Roads Never Built

Posted on October 15, 2019 | Leave a comment

Roads Never Built

By Bob Georgiou

This article first appeared in the Spring 2019/Issue 50 edition of Spacing Magazine. With permission, I have reproduced it here.

Throughout its history, the City of Toronto has reimagined its street grid. Growth periods following both World Wars brought with them road improvement schemes to address traffic congestion and better connect the city. Some projects – like the 1931 Church Street extension north of Bloor Street to Davenport Road – came to fruition. Others – most famously, the Spadina Road Extension-turned-expressway cancelled in 1971 – never saw their intended results. Here are four other road extensions in the 20^th century that would have altered the geography of Toronto if built.

Victoria Street

When: 1900s to 1930s

In 1906, the Board of Works discussed the possibility of extending Victoria Street from Gerrard Street to Carlton Street for a new streetcar route. Yonge Street relief had been a theme in road improvement, with Bay Street extended north from Queen Street to Davenport in the 1920s (it was even proposed to extend it to St. Clair Avenue in the 1930s and 1940s). Estimates in 1911 had the Victoria-to-Carlton scheme costing as much as $500,000, and a report by the Civic Improvement Committee proposed to extend it further to Bloor. With costs to expropriate property proving too high, Civic Works abandoned the idea in 1912. City Planners revived the idea in a grander plan for downtown streets in 1929. In yet another city-wide improvement plan in 1930, Works Commissioner RC Harris recommended a streetcar-free Victoria Street that would stretch north via Park Road to join with the also-proposed Jarvis and Sherbourne extensions of Mount Pleasant Road. A council motion in 1935 envisioned Victoria ending at Davenport Road, but none of these plans came to fruition. Today, Victoria Street is in fact shorter, ending at Gould after its last block was absorbed by the Ryerson Campus.

Credit: Civic Improvement Committee Report, 1911.

St. Clair Avenue

When: 1920s, 1960s-1970s

A Council decision in 1928 by East York and York County first imagined uniting the two sections of St. Clair Avenue. Initial talks involved land offers and easements from John H. Taylor and the Toronto City Estates to complete the extension in the Don Valley. Discussions followed in 1929 on the course’s starting point and overall engineering. One route extended straight east from Mount Pleasant Road while the other travelled by way of Moore Avenue via a bridge spanning the Belt Line Ravine from St. Clair. From here, the street would connect to the new Leaside Viaduct, then follow Don Mills Road to Woodbine Avenue before finally bridging diagonally across Massey Creek. Moore Park residents disapproved of the Moore Avenue alignment as it meant more vehicular traffic. Discussion seemed to taper off in the 1930s. Reprises in the 1960s saw a valley-spanning St. Clair brought up again, but these too ended in 1970 when the Metro government decided not to proceed after facing public opposition and high costs.

Credit: The Globe, 21 January 1929

Cosburn Avenue

When: 1950s

As a candidate for East York Reeve in the 1956 election, Jack Allen campaigned on the eastward extension of Cosburn Avenue. After winning the position, he continued his push in 1957 and 1958, highlighting a scheme in which the street would continue past Woodbine Avenue by curving parallel to the disused CNR line in the Taylor-Massey Creek valley to connect with Victoria Park Avenue. The purpose was to relieve congestion at Woodbine and O’Connor. Allen also thought the extension would aid the case for a new courthouse at Cosburn and Woodbine and his vision of high-density apartment towers in East York. Parkland advocates at the Don Valley Conservation Association opposed the plan. Allen introduced a master zoning plan by developer and architect Sulio Venchiarutti of Urban Planning Consultants, but this was rejected by East York Council in 1959. A year later, the township adopted a different official plan and Allen was replaced as reeve by future mayor True Davidson.

Credit: Toronto Daily Star 08 Mar 1957

Leslie Street

When: 1960s to 1990s

Following initial suggestions in 1968 and failed proposals in 1971 and 1973, in 1976 Metro Planners brought forward a $20-million extension of Leslie Street south of Eglinton Avenue. Debates around the idea coincided with another valley-spanning proposal in the 1970s for the direct routing of Lawrence Avenue from Bayview to Leslie. Arguments in favour of a lengthened Leslie centred on eased congestion – at the Leslie/Eglinton bottleneck and at neighbouring north-south avenues – while arguments against cited ravine destruction. Another report in 1983 and an environmental study in 1984 seemingly had the now $50-million scheme moving forward, with the route involving a high-level bridge over Wilket Creek Park, followed by a road along the CPR Belleville line before emerging at the Bayview Extension near Nesbitt Drive. Citizen groups argued that, if allowed, the Leslie proposal would re-open the Spadina Expressway debate. In 1988, Metro Council voted in favour of the 4-lane extension, but the price had gone up to $74 million dollars. Debate and public consultations continued into the 1990s with no extension built. In 2000 and 2002, Toronto Councillor Jane Pitfield proposed lengthening Redway Road to Bayview. Opponents feared the damage to Crowthers Woods and a rehashing of the Leslie debate, and nothing came of that plan either.

Credit: Toronto Star, 20 November 1984

Sources

Victoria Street

“Planned New Car Lines” The Globe. 19 May 1906: pg 9.

“Open Victoria Street.” The Globe. 15 March 1907: pg 9

“The Extension of Victoria Street.” The Globe. 2 November 1909: pg 6.

“Victoria Street Extension.” The Globe. 14 January 1910: pg 7. – 330,000

“Extend Victoria St Under New Stature.” The Globe. 22 April 1911: pg 9. – 360,000

“Victoria Street Extension Favored.” The Globe. 3 June 1911: pg 8.

“C.P.R. to Keep Building Site.” The Globe. 28 July 1911: pg 8. – half-million

“Many Important Schemes for the Betterment and Growth of Toronto.” Toronto Daily Star. 30 December 1911: pg 5.

Report of the Civic Improvement Committee for the City of Toronto, 1911

“City May Abandon Victoria Extension.” The Globe. 24 February 1912: pg 9.

“Will Try Arbitration.” The Globe. 2 March 1912: pg 4.

“Victoria Street Extension Killed.” The Globe 18 May 1912: pg 9.

“Make Bloor Street Big Business Centre.” The Globe. 20 March 1917: pg 7.

“City Planners Propose New Downtown Streets.” The Globe. 12 March 1929: pg 15

“Work Commissioner R.C. Harris Presents New City-Wide Project.” The Globe. 15 May 1930: pg 13.

“A Bay Street Plan.” The Globe. 17 January 1930: pg 4.

“Victoria Extension Favored by Expert.” The Globe. 21 November 1930: pg 13.

“Report is Requested on Victoria Extension” The Globe. 26 September 1931: pg 14.

“Victoria Street Extension to Davenport Road Talked.” The Globe. 12 February 1935: pg 11.

St. Clair Avenue

“St. Clair Extension.” The Globe. 21 December 1928: pg 2.

“Favor Taylor Proposal St. Clair Ave. Extension.” The Toronto Daily Star. 21 January 1929: pg 3.

“St. Clair Extension Through East York Offer of J.H. Taylor.” The Globe. 21 January 1929: pg 13.

“Problem of Bridges Northeast of City has Many Angles.” The Globe. 5 February 1929: pg 23.

“Hottest Discussion at County Council on Radial Proposal.” The Globe. 7 June 1929: pg 28.

“Easement Offered for Further Link Extending St. Clair.” The Globe. 23 June 1929: pg 13.

“Citizens Reassured on Extension Plans.” The Globe. 22 August 1929: pg 21.

“Action Expected on Moore Avenue Boundary Bridge.” The Globe. 30 July 1929: pg 13.

“Objects to Bridge.” The Globe. 22 August 1929: pg 4.

“The Moore Park Bridge.” The Globe. 7 September 1929: pg 4.

“Residents Agitated By Bridge Question in Northeast Area.” The Globe. 20 September 1929: pg 17.

“M’Bride Declares St. Clair Extension ‘Out of Question’”. The Globe. 21 September 1929: pg 18.

“Scarboro Plans Work on St. Clair to Aid Jobless.” The Globe. 17 December 1930: pg 10.

“Request St. Clair Cross Don Valley.” The Globe and Mail. 31 October 1962: pg 5.

“Urban Renewal Study for Metropolitan Planning Area Covering 750 Square Miles Is Proposed.” The Globe and Mail. 7 February 1963: pg 4.

“Metro Shelves St. Clair Plan.” The Globe and Mail. 9 September 1970: pg 5.

Cosburn Avenue

“Promise to Campaign for Industry in Suburbs to Balance Housing Surge.” The Globe and Mail. 30 November 1956: pg 11.

“Site on Cosburn Ave. Urged for Courthouse.” The Globe and Mail. 14 February 1957: pg 4.

“Urge Alternate Site for E. York Court.” The Toronto Daily Star. 14 February 1957: pg 19.

“Reeve Asks Old Railway Be Expressway.” The Toronto Daily Star. 8 March 1957: pg 9.

“Reeve of East York Backs New Buildings.” The Globe and Mail. 3 December 1957: pg 5.

“Conservation at the Polls.” The Globe and Mail. 8 November 1958: pg 6.

“Residents Oppose Cosburn Extension.” The Toronto Daily Star. 6 June 1958: pg 29.

“Metropolitan Toronto: Scratch-My-Backism And the Courthouse.” The Globe and Mail. 26 June 1958: pg 7.

“Expect Hot Contests in Suburbs.” The Globe and Mail. 18 November 1958: pg 5.

“Cosburn Plan Foes Cut Chairman Short.” The Toronto Daily Star. 25 November 1958: pg 9.

“The Suburban Elections.” The Toronto Daily Star. 28 November 1958: pg 29.

“East York Greenbelt Should be Saved.” The Toronto Daily Star. 20 December 1958: pg 29.

“East York Zoning.” The Toronto Daily Star. 11 April 1959: pg 29.

“Suites to Oust Homeowners?” The Toronto Daily Star. 16 April 1959: pg 1.

“Raze Homes for Apartments?” The Toronto Daily Star. 16 April 1959: pg 3.

“It’s Improper, Mr. Venchiarutti.” The Toronto Daily Star. 20 April 1959: pg 29.

“Appraiser’s Kin Swung Land Deal, Probe Told.” The Toronto Daily Star. 21 May 1959: pg 2.

“East York Plan Limits Apartments to 5 ‘Pockets’”. The Toronto Daily Star. 22 June 1960: pg 41

“An East York Dialogue on Conflict of Interest.” The Toronto Daily Star. 19 June 1961: pg 7.

Redway, Alan. East York 1924-1997: Toronto’s Garden of Eden. FriesenPress, 2018.

Leslie Street

“Subway Expansion, Restriction on Cars, Sought for Toronto.” The Globe and Mail. 26 March 1968: pg 1.

“Time Needed for Study: Planners delay Flemingdon Scheme.” The Globe and Mail. 21 November 1968: pg 5.

“Transit Can’t Cope: Planners Want to Widen Metro Roads.” The Globe and Mail. 10 July 1976: pg 5.

“Here’s a plan to improve traffic.” The Toronto Star. 29 January 1979: pg A8.

“Alderman Says Extension Won’t Solve Traffic Mess.” The Toronto Star. 31 August 1979: pg A15

“Transport Plan Not Changing: Eggleton.” The Globe and Mail. 11 May 1984: M3.

“Battle Won by War Still Undecided on Extending Leslie past Eglinton.” The Toronto Star. 20 November 1984: pg A25.

“Neighbors Protest Bayview-Leslie Road Plan.” The Globe and Mail. 31 March 1988: pg A16.

“Leslie Extension Sparks Emotional Debate.” The Toronto Star. 13 April 1988: pg A7.

“Leslie Street Debate Resurfaces.” The Globe and Mail. 23 March 1991: pg A9.

“Notice of Public Hearing: Leslie Street Extension on Bayview Avenue Widening.” The Toronto Star. 27 August 1992: pg A26.

“Plan for Leslie Street Extension Scaled Back.” The Globe and Mail. 7 October 2000: pg A27.

Scenes From Toronto Railway Museum & Roundhouse Park

Posted on October 1, 2019 | 2 comments

Since the train first tracks in the 1850s, Toronto’s railways have been a big part of its geography and history. They connect the city and its surroundings, joining neighbourhoods and people. They were also the driving force of industry. Founded in 2001, the Toronto Railway Museum tells their stories. One finds it across the CN Tower, Rogers Centre, and Ripley’s Aquarium in the appropriately named Roundhouse Park.

Map of Toronto’s Railways, date unknown. Credit: Toronto Public Library.

Operated by the Toronto Railway Historical Association, the Toronto Railway Museum is based in the great John Street Roundhouse and the surrounding Roundhouse Park. The location is appropriate: Toronto’s railway corridor extended east and west of Union Station and was once the nexus of the city’s transportation network. In many ways, it still is.

Union Station Railway Corridor, 1969. Credit: City of Toronto Archives.

The John Street Roundhouse was part of that infrastructure. The structure itself was built by Canadian Pacific Railway between 1929 and 1931 as a maintenance and storage facility and to allow trains to, well, turn around.

As an interpretive experience, Toronto Railway Museum is immersive. It starts with an interior space in the Roundhouse’s Stall 17. There are maps and train memorabilia. There’s even a simulator which allows you to conduct a train around historic Toronto.

Outside, it functions as an open air museum. Well-produced plaques are located around park, often near significant landmarks. There are of course some train cars, some of which allow entry inside.

Most notable to me is the marker about the Workers of John Street. Most of Roundhouse Park’s landmarks highlight something physically awing like the Water Tower or a Canadian National Railway train, but this plaque focuses on the easily forgotten human element behind this tough industry.

Of course, Don Station is a remarkable site too. It is part of Toronto’s lost geography of bygone railway stations, companies, structures, and tracks. It operated 1896 to 1967 at Queen Street and the Don River. Then it spent time at Todmorden Mills until 2008 when it was moved to Roundhouse Park and subsequently restored. It also serves the museum’s gift shop and departure point for the park’s own train rides.

CPR Don Station looking west, 1910. Credit: City of Toronto Archives.

Goads Map, 1913. Credit: Old Toronto Maps

John Street Roundhouse closed in 1986. It marked an era where the railways were taking a bit of a backseat in Toronto’s development. Industry within the city was declining as manufacturing moved elsewhere. The physical lands of the railroads shifted too. Tracks were removed and lands — and some remaining sites — were redeveloped for new residential, commecial, and entertainment uses.

Union Station Railway Corridor, 1992. Credit: City of Toronto Archives.

The Corridor just south Union Station saw a lot of this transformation. In 1976, the CN Tower was completed. The 1980s saw opening of the Metro Convention Centre and SkyDome (now Rogers Centre). The latter actually replaced another roundhouse. Using the facade of the old Postal Delivery Building, the Air Canada Centre (now Scotiabank Arena) came in 1999 as the new home of the Toronto Maple Leafs and newly created Toronto Raptors. Since then, a condo community has grown up around it since as well as a fan area called Maple Leaf Square in 2010. Most recently, the area got the impressive Ripleys Aquarium in 2013.

Union Station Railway Corridor, 2019. Credit: Google Maps.

The John Street Roundhouse was designated a National Historic Site in 1990. Its heritage value comes from being the best example of a roundhouse in the country — its turntable actually works! Roundhouse Park opened around it in 1997 to further its legacy. In 1999, the roundhouse’s stalls became home to the aptly-named Steam Whistle Brewery and then Leon’s in 2009 (it closed for the Rec Room two years ago).

In 2019, the John Street Roundhouse celebrates its 90th birthday, making it a good time to reflect on its related history and geography. And stories. Lot of stories.

Useful Links

Old Time Trains

Toronto’s Railway Heritage by Derek Boles

Toronto Railway Historical Association

Toronto Railway Museum

2 Comments

Posted in Downtown, Museums, Neighbourhoods, Toronto

Tagged air canada centre, cn tower, john street roundhouse, park, railways, rogers centre, scotiabank arena, skydome, toronto history

Toronto’s First McDonald’s

Posted on September 23, 2019 | 2 comments

With restaurants located in nearly every pocket of Toronto, McDonald’s — for better or worse — is ubiquitous in the city. Although Torontonians may not give their existence a second thought, the origin story of this mega-chain is largely unknown. Just how did McDonald’s get its start in Toronto and where was the first eatery located?

McDonald’s locations of Toronto as of 2019.

The first McDonald’s opened in Toronto was in North York at 3777 Keele Street near LePage Court (just south of Finch Avenue) in 1969. The Big Mac had just made its way onto the hamburger chain’s menu. It was also several decades into Toronto’s post-WWII suburban growth and a fast food boom was already underway.

The first McDonald’s — centre of image — was located at suburban Keele Street and LePage Court. Credit: City of Toronto Archives, 1971.

The event came after a couple of other Canadian McDonald’s milestones. The first ever outlet in the country (and indeed, outside of the United States of America) opened in Richmond, British Columbia in 1967, spearheaded by future Keg founder George Tidball. The premiere franchise in Ontario (and Eastern Canada) opened its doors at 520 Oxford Street West in London. The date was November 11, 1968. The man in charge of that operation and growing McDonald’s in Canada was George Cohon. He opened another locale at 344 Queen Street East in Brampton in the same year, which was the first in the Greater Toronto Area. In 1971, Western and Eastern Canada operations merged to create McDonald’s Canada with Cohon at the helm.

The original London location and its golden arches look as they appeared when it opened in 1968. A time capsule and plaque marks its significance. Credit: Google Maps, 2018.

Credit: Globe & Mail, February, 10, 1971

Subsequent Toronto McDonald’s locations opened in the same year as Keele Street. There were eateries at 6170 Bathurst Street, 3660 Dufferin Street, 1068 Islington Avenue (originally 170 Islington Avenue South), 2116 Kipling Avenue (originally 1466 Kipling Avenue North), and 2701 Lawrence Avenue East. The latter was also the first McDonald’s in Scarborough. Two more locations — 5955 Leslie Street and 2870 Eglinton Avenue East — opened in 1970. Advertisements in those years marked contests, store openings, a reduction in menu prices, and job openings (oddly, many were targeted to mothers). Adding to these original eight locales, McDonald’s Canada would continue to steadily open more franchises as the decade marched on.

McDonald’s and its famed clown mascot draw up a Toy World contest. Note the list of restaurants in existance at the time. Credit: Toronto Daily Star, November 21, 1969.

Credit: Toronto Daily Star, August 9, 1969.

Credit: Toronto Daily Star, November 6, 1970.

Credit: Toronto Daily Star, June 3, 1970.

All these initial locations were purposely situated outside Toronto’s downtown core. As was the case in the United States, McDonald’s policy was to find “suburban situations” with a “backup community”. The idea was captured in the company slogan: ‘We count the church steeples and station wagons’. In other words, McDonald’s restaurants were to be located within a built-in market of families and traffic flow. According to Cohon, they were to be active parts of their new communities.

McDonald’s locations of Toronto as of 1971.

A growing Bathurst and Steeles area in 1971. McDonald’s is situated at the bottom of the image. Credit: City of Toronto Archives.

The McDonald’s origin story goes back to a hamburger and fries stand in 1940s San Bernardino, California. Two brothers, Richard “Dick” McDonald and Maurice “Mac” McDonald, invented the ‘Speedee Service System’ — a Henry Ford-eque approach on food production. No carhops, no tables, no plates, and no half-hour wait times. People only had to drive to the lot, place their order at the window via a very streamlined menu, receive their meal, drive away, and enjoy wherever they wanted. With this, fast food and the drive-in restaurant was born. Ray Croc — the McDonald brothers’ ambitious business partner until he aggressively bought out the company from them in 1961 — made the entreprise into a national and international icon.

To be sure, McDonald’s was not the first to enter the drive-in, fast-food restaurant market in Toronto. The first Harvey’s in Canada opened just north of the city at Yonge Street and Observatory Lane in Richmond Hill in 1959. Tim Horton’s originally failed in the 1960s because of competition from other drive-ins. McDonald’s did, however, help to increase the profile of fast food at a time where it was not yet at modern day levels. A 1970 Globe and Mail article explained the 1960s had seen a buzz around fast food but that had slowed by the end of the decade as land, food, and construction costs rose and the market was over-saturated with eateries. It also went into detail about the specific criteria of fast food, as if the concept was not fully developed. With competitor Burger King opening their first Toronto restaurant a year after McDonald’s and now defunct Burger Chef giving both a real run for consumer dollars, a new era was on the way.
The look of the McDonald’s Canada restaurants mirrored their American counterparts. Buildings were usually one storey, highlighted architecturally with two golden arches. Following the drive-in model, parking spaces surrounded the structure and a large, recognizable ‘M’ sign stood at the end of the driveway. However, a key difference with Canadian franchises was more space to eat meals inside the diner. As the 1970s progressed, McDonald’s restaurants came to be more sit-down eateries.

A look at the architecture of early McDonald’s Drive-Ins. Credit: Toronto Daily Star, November 13, 1970.

Despite McDonald’s commitment to be contributing members of their new communities, not all neighbourhoods were receptive to the Golden Arches. In 1971, residents of suburban Roe Avenue argued against a McDonald’s that was set to go on their street at the corner of Avenue Road. The company took over a defunct gas station and subsequently bought and demolished two houses to make a parking lot. Residents argued that the area was zoned for residential use and the drive-in would only bring noise to the quiet neighbourhood. The McDonald’s ultimately went in as planned.

Credit: Globe & Mail, November 30, 1971.

A similar battle took place in Markland Wood in Etobicoke in 1977. Residents fought against a location at a mall at Bloor Street and Mill Street. They argued the restaurant did not fit zoning bylaws (McDonald’s argued it was a sitdown restaurant rather than a drive-in). They almost won too, but like Roe Avenue, a McDonald’s is still there today.

Credit: Toronto Star, October 22, 1977.

These battles highlight the theme of the McDonald’s — and drive-ins in general — as evolutionary by-products of automobile-centred suburbs. By the arrival of the 1970s, ‘quiet, tree-lined’ suburbs had grown to encompass new uses for the car, which now included a new method of food consumption. Steve Penfold writes they were a part of a new transformed landscape of “gas stations, car washes, and other drive-in uses”. As highlighted by Roe Avenue and Markland Wood, the placement of parking lots to serve these new spaces and the implications on zoning became serious issues. Politicians like North York Controller Mel Lastman, Alderman Paul Godfrey, and Scarborough Mayor Paul Cosgrove waged some sort of battle to curtail the expansion of more drive-ins.

By the end of the 1970s, McDonald’s dropped its exclusivity of suburban locations. The first downtowner was on Yonge Street south of Bloor around the middle of the decade. Others would open up on the street near King and Adelaide Streets and further north near St. Clair and Eglinton Avenues. Fifty years and around a hundred frachises later, McDonald’s fingers extends into Toronto’s modern and heritage buildings, food courts, strip malls, Wal-Marts, subway stations, and even the Toronto Zoo.

McDonald’s at Yonge Street and Grenville Street between 1977 and 1983. Credit: City of Toronto Archives.

The original Keele Street McDonald’s closed around 2006. It would however relocate to a new building slightly to its north. Outlets at Islington, Dufferin, and Leslie each converted to other restaurants too. The Bathurst and Steeles location is now the oldest continually operating site in Toronto, although the building — like many others in the city — has been heavily altered.

The oldest McDonald’s in Toronto, Bathurst and Steeles Avenue. Credit: Google Maps, 2018.

A question might be if a historical marker like the ones in London or Richmond is warranted on either the first or earliest surviving Toronto McDonald’s. The proliferation of fast food and the chain itself has certainly had negative impacts on society, and this is a case against ‘celebrating’ McDonald’s significance as something of deep value. But in a more neutral sense, the geographic and cultural reach of the company, its impact on daily Toronto life, and its association with the development of suburban Toronto may bring on at least a closer recognition of its significance and existence. And with existence comes the origin story.

Sources

Advertisement for McDonald’s, Toronto Daily Star, 21 Nov, 1969, p. 37.

Advertisement for McDonald’s, Toronto Daily Star, 06 Nov, 1970, p. 11.

Advertisement for McDonald’s, Toronto Daily Star, 13 Nov, 1970, p. 11.

Advertisement for McDonald’s, Toronto Daily Star, 04 Oct, 1975, p. 19.

Bateman, Chris. “That Time Toronto Got Its First Taste of Tim Hortons.” BlogTO.

Bradburn, Jamie. “Vintage Toronto Ads: McLower Prices at McDonald’s.” Torontoist, 14 Aug. 2012.

Bullock, Helen. “Arch enemy: A counter atteck repels Big Mac in the battle of Markland Woods” The Toronto Star, 22 Oct 1977, p. A10.

Cohon, George. To Russian With Fries. McClelland & Stewart, 1999

“Dining with Liz.” Toronto Daily Star, 9 Aug. 1969, p. 32.

Gray, Stuart. “Maple leaf forever.” The Globe and Mail, 5 Jul 1973, p. 39.

Howlett, Karen. “Subway Plan Could Benefit Sorbara Family.” The Globe and Mail, 23 Apr. 2018.

Job Advertisement for McDonald’s, Toronto Daily Star, 03 June 1970, p. 61.

Job Advertisement for McDonald’s, Toronto Star, 28 Aug 1979, p. C19

Johnson, Arthur. “For the man on the beat, meals are cheap.” The Globe and Mail, 10 Aug 1976, pg 1.

Lancashire, David. “Burgers, Chicken Pizza Boom: Fast food is tops with Canadians.” The Globe and Mail, 23 May, 1979, p. 7.

Mirsky, Jesse. “Original Harvey’s Restaurant Demolished to Make Way for Condos.” National Post, 13 Mar. 2012.

Moore, Michael. “Pace slowing as fast food meets snags” The Globe and Mail, 05 Aug 1970, p. B1.

Moore, Michael. “Supermarkets can be major factor as burger giants battle to keep growing.” The Globe and Mail, 06 Aug 1970, p. B3.

Parsons, Anne. “Fears swallowed: McDonald’s is picked to cater in new zoo.” The Globe and Mail, 6 Jul 1973, p. 1

Penfold, Steve. “‘Are We to Go Literally to the Hot Dogs?” Parking Lots, Drive-Ins, and the Critique of Progress in Toronto’s Suburbs, 1965–1975 – Urban History Review.” Érudit, Urban History Review / Revue D’histoire Urbaine, 17 May 2013.

Rasky, Frank. “McBreakfast: Fast food grabs the morning rush” Toronto Star, 02 April 1979, p. C1.

Rauchwerger, Daniel. “The Architecture of ‘McDonald’s’ – Architizer Journal.” Journal, 7 Nov. 2017.

Roseman, Ellen. “The man who’s eating up Canada’s fast food industry.” Toronto Star, 22 Feb 1975, p. B1.

Roseman, Ellen. “The Consumer Game: Salad bars good news for waist watchers.” The Globe and Mail, 13 Mar 1979, p. 14.

Shepherd, Harvey. “51 Canadian outlets: Merger brings McDonald’s units under single direction.” The Globe and Mail, 10 Feb 1971, p. B1.

Shepherd, Harvey. “Speed the crux as McDonald’s anticipates costumers’ orders, healthy profits.” The Globe and Mail, 10 Feb 1971, p. B13.

Slover, Frank. “McDonald’s expects profit near $6 million” The Globe and Mail, 03 May 1973, p. B3.

Stern, Beverley. “The Canadian Jewish News, Thursday, May 15,1980 – Page 9.” SFU Digitized Newspapers.

“Truce called in hamburger fray.” The Globe and Mail, 3 Dec 1971, p. 5.

Whelan, Peter. “The hamburger drive-in and the quiet street.” The Globe and Mail, 30 Nov 1971, p. 5.

2 Comments

Posted in Downtown, Etobicoke, Landmarks, North York, Other Musings, Scarborough, Toronto

Tagged brampton, drive-in restaurant, etobicoke, london, mcdonald's, north york, richmond toronto history, scarborough, suburbs, toronto

Dating the Undated: A Look Down Bay Street

Posted on June 3, 2019 | 2 comments

I came across an old photo in the Toronto Public Library digital catalog. Taken from Old City Hall, the shot looks south on Bay Street and features its massive towers overlooking the street life below. The photographer is the great Boris Spremo. The source is Toronto Star Archives. The date is…unknown.

Canada – Ontario – Toronto – Streets and Intersections – Bay St, Date Unknown. Credit: Toronto Public Library.

Unknown? It had to have been taken at some point in time. Thus, I began my efforts to date the photo.

I attempted a similar exercise to date an undated map also in the Toronto Public Library’s collection. With the input of Twitter users, some research, and dating landmarks within the map (the railways, streets, parks), I was able to narrow the image down to about 1885.

Map of York, date unknown. #MapMonday pic.twitter.com/DkrBOMbQ51

— Bob Georgiou (@ScenesFromACity) April 23, 2019

What about our view of Bay Street? The photo is black and white which means it is not quite recent, but it appears more modern than early looks up and down Bay Street. Mid-century sounds about right.

Bay St., looking north from Adelaide St. W., Toronto, Ont., 1912. Credit: Toronto Public Library.

Bay St., looking north from north of King St., Toronto, Ont. 1928. Credit: Toronto Public Library.

The landmarks within the shot and their years of completion offer a big help. Beyond telling us that a good portion of modern Bay Street dates to 1920s and 1930s, the photo had to have been taken later than the ‘youngest’ tower: the Bank of Nova Scotia of 1951.

All of these landmarks survive today except for one: The Temple Building. It was sadly lost in 1970. So, our picture range is set: 1951-1970.

The Temple Building before demolition, 1969. Credit: Toronto Public Library.

To narrow it further one can look at the cars. I’ve seen this method to date photos before. I’m not an expert on automobile makes, but I guess these to be from the 1950s or 1960s as well.

Flying above Hudson’s Bay is the Canadian Red Ensign. Above the Bank of Nova Scotia are two Union Jacks. Why are these details significant? Canada was using these two flags as its national symbol until 1965. In that year, the Maple Leaf was adopted.

The photographer and his story offer the final clue. Boris Spremo began his photojournalism career in 1962 at the Globe & Mail. In 1966, he moved to the Toronto Star where he built his most famous body of work. Thus, the earliest he could have taken the photo of Bay Street was 1966.

A puzzler: If the Canadian National Flag came in 1965 and Spremo started at the Star in 1966, why the old flags still?

One thought is the flag debate was still fresh after 1965. I imagine people (and businesses) were still loyal to The Union Jack and Red Canadian Ensign (and Great Britain). The old flag in 1966 would not have been unheard of.

So when was the picture taken? I say somewhere between 1966 and 1970.

As a final note, Spremo actually returned to the tower of Old City Hall in 1976 to retake the shot. It is very similar to his photo from a decade earlier, save for the noticeable absence and replacement of the Temple Building.

Bay Street, 1976. Credit: Toronto Public Library.

Edit:

Since writing this article, Twitter users Sean Marshall, Alex Bozikovic, and Donald Walker have brought one large clue to my attention. Hidden down at street level under all the towers I previously used to date the image was the old Bank of Toronto (later becoming the Toronto-Dominion Bank through mergers) on the southwest corner of King & Bay Streets. The trademark columns are not too visible but the sloped roof certainly is. The key here is demolition of the TD Bank to make way for the TD Centre began in the spring of 1966.

Toronto Dominion Bank, King Street West and Bay Street, 1962. Credit: City of Toronto Archives.

Toronto-Dominion bank demolition, 1966. Photo also by Boris Spremo. Credit: Toronto Public Library.

This would place the photo to 1965 or slightly earlier as the structure was still standing. This works better as a date when also considering the old flags. Either this was pre-February 15, 1965 and the switchover had not happened yet or it was during an ‘adjustment period’ right after the new Canadian Flag was introduced as I theorized.

As for Spremo starting at the Star in 1966? Perhaps I placed too much weight on this and he may just have had the photo already with him when he joined the newspaper!

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Posted in Downtown, Streets

Tagged bank of nova scotia, Bay Street, boris spremo, canada permanent trust, canadian flag, canadian red ensign, commerce court north, hudson's bay, sterling tower, temple building, toronto history, toronto public library, toronto star, union jack

Scenes From The Danforth (Broadview Avenue to Pape Avenue)

Posted on May 21, 2019 | Leave a comment

For a history of Danforth Avenue, a good place to start is the Playter Farmhouse at the head of Playter Boulevard on Playter Crescent. Although the family had roots in Toronto since the 1790s with land holdings east and west of the Don River, the house was not built until the 1870s.

When the Playters came here, virtually nothing of modern reference existed. Danforth Avenue was laid out as Concession II in the 1790s when York Township was surveyed, but it did not become a usable road until 1851 when the Don and Danforth Plank Road Co. redid the street. Broadview Avenue north of Danforth was known as Mill Road or Don Mill and also was laid out in the 1790s while south of Danforth the street came by the 1860s. Modern day Ellerbeck, Pretoria, and Cambridge Avenues were the first local streets to appear around that time.

Danforth Avenue in the JO Browne Map of the Township of York, 1851. Credit: Historical Maps of Toronto

Danforth Avenue in Tremaine’s Map of the County of York, Canada West, 1860. Credit: Historical Maps of Toronto.

The Playters sold off their land over the coming decades and the street grid gradually took its present shape. By the 1920s, Bayfield Crescent looped around the remaining Playter property to surround the old farmhouse. What we today call the Playter Estates came to be filled with beautiful now multi-million dollar Edwardian homes with the occasional Ontario workers’ cottage, hinting at the perhaps humble origins of its early residents.

Today, Broadview Avenue and Danforth Avenue is a gate into the eastern part of the city. Once upon a time however, this part of the city just ended. There was no bridge across the Don River. Anyone looking to travel between Riverdale and Toronto had to go south to Gerrard Street or Queen Street.

Danforth and Broadview avenues before viaduct, looking east, ca. 1908. Credit: City of Toronto Archives.

Despite the Toronto’s annexation of Riverdale south of the Danforth in 1884 and the village of Chester (made up the former Playter lands) north of the Danforth in 1909, the eastern part of the city remained disconnected from the core of the city for some time. Around 1900, Danforth Avenue and the areas north and south of the street were sparsely populated. There were less than twenty structures between Broadview and Jones, most of them houses!

Danforth Avenue, 1903. Credit: Toronto Historic Maps.

Several developments in the 1910s began to change things. Beginning in 1912, Danforth Avenue was paved and widened to 86 feet. In October of the following year, the Toronto Civic Railway opened the Danforth Civic Streetcar Line to much local support. A Globe article described the scene of 25,000 converging on the street to celebrate — even blocking the cars from passing!

Danforth Avenue east of Broadview Avenue during civic car line construction, Aug 1912. Credit: City of Toronto Archives.

“VAST THRONG IN STREET BLOCKS NEW CAR SERVICE” The Globe, October 31, 1913. Credit: Globe & Mail Archives.

Danforth Avenue, looking east from Broadview Avenue, 1914. Credit: City of Toronto Archives.

Danforth and Broadview Ave [Toronto, Ont.]., 1920. Credit: Library and Archives Canada.

Finally, after many debates of its necessity and four years of construction, the Bloor Street Viaduct opened in 1918. The idea of Public Works Commissioner R.C. Harris and the design of famed Architect Edmund Burke (he has a namesake pub at 107 Danforth Avenue as appreciation), the bridge and transit were in talks since at least 1910. Their proponents saw them as linked and necessary projects. Broadview Avenue already had a streetcar route since 1888, so the corner was set to became a nexus. It is no coincidence that Albert Edward and William Ellerbeck Playter opened the Playter Society in 1908 with grand expectations for the corner in the coming decades. Albert also funded the Playtorium, a building whose incarnations included a vaudeville theatre. Both were two of the earliest on the strip. The Canadian Bank of Commerce branch across the street came around 1918, replacing a blacksmith ship.

Prince Edward Viaduct under construction, 1917. Credit: City of Toronto Archives.

Northwest corner of Danforth Avenue and Don Mills Road (now Broadview Avenue) shop, 1913. The current CIBC branch occupies building. Credit: City of Toronto Archives.

Playter Society Building, 1912. Credit: Toronto Public Library.

Danforth Avenue in the City of Toronto Directories. 1913. Credit: Toronto Public Library.

Danforth Avenue east of Broadview Avenue from Goads Fire Insurance Map, 1913. Credit: Goads Toronto.

The Former Danforth Hall/Playter Fun House/Playtorium at 128 Danforth Avenue, 2019. Credit: Google Maps.

In 1913, the Globe identified the Danforth as new business section in the northeastern part of Toronto. It also described a bizarre episode in which a man discovered a muskrat on Moscow Avenue (today’s Gough Avenue). It perhaps shows The Danforth in transition: growing yet still rural (albeit urban wildlife is not uncommon in 2019).

This strip west near 592 Danforth Avenue of Gough Avenue, built 1911, was one of the first row of stores built between Broadview and Pape Avenue.

“EXPANDING TORONTO– MAKING HOMES IN OUTSKIRTS FOR CITY NEARING HALF MILLION”, The Globe, October 25, 1913. Credit: Globe & Mail Archives.

‘Caught a Muskrat on Danforth Avenue’ The Globe, March 24 1913. Credit: Globe & Mail Archives.

There was a residential aspect to Danforth Avenue, too. Most of those who now live on the street reside above the shops, but there are at least two remnants of when houses still populated the way at 278 and 280 Danforth Avenue. These were residences built in 1911 for Mr. Alfred W. Pestell and Mrs. Ellen Mackey, respectively. The street addresses were 152 and 154 Danforth Avenue. Residential in nature when they were built, now they host shops.

Danforth Avenue, east from Broadview Avenue, 1913. Credit: City of Toronto Library.

A view from 260 Danforth Avenue, east of Playter Boulevard, 1920s. Credit: City of Toronto Archives.

A look at the Danforth today sees houses of worship on either side of the street which also date to this early period in the 1910s. St. Barnabas Anglican Church in 1910 and Danforth Baptist Church in 1914 were two of the first. The Church of the Holy Name followed with construction also in 1914, although it took twelve years to complete.

Another sign the street was coming of age in the decade: Allen’s Danforth, now the Danforth Music Theatre. Built in 1919, it was advertised as “Canada’s First Super-Suburban Photoplay Palace” according to its Heritage Toronto plaque. At least three neighbourhood theatres would open — and close — between Broadview and Pape in the coming decades.

By the 1920s, Danforth Avenue reached its peak. Empty lots from the prior decades filled out. The Danforth Civic Line turned the area into a streetcar suburb, but the era of the automobile was just beginning. In 1922, the Globe, speaking about growing suburbs across Toronto, declared that the lesson was that ‘settlement follows good roads’, citing the upgrades of the prior decade.

Danforth Avenue from Goads Fire Insurance Map, 1924. Credit: Toronto Historic Maps.

“Park and Shop in the Danforth District”, The Globe, May 2, 1928. Credit: Globe & Mail Archives.

Further to the notion that the automobile was now in play, Logan Avenue at one time existed in two sections north and south of Danforth Avenue. City politicians and politicians proposed road improvement schemes after both World Wars, and street widenings, alignments, and extensions were large factors within them.

Aerial view of Logan Avenue, 1947. Credit: City of Toronto Archives.

Danforth Avenue east at Logan Avenue, 1932. Credit: City of Toronto Archives.

Danforth Avenue west at Logan Avenue, 1932. Credit: City of Toronto Archives.

In the mid-1950s, the Danforth-Logan was eliminated, allowing traffic to flow straight through without the need to travel west or east on Danforth. Although the sizeable Withrow Park existed just south on Logan, the event created some much needed public space right on Danforth Avenue which would later serve as important gathering point for the community.

Aerial view of Logan Avenue, 1956. Credit: City of Toronto Archives.

Danforth looking east to Logan, 1987-1992. Credit: City of Toronto Archives.

Logan looking south to Danforth, 1987-1992. Credit: City of Toronto Archives.

By the 1930s, Danforth Avenue was full of the expected businesses: banks, theatres, dry goods shops, men’s and ladies wear, confectioneries, shoe repair places, drug stores, and more. But the demographics began to change. The 1930 Might’s Greater Toronto Directories show Ethels Delicatessen at 173 Danforth and Lorrain Delicatessen at 457 Danforth. More prominently, we also see Italian fruit stands at 127-129 Danforth Avenue by Vincenzo and Augustino Casuso, at 283 by A Maggio, at 449 Danforth by Salvatore Badalli, at 507 Danforth by Vito Simone, 513 Danforth Avenue by Joseph Badali, at 573 Danforth by Tony Fimio. Finally, there were a number of Chinese themed businesses (with unnamed owners): cafes at 108 and 505 Danforth Avenue, restaurants at 107 and 523 Danforth, and a laundy at 471 Danforth.

South side of Danforth Avenue from the Toronto City Directory, 1930. Credit: Toronto Public Library.

Sunkist Fruit Market, Southeast corner Carlaw and Danforth, 1934. Sam Badali, son of fruit stand owners at 449 Danforth Avenue, started the stand in 1929. It remained a long-standing business until recently. Credit: City of Toronto Archives.

By the 1950s, political talk in Toronto shifted toward a subway line under Danforth Avenue. The streetcar was the busiest surface route and, with the populations shifting north from the old city of Toronto, underground rapid transit was nearing a reality. On February 26, 1966, the Bloor-Danforth Subway line opened between Keele Street and Woodbine Avenue, utilizing the lower track of the Bloor Viaduct to faciliate the cross-town transit line. The TTC built a “Y-connection” between the two lines to eliminate the need for transferring.

“Toronto Public Libraries Served By New Subway Extension”, The Globe, February 25, 1966. Credit: Globe & Mail Archives.

The green line’s opening meant at least two significant changes to the Danforth. First, as the subway corridor was planned to run north of the street rather than under it, hundreds of houses were expropriated and demolished. The physical result today is a linear set of connected parkettes (and some parking lots) between Chester and Pape Stations.

Danforth Avenue between Pape Avenue and Chester Avenue, 1962. Credit: City of Toronto Archives.

Bloor-Danforth Subway Corridor, 2019. Credit: Google Maps.

Second, following a similar effect of the Yonge line, the new subway meant the end of streetcar service on the street. Passengers on the Danforth Streetcar and four other routes (Bloor, Coxwell, Harbord, and Parliament) opted for their last rides on the night before the subway’s opening. The Lipton streetcar loop at Pape Avenue and the Erindale loop at Broadview Avenue also closed as transit stations took their spots.

After the Second World War, the Danforth received the identity it is commonly associated with today. The story has been told many times: Greek immigrants left Greece after the military junta of 1967 with a number of them opening up enterprises on Danforth Avenue while settling in the streets north of their shops and further in nearby East York.

A snapshot of Greek businesses on the north side of Danforth Avenue from the City Directory, 1969. Credit: Toronto Public Library.

Why did they select the Danforth specifically? One theory goes back to the subway. Some shop owners noted how the loss of a surface transit route actually negatively impacted local shopping. The area was not doing as well in the late-1960s as prior decades — a condition for the street to be reinvented. The same would happen in the 1970s when Gerrard Street East became Little India. The rents for closed shops were attractive and affordable for new Greek entrepreneurs.

Greek businesses east Pape Avenue on Danforth, 2019. Credit: Google Maps.

They also brought their faith with them. In perhaps the most exemplary case of Danforth’s transformation, an old garage built in 1921 when the street was still named Moscow Avenue became St. Irene Chrisovalantou Greek Orthodox Church.

Finally, the Danforth Avenue of today is mostly imagined as a mostly homogeneous collection of Greek affiliated businesses and organizations and the nearly-century old structures they occupy. What is overlooked is how some of these old structures have disappeared over time and new buildings and non-Greek businesses have taking their place.

348 Danforth Avenue, a building with roots in 1924 (and a site that once housed the residence of John Lea Playter), hosts Carrot Common. The 1980s saw new additions that transformed the old structure. Today, a green roof and garden makes the space truly unique. Near Pape, a bank and event space replace an older two story structure at 629 Danforth and an office building usurped the former Palace Theatre at 664 Danforth of the 1920s.

Palace Theatre, 664 Danforth Avenue, near Pape Avenue, showing its overhanging electric sign, 1920s. View is looking east on Danforth Avenue, from Pape Avenue. Credit: City of Toronto Archives.

From the 19th century rural environment of the Playter family to the 1920s boom period of muskrats and nabes to the transformative post-war period of subways and souvlaki, Danforth Avenue has shown its fascinating layers of history and geography.

Scenes From The Distillery District

Posted on March 31, 2019 | 4 comments

What began as the Gooderham & Worts complex, the Distillery District is associated with a distinct set of Victorian structures that make up its stunning geography. Its story, though, also extends its lost geography.

Gooderham & Worts, Ltd., Toronto., 1896. Source: Toronto Public Library.

Running through the middle is Trinity Street. At its foot is the Distillery District’s most recognizable building: the Stone Distillery of 1859. Cut from Kingston limestone, it is the largest and oldest of the existing G&W buildings. It infamously went up in flames in 1869 — the pressure from the fire blowing the roof off! It was rebuilt again, but several workers perished in the fire and burn marks can still be seen in the brickwork.

Rising high on the west side of Trinity Street is the Malt House & Kiln Building and Cooperage Building. They are most noticeable for the cupola overlooking the area. Gristmill Lane leads into Trinity Street from Parliament Street.

On the east side (from south to north) is the Pump House, Pure Spirits and Cannery complex, and interestingly, the old Lunch Room. Along what is now Tank House Lane is, well, a complex of Tank Houses, built to house and age liquor for two years by law.

Case Goods Lane houses the Case Goods Warehouse, which is the youngest of the existing buildings (erected in 1927). Its age shows as it looks different than the earlier structures. It came when Harry Hatch, a Bridlewood horsebreeder and industrialist, bought the distillery in the 1920s and merged it with Hiram-Walker.

“Gooderham & Worts Taken Over By Hatch” The Globe, December 21, 1923. Credit: Toronto Public Library.

“Historic Windmill from Which a Great Modern Industry Grew” The Toronto Daily Star, January 8, 1927.

Aside from the Case Goods Building, the Distillery District’s architecture was designed by David Roberts Sr. and his son David Roberts Jr., who were Gooderham & Worts’ exclusive architects and civil engineers. Roberts Jr also designed the company’s headquarters, the Gooderham Building on Wellington Street, and other Gooderham family residences, such as Waveney — otherwise known as the George Gooderham House on Bloor Street.

George Gooderham residence, northeast corner of St. George and Bloor streets, 1892. Credit: City of Toronto Archives.

As much as the current building stock is an impressive visual reminder of the history of Gooderham and Worts, the Distillery District’s story also lays in its lost geography too. The obvious start is the windmill near the mouth of the Don River, started by William Gooderham and James Worts Sr in 1832. Several years later the gristmill turned into a distillery and was the beginning of an empire. It stood until the 1860s when the buildings on the west side of Trinity Street replaced it. A curved line of bricks in Grist Mill Lane marks where it once stood. In the 1950s, G&W and the York Pioneers (of which the Gooderhams were members) erected a replica windmill on Parliament Street near the Victory Mill Silos.

Gooderham and Worts (Toronto, Ont.) Gristmill, 1840s. Credit: Toronto Public Library.

Gooderham & Worts, foot of Trinity St. showing replica of original windmill, 1954. Credit: Toronto Public Library.

Aerial showing location of Gooderham and Worts Windmill replica, 1957. Credit: City of Toronto Archives.

Another little known enterprise in the Gooderham & Worts empire was a dairy and cattle business. These cow byres were once located on the east side of Trinity Street across the original mill in the 1830s. They relocated east of the Don near the river’s bend decades later. Residents in the east end of the city complained about the ‘intolerable nuisance’ of pollutants G&W were discharging into Ashbridges Bay in the 1880s and ’90s.

Gooderham & Worts Cattle Sheds from Goads Fire Insurance Map, 1903. Credit: Goads Toronto.

“The Marsh”, The Globe, August 21, 1881. Credit: Toronto Public Library.

Moving up Trinity Street from Mill Street, there are other lost Gooderham & Worts sites — particularly houses! On the northwest corner of Mill and Trinity was the residence of Henry Gooderham, as the 1880 City of Toronto Directories tell us, but was built and lived in by his father William Gooderham himself. A funeral for the man in 1881 ran from the house to his resting place in St. James Cemetery. In 1902, the General Distilling Company — a subsidiary of G&W — replaced the house. Directly across the street was the James Gooderham Worts House, Lindenwold. It was razed for Rack House “D” in 1895. Both warehouse structures still stand.

View of Toronto’s Front Street from Windmill to Old Fort from Robertson’s Landmarks of Toronto, circa 1850. The Gooderham house at Trinity Street and Mill Street is on the left. The gristmill and wharf are to its right. Credit: Wikimedia Commons.

Lindenwold, 1870s. Credit: Distillery District Heritage.

On the southwest corner of Trinity and Front was the William George Gooderham house, also as per 1880 City Directories. In the first decade of the 1900s, it fell victim to the expanding Consumers Gas Co. Across street on the east side was the residence of his father, George Gooderham, who perhaps lived there before moving into Waveney around 1892. There are parking lots on both sites today.

Gooderham and Worts houses in the Goads Fire Insurance Map, 1903. Credit: Goads Toronto.

Looking north on Trinity Street, 2018. Credit: Google Maps.

Moving east, the Gooderham and Worts Cooperage once stood on Front Street east of Cherry Street. Bordering the north side of the cooperage yard was Worts Avenue. Worts was originally called Market Street with the name change occurring sometime in the 1880s. George Gooderham had three houses built on the street in 1901. On the north side of Worts was St. Lawrence Square, a oddly situated tract of land shaped by Worts, Cherry, and a bend in Eastern Avenue. G&W sold their land to the Canadian Northern Ontario Railway in 1906 as the CNOR grew its yards, absorbing the cooperage and St Lawrence Square. Cooperage Street today pays homage to the history.

Gooderham and Worts Cooperage in the Goads Fire Insurance Map, 1903. The three houses are hilighted. Credit: Goads Toronto.

Cooperage Street & Front Street, 2018. Credit: Google Maps.

The Canadian National Railway’s expansion also absorbed several residential streets including Water Street and Tate Street, whose residents were labourers at the railroads, G&W, the Toronto Rolling Mills, and at the William Davies Co. With the recent redevelopment of the area to what is now the West Don Lands, little physical reminders remain beyond some street names.

West Don Lands from Goads Fire Insurance Map, 1924. Credit: Goads Toronto

Along with the emergence of the CNOR, there were other railway lines that surrounded the complex. First, the Canadian Pacific Railway curled around the north of Gooderham & Worts, crossing at Parliament Street and Trinity Street.

Bird’s-eye view of plant, 1918. The railway curls in the bottom right of the page. Trinity Street is on the left side. Credit: City of Toronto Archives

Parliament St., looking n. across Mill St., 1907. Credit: Toronto Public Library.

Plant from Parliament Street, British Acetones Toronto Limited, Toronto, Ontario, 1918. Credit: City of Toronto Archives.

Parliament Street – old C.P.R. crossing, 1932. The railway ceases to cross Parliament. Credit: City of Toronto Archives.

Plant, Trinity Street view, British Acetones Toronto Limited, 1918. Credit: City of Toronto Archives.

Railroad, Trinity south of Front, 1971. View is looking north. Credit: City of Toronto Archives.

George Gooderham also co-founded the Toronto & Nipissing Railway which he used to transport raw materials from the northern parts of Ontario to the Distillery. From a train station located in today’s Parliament Square Park, the tracks ran steps away from the Stone Distillery. The T&N Railway was eventually absorbed into the CNR by the 1920s. Part of it is used by the York-Durham Heritage Railway for themed train rides.

Gooderham and Worts from Bird’s Eye View of Toronto, 1889. The old Toronto & Nippissing terminus station is located on the left side of the image. Credit: Old Toronto Maps.

On the same right of way was the Grand Trunk Railway, who also had railyards west and east of the complex. The latter now houses the Cherry Street streetcar loop. The GTR also became part of CNR. Overlooking the loop is the Cherry Street Interlocking Tower which was built here in 1931 to monitor rail traffic within the Union Station Railway Corridor.

With Gooderham and Worts leveraging the rails in its growth, it also had water at its whim. With the changes to Toronto’s waterfront, it has been forgotten that the Stone Distillery was steps from Lake Ontario. G&W also had its own wharf beginning in the 1840s, housing its grain elevator.

Gooderham and Worts from Barclay, Clark & Co. Bird’s Eye View, 1893. The elevator is right on the water to the south of the Stone Distillery. Credit: Old Toronto Maps.

Since the closing of Gooderham & Worts Ltd in 1990 and its reopening as the Distillery District in 2003 by Cityscape Holdings, the area has been transformed into a pedestrian-only district, friendly for festivals and movie shoots. Although Trinity Street was gravel historically, bricks from Ohio were added for an old-time feel in its redevelopment — if you look close enough you can make out their origins on a select few.

The buildings themselves have been repurposed to host cafes, chocolate shops, micro-breweries, bars, bakeries, and theatres. The area’s past is also nicely displayed throughout via heritage plaques and displays of artefacts, images, and paintings.

Every turn produces some place of interest. Favourites include the clock tower and the famous Love locks sign. Together with the buildings themselves, they create a distinct modern geography.

Useful Links

Distillery District Heritage Website

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Posted in Don River, Downtown, Neighbourhoods, Toronto, West Don Lands

Tagged Adaptive Reuse, Distillery District, Gooderham, Gooderham and Worts, Lost Geography, maps, Mill Street, Parliament Street, toronto history, Trinity Street, walking, Worts

Scenes From Earl Bales Park

Posted on January 7, 2019 | 5 comments

The history of Earl Bales Park starts with the John Bales House. The family arrived in the Bathurst and Sheppard area in 1824, finding a hilly topography bordering on the West Don River. John Bales cleared the land and built a log farmhouse south of Sheppard and east of Bathurst. From there, the layers of story build.

Bales House, south-east view, date unknown. From North York Historical Society. Credit: Toronto Public Library.

Tremaine’s Map of the County of York, Canada West, 1860. Credit: Historical Maps of Toronto.

Steps from the John Bales House is the Earl Bales Community Centre. The meeting place for classes and events came to us by 1981 (a revitalization project took place in 2018 too). Before its arrival, another complex of buildings were neighbours to the John Bales House: The York Downs Golf and Country Club.

York Downs Golf and Country Club near Armour Heights, North Toronto, 1926. Credit: Toronto Public Library.

In 1922, the York Downs Golf Course opened on the former Bales land (albeit by then property passed into the hands of Shedden Company). The John Bales homestead was actually the residence of the groundskeeper and the barn was part of the clubhouse.

“York Downs Course Ready Next Summer” The Globe, February 6, 1922. Credit: Toronto Public Library

Map of the Townships, York, Scarboro, and Etobicoke, 1916. Credit: University of Toronto Map and Data Library.

Ownership map – township of york showing unsubdivided area of 10 acres and over with names of owners and acreages, 1922. Credit: City of Toronto Archives

York Downs Golf and Country Club, 1953. Credit: City of Toronto Archives.

Ownership map for the region formerly known as the Township of York including York, North York, East York, Forest Hill, Swansea, 1932. Credit: City of Toronto Archives.

In 1968, the club’s executive voted to move to Unionville and to sell the property to Max Tanenbaum of Pinetree Developments for $6,400,000. Tanenbaum intended to build apartments and houses on the former course. After much debate, local protests under the banner of ‘Save York Downs’ stopped the proposal. Ultimately, Metro Toronto Council purchased the property in 1972 for $9 million to use for parkland. Council also did the same with the Tam O’Shanter Golf and Country Club in Scarborough, although that ultimately became mostly a municipally owned golf course. Earl Bales Park — named for a former North York Reeve and great-grandson of John Bales — opened on a chilly December 2, 1973 with one last round of golf on the 163 acre site.

“Max Tanenbaum and Morry Smith”, Toronto Daily Star, April 16, 1971. Credit: Toronto Public Library.

Walking south from the Bales homestead, the landscaping leftovers of the York Downs course are still evident on the land with sand traps, mounds, and trees. Then and now aerial maps provide an interesting comparison of the layouts of the course and the park.

York Downs Golf Course & Earl Bales Park, 1947 & 2019. Credit: Sidewalk Labs OldTO.

Walking down the western half of Earl Bales Park, you can see several attractions added to the park over the years. Taking advantage of the park’s elevation, the North York Ski Centre came in 1973 to provide local skiing to the residents of North York and Toronto.

“North York’s Big Opener”, Globe and Mail, Jan 9, 1974. Credit: Toronto Public Library.

There is also the Barry Zukerman Amphitheