest acts, animation, and vintage footage of TTC streetcars. Ontario Place audiences caught Connors in IMAX during a segment of Catch the Sun at the Cinesphere, or in person during an August performance at the Forum.

tspa_0039988f_640px

The televised wedding of Lena Welsh (being interviewed by Elwood Glover) and Stompin’ Tom Connors, November 2, 1973. Photo by Frank Lennon. Toronto Star Photo Archive, Toronto Public Library, tspa_0039988f.

In early September, Connors announced that he was getting hitched to long-time girlfriend Lena Welsh. The ceremony aired live on CBC television during the November 2 edition of Elwood Glover’s Luncheon Date. Around two million viewers watched the wedding, which was broadcast from the basement of the Four Seasons Motor Hotel on Jarvis Street. Connors wrote a song for the occasion, “We Traded Hearts Today.” Guests included Polaroid-snapping New Brunswick Premier Richard Hatfield and Gaet Lepine, the Timmins bartender who launched Connors’s career in 1964 when he asked the performer to sing to pay off a nickel beer debt. Following a lobster buffet, the wedding party went to the Imperial Six cinema on Yonge Street (now the Ed Mirvish Theatre) for the premiere of Across This Land With Stompin’ Tom. The party moved to the Holiday Inn on Chestnut Street (now a University of Toronto residence) before the newlyweds departed for a 10-week honeymoon. The marriage endured until Connors’s passing.

Sources: the January 22, 1973 edition of the Globe and Mail; and the January 20, 1973; March 14, 1973; April 18, 1973; May 9, 1973; May 16, 1973; September 3, 1973; and November 3, 1973 editions of the Toronto Star.

Goin’ Down the Davenport Road

Originally published on Torontoist on July 8, 2011.

 

20110707plaques2

Unveiling the Davenport Road plaques are (left to right) executive director of Heritage Toronto Karen Carter; heritage advocate Jane Beecroft; Councillor Kristyn Wong-Tam; Mississaugas of the New Credit First Nation Chief representative Carolyn King; Greater Yorkville Residents’ Association president Gee Chung; and heritage advocate Shirley Morriss. Photo by Jamie Bradburn, July 2011.

Waves from a glacial lake once lapped along it. When the water receded, the winding path at the bottom of the escarpment left behind proved an ideal path for local aboriginal peoples to travel between the Toronto Carrying Place along the Humber River and the Don River to the east. After Europeans arrived, the trail became a route for farmers to bring their goods to the city and a vital link for growing villages like Yorkville and Carlton. While the rest of downtown adopted a straight grid pattern, the old route kept its curves, though numerous widening and paving projects allowed for vehicles, from streetcars to bicycles.

The long history of Davenport Road is now commemorated in Frank Stollery Parkette at the road’s eastern terminus, through a trio of pillars prepared by Heritage Toronto.

20110707davenport

Davenport, the house of Colonel Joseph Wells, east of Bathurst Street and north of Davenport Road, Toronto, circa 1900. Archives of Ontario, Item F 4436.

The road derived its name from Davenport, a home built in 1797 by military officer John McGill, who reputedly named it after a major stationed at Fort York. Located in the vicinity of the northeast corner of Bathurst and Davenport, the home was said to possess an amazing view of the town of York. When the property was bought by Joseph Wells in 1821, the original house was demolished and replaced with the structure shown above. Wells, a former military officer, also served as a legislator, a bank director, and, until forced to resign due to financial improprieties, the treasurer of Upper Canada College. His eldest son, George Dupont Wells, inspired the names of several nearby roads, including Dupont Street and Wells Hill Avenue.

20110707dav1895

Canadian Pacific Railway crossing Davenport Road from north, 25 yards distant, circa 1895. City of Toronto Archives, Fonds 200, Series 376, File 1A, Item 3.

During the 19th century, the old trail slowly took on the characteristics of a modern road. To finance improvements, a series of toll booths were set up along Davenport, one of which survives as a museum at the northwest corner of Bathurst and Davenport. By the end of the century, railways and streetcar tracks crossed the road.

20110707ardwold

Gate to Ardwold, Davenport Road, circa 1909. City of Toronto Archives, Fonds 1244, Item 3138.

Mansions that sat along or above Davenport, such as Casa Loma, had their own access points to the road. This picture shows a gate for Ardwold, the home of Eaton’s department store president Sir John Craig Eaton. Built in 1909, Ardwold remained in the family until it was demolished in 1936. The name lingers on through the residential street built on the property, Ardwold Gate.

20110707muddydav

Car on muddy Davenport Road east of Bathurst Street, 1910. City of Toronto Archives, Fonds 1244, Item 42B.

As automobiles took over city streets in the early 20th century, the muddy nature of roads like Davenport posed problems, especially when snow thawed. Given the deep ruts, we wonder if the vehicle’s occupants eventually required a tow.

20110717hillcrestpark

Hillcrest Park, Bathurst Street and Davenport Road, circa 1911-1912. City of Toronto Archives, Fonds 1244, Item 8213.

For a short time around the First World War, horse racing fans congregated at the southwest corner of Bathurst and Davenport to place their bets at Hillcrest Park. The notes for this photo from the City of Toronto Archives debate whether the crowd has gathered for the opening of the track in 1912 or the ribbon-cutting for the newly graded section of Bathurst Street to the north.

20110707davgarage

Davenport Garage under construction, looking northwest, July 6, 1925. Photo by Alfred Pearson. City of Toronto Archives, Fonds 16, Series 71, Item 3888.

The horses were soon replaced with transit mechanics. Soon after its formation in 1921, the TTC (then known as the Toronto Transportation Commission) purchased the site and transformed it into the main repair complex for its streetcar fleet. A garage for buses was built along the Davenport side of the property in 1925.

20110707davdov

Dominion Bank branch at the corner of Dovercourt and Davenport Road, circa 1947. City of Toronto Archives, Fonds 200, Series 372, Subseries 3, Item 1430.

Though its use has changed over time, the front of this former branch of the Dominion Bank still bears the name of the intersection.

20110707davdupont

Traffic jam at intersection of Davenport Road and Dupont Street, June 20, 1957. City of Toronto Archives, Fonds 1653, Series 975, File 2434, Item 34560x-4.

By the 1950s, traffic volume caused rush-hour backups at the intersection of Davenport and Dupont that required the assistance of Toronto’s finest. On the left is the Sign of the Steer restaurant, a European-style steakhouse that hosted banquets and receptions for Toronto’s well-to-do.

20110707sots

Sign of the Steer restaurant, 1955. City of Toronto Archives, Fonds 1257, Series 1057, Item 504.

Owner Hans Fread hosted the CBC’s first cooking show, Hans in the Kitchen, from 1953 to 1954. The former lawyer was a bitter man when he closed the 600-seat restaurant in June 1960, placing the blame on Ontario’s “stupid liquor laws.” He especially blamed Premier Leslie Frost’s wife for persuading her husband not to relax regulations that prevented Fread from serving drinks after 11:30 p.m. on Saturday and all day Sunday. (Mrs. Frost claimed to have no influence on the premier in such matters, and noted that Fread’s claims were “one for my scrapbook.”) Fread soon moved to Winnipeg, where he found far better eats than were served in the Toronto restaurants that catered to “Lady Plushbottoms.” As Fread told the Star: “Torontonians like cubbyhole restaurants. They think a candle on the table makes good atmosphere…Instead of service, we offer our guests a short course in sobriety.”

20110707davcycling

Davenport Road, looking west from Howland Avenue, July 1958. City of Toronto Archives, Fonds 200, Series 372, Subseries 100, Item 284.

Long before a bike lane was first installed on Davenport in the mid-1990s, cyclists enjoyed its non-grid meanderings. Modern cyclists can take a rest in front of the new plaques and contemplate the past, the lives lived on the route they just followed.

Sources: Spadina: A Story of Old Toronto by Austin Seton Thompson (Toronto: Pagurian Press, 1975), Toronto Street Names by Leonard Wise and Allan Gould (Willowdale: Firefly Books, 2000), and the June 29, 1960, and October 17, 1960 editions of the Toronto Star.

Ardwold and Ardwold Gate

This installment of my “Ghost City” column for The Grid was originally published on February 19, 2013.

ardwold 1912

Ardwold, 1912. City of Toronto Archives, Fonds 1244, Item 3087.

Things were going well for John Craig Eaton as the first decade of the 20th century ended. He inherited ownership of the family department store following the death of his father, Timothy, in 1907. His wife, Flora, was developing a reputation as a cross-Atlantic socialite. With his elevated social status and growing family, Eaton decided to build a grand mansion.

In January 1909, he purchased an 11-acre estate on Spadina Road north of Davenport Road that possessed a great view of the city and lake. Wanting to keep the purchase price discreet, he delivered a valise filled with $100,000 worth of bills to the bank to close the deal. His new home joined a collection of neighbouring fine residences, including Rathnelly, Spadina, and the under-construction Casa Loma. Eaton hired A.F. Wickson to design a 50-room home inspired by English and Irish country homes of the early Stuart era. The residence was dubbed Ardwold, which was gaelic for “high green hill.”

f1231_it2072_small

Entrance to Ardwold, Eaton family residence, Spadina Road, September 18, 1929. City of Toronto Archives, Fonds 1231, Item 2072.

Built between 1909 and 1911, Ardwold included 14 bathrooms, an elevator, Italian-inspired gardens, and an indoor swimming pool connected by a basement tunnel. The centrepiece was a two-storey great hall outfitted with a pipe organ that Eaton frequently played. When Eaton introduced the family to the completed home upon their return from a long European tour, his two-year-old son John David moped at the bottom of the grand staircase. “I don’t like this hotel,” he cried. “I want to go home.” Perhaps the boy reacted to what architectural historian William Dendy described as the home’s “air of empty pretentiousness.”

When the family fell ill, they used the on-site hospital room, which could be converted to an operating room during emergencies. Unfortunately, Eaton spent much of the last two months of his life there before dying from pneumonia in March 1922. His wife, by now Lady Eaton, spent little time at Ardwold afterwards, preferring to reside in Europe, Muskoka, or in Eaton Hall near King City.

ardwold wedding parade

Wedding fashion parade at Ardwold, circa 1926. City of Toronto Archives, Fonds 1244, Item 1855.

By 1936, Lady Eaton thought it was “wasteful” to maintain the property. Telling the Star that it was “too large for the needs my family,” she demolished the house. Eaton family biographer Rod McQueen believed that “such a destructive approach can only be described as desecration, or at best, wildly eccentric.” Dynamite was required to bring down the thick walls. While some furnishings were moved to Eaton Hall, the rest were auctioned off. Only elements like a stone-and-wrought-iron fence survived.

After considering an apartment building, real-estate agent A.E. LePage subdivided the property along a new road, Ardwold Gate. “We plan to develop the whole 11-acre area with homes of Georgian design to harmonize, as is done in many of the finer residential sections of England,” LePage told the Star in 1938. The average cost of the new homes was $30,000, or just under $500,000 in today’s dollars when adjusted for inflation.

ts 38-05-20 plan for homes at ardwold gate

ts 38-05-20 plan for homes at ardwold gate article

Toronto Star, May 20, 1938.

The community became an exclusive residential enclave for well-heeled businessmen. Among them was George Beattie, an Eaton relative whose career with the department store ended over an expletive-filled argument. Nursing a grudge, Beattie watched gleefully when Ardwold was demolished. Soon after buying a home on Ardwold Gate in 1947, he peed on one of the remaining cornerstones of the old house.

Residents engaged in several battles to maintain their peace during the 1970s. After initially approving the nearby placement of the Spadina Expressway, they joined the opposition against the freeway. As construction began on the Spadina subway line in 1973, they feared their homes would be damaged by vibrations similar to those that inconvenienced home owners along the recent extension of the Yonge line north of Eglinton Avenue. (The problem was reputed to be thin tunnel shields.) In April 1977, residents pressured City Council to reject a proposal to build non-profit housing units for 14 families along Ardwold Gate on land that had been reserved for the freeway; those who feared that the project would ruin the neighbourhood jumped into full reactionary mode. One complaint the City received observed that such housing “contributes to the general weakening of our democratic system.” The proposal was defeated and, as a Globe and Mail editorial observed, residents could sleep easily without worrying about sharing the neighbourhood “with people who didn’t own even one Mercedes.”

The street remains a quiet residential cul-de-sac. Among its notable homes is the Brutalist concrete residence designed for Harvey’s founder Richard Mauran at 95 Ardwold Gate. The home was the final project of architect Taivo Kapsi, who was killed in an encounter with trespassers on a friend’s property near Lake Wilcox during the summer of 1967. Finished the following year, the heritage-designated site includes impressions left in the concrete by construction boards.

Additional material from Lost Toronto by William Dendy (Toronto: McClelland & Stewart, 1993), The Eatons by Rod McQueen (Toronto: Stoddart, 1999), the April 14, 1977 and April 18, 1977 editions of the Globe and Mail, the June 2, 2012 edition of the National Post, the February 26, 1936, July 3, 1936, May 20, 1938, May 4, 1970, and February 10, 2001 editions of the Toronto Star, and the March 1999 edition of Toronto Life.

ADDITIONAL MATERIAL

Ardwold Estate. - [ca. 1920]

Ardwold, circa 1920. City of Toronto Archives, Fonds 1244, Item 3016.

Lady Eaton’s description of the area which surrounded Ardwold, from her book Memory’s Wall (Toronto: Clarke, Irwin & Company, 1956):

We had agreeable neighbours around us at Ardwold, and several of them became our good friends. Probably we came to know each other better because of the rather isolated community we formed. St. Clair Avenue was not paved, of course, and often vehicles sank down to their axles in the mud. A very rickety old bridge crossed the ravine on Spadina Road, which was the street giving main access to Ardwold, and the few other big houses on “the hill.”

ts 77-04-14 editorial

Toronto Star, April 14, 1977.

gm 77-04-18 editorial

Globe and Mail, April 18, 1977.

Two editorials on the failed subsidized housing proposal – an issue still playing out in neighbourhoods across the city.

That Sophomore Season

Originally posted as a Historicist column on Torontoist on June 14, 2008. Due to the low quality of images that were used in the original post, as well as relevant material I’ve gathered over the past decade, new ones have been substituted.

1978 blue jays spring training page 1 small

’78 Toronto Blue Jays Scorebook Magazine, Volume 2, Number 4.

Stories about the early days of the Toronto Blue Jays tend to focus on their debut in 1977, highlighted by a snowy opening day. Despite a mixture of cast-offs, free agents, and untested rookies that landed the team in the basement, the Jays quickly generated a fan base and set an expansion record of 1.7 million attendees at Exhibition Stadium. The Toronto Star‘s Jim Proudfoot summed up their maiden voyage:

Nothing was allowed to spoil the blissful excitement of Toronto’s first season in the American League. Criticizing our beloved Blue Jays simply wasn’t permitted. Their laughable blunders and glaring deficiencies were forgiven as cute idiosyncracies, inevitable and easy to accept with an expansion team in its infancy. This was a genuine romance; those in love perceived no flaws in the object of their adoration. A first baseman would drop a routine toss from shortstop and the spectators would chuckle indulgently. They bought the Jays’ message totally, even after it began to sound like a cracked record: you can’t expect too much from us, so be patient.

But what about the Jays’ second act?

None of the local papers predicted great things for the Jays in 1978 as all of the papers envisioned another last place finish. Ken Becker of The Toronto Sun felt that “the bottom half of their batting order still looks anemic.” Allen Abel of The Globe and Mail was the most succinct: “Sigh.”

1978 blue jays spring training page 2 small

More shots from spring training. ’78 Toronto Blue Jays Scorebook Magazine, Volume 2, Number 4.

Over the course of spring training, the team added home run power with the acquisition of designated hitter Rico Carty from the Cleveland Indians and first baseman John Mayberry from the Kansas City Royals. Another addition was a $2.5 million scoreboard, the most expensive to date in baseball. Requiring a crew of six to operate it, the 23-foot by 38-foot board was able to produce 16 shades of colour and display photos generated from 35mm slides and 16mm film. The cost was covered through 15-second ads, with the initial clients including Pepsi, Benson and Hedges, Hiram Walker and team investor Labatt’s Brewery.

1978 blue jays spring training labatt small

Don’t even think of drinking a stubby at the old ball game. ’78 Toronto Blue Jays Scorebook Magazine, Volume 2, Number 4.

The scoreboard was the only place fans could legally gaze at alcohol during games, as the team waged a battle with the provincial government over selling beer in the stadium. Tracking the issue over the season revealed much hesitancy from Queen’s Park, especially from Minister of Consumer and Commercial Affairs Larry Grossman, who was personally opposed to the matter and worried about the bad behaviour of rowdy fans. Hearings were held in April after a concessionaire proposed setting up a segregated area to serve alcohol. Opponents ranged from temperance groups to cab drivers, the latter worried about running into drunk drivers roaming the streets of Parkdale. The Star noted the testimony of cabbie Bill Zock, who felt that “Parkdale in general already has a drinking problem…there is an overabundance of licensed drinking establishments and an overabundance of people with chronic drinking problems.” A cabinet shuffle in October saw Frank Drea take over Grossman’s portfolio, with a firm vow that beer would never be sold at games. Not until July 1982 did Premier Bill Davis step in and allow beer sales, though Grossman (by then Minister of Health) still frettied about other fans vomiting on his children.

1978 blue jays ttc

’78 Toronto Blue Jays Scorebook Magazine, Volume 2, Number 4.

On the other hand, potentially tipsy fans (or the large number that smuggled in their liquid requirement) could have relied on public transit to head home. When ridership numbers from opening day were released, TTC Commissioner Michael Warren was proud that the target of 50% of fans arriving at the ballpark via TTC or GO was reached. A plan was devised for certain high attendance games so that 83 extra vehicles would be placed in service for fans, while police rerouted traffic in the vicinity of Exhibition Place, forbidding left turns off major routes like Bathurst Street.

2008_06_14shopperslarge

Toronto Star, April 10, 1978.

The season opener in Detroit was delayed by rain. This might have been an omen as the Jays lost to the Tigers, the first of 102 defeats. Starter Dave Lemanczyk, predicted to be the staff ace, lost his first seven decisions and wound up with a 4-14 record. The home opener was a happier affair, a 10-8 victory over Detroit on April 14. No snow was sighted in the stands.

tspa_0085644f small

Pierre and Sacha Trudeau visit the umpires and (Blue Jays coach Bobby Doerr?), April 22, 1978. Photo by Dick Loek. Toronto Star Photo Archive, Toronto Public Library, tspa_0085644f.

Despite the team’s poor on-field performance, most of the booing from the stands was directed at political figures and anthem singers. When Prime Minister Pierre Trudeau, accompanied by his sons, threw the first pitch on April 22, he was greeted with jeers, perhaps an early sign the next federal election campaign would not go his way. Exactly a month later, singer Ruth Ann Wallace was loudly booed when she sang a bilingual rendition of “O Canada” two days in a row. The incident provoked much handwringing among editorial writers and politicians. Visiting Toronto the day after, Quebec Premier Rene Levesque said “I honestly think it’s too bad, but you have people on both sides you know that more or less represent the two solitudes.” Asked if he considered the booing crowd bigots, Levesque said “yeah, that would be a good word for it.” Trudeau feared the incident played into the hands of separatists, indicating that “this is a sad commentary but there’s nothing more I can do about it than to help people slowly attune their ears to the reality of two languages in Canada and two main linguistic groups.”

1978 blue jays timex small

’78 Toronto Blue Jays Scorebook Magazine, Volume 2, Number 4.

The year’s most controversial trade occurred on August 15 when fan-favourite Carty, who led the team in most offensive categories, was traded to the Oakland A’s for designated hitter Willie Horton and pitcher Phil Huffman. Horton had a short, star-crossed stay in Toronto, hitting .205 over the remainder of the season. One reason for his low productivity was an incident on September 4 when Horton, his wife and two children were charged with causing a public disturbance after a fight broke out with three bystanders in the stadium parking who, according to an interview with Horton in The Globe and Mail, “gave them dirty looks.” During the melee Horton was knocked out by riding crop of a police officer on horseback. The trade was effectively nullified in the off-season when Carty rejoined the Blue Jays, while Horton signed as a free agent with the Seattle Mariners.

(Carty was also the first native of the Dominican Republic city of San Pedro de Macoris to play for the Blue Jays, paving the way for the likes of George Bell and Tony Fernandez.)

1978 blue jays bavasi small

’78 Toronto Blue Jays Scorebook Magazine, Volume 2, Number 4.

The Horton incident one of many things that went wrong for the team during the final month of the season. Globe and Mail reporter Neil Campbell saw his press credentials revoked after he picked up sensitive team documents accidentally left in the press box by club president Peter Bavasi. A draw for a free car on September 22 ended with two cars being handed out to fans after the initial winning ticket holder showed up just as the holder of a second drawn ticket made their way to the field (the first ticket holder was walking out of the stadium when the draw was announced). The team tried to palm off free tickets as compensation to the second winner, but the threat of a lawsuit suddenly made a second car appear.

The team ended the season with an eight-game losing streak. These matches, all against the Boston Red Sox or New York Yankees, played a key role in shaping one of the most dramatic pennant races in baseball history and one of the most vivid examples of the “curse of the Bambino” that plagued the Red Sox for most of the 20th century (the Red Sox led the Yankees by 14-1/2 games in July, ended the season tied and lost in a special one-game playoff thanks to a home run by Yankee Bucky Dent.

tspa_0038299f small

“Jim Clancy says he used the best slider he ever had to handcuff the Chicago White Sox as Blue Jays won 4-2 before 44,327 fans and Prime Minister Pierre Trudeau at Exhibition Stadium,” April 22, 1978. Photo by Dick Loek. Toronto Star Photo Archives, Toronto Public Library, tspa_0038299f. Originally published in the April 23, 1978 edition of the Toronto Star.

There were signs of optimism for the future. The team had won five more games than in 1977 (59 versus 54). Players who would take part in the team’s first championship drive in 1985 debuted in the low minors—the amateur draft netted Lloyd Moseby and Dave Stieb. Fans would sit through four more losing seasons before general manager Pat Gillick’s assembly skills paid dividends and the team’s early blunders were remembered with a certain charm.

Vintage Toronto Ads: Transit Workers Get Sick Too

Originally published on Torontoist on February 24, 2009.

20090225ttc57

Globe and Mail, October 10, 1957.

Whether it is a warning to riders of the penalties for assaulting transit employees or simple tips on how to ride an escalator, the Toronto Transit Commission devotes part of its ad space to informing its users about safety issues. The topic of illness prevention occasionally pops up, especially during cold season when your fellow citizens allow their germs to ride the rocket. Drivers are not immune from these unwanted passengers, which appears to have caused havoc for the TTC back in the late 1950s. Today’s ad doesn’t provide any tips on how to prevent further driver sick days, but it does urge riders to be more punctual or build in more time for their trips. We might add a provision allowing riders to toss off the vehicle any sneezing passengers who spend their ride parked at the front, yammering away as their distracting conversation not only causes a stop or two to be missed but adds another casualty to the mounting pile of ill drivers.

Years later, the city took up the fight against sneezing with a poster that made its way into a transit stop or two.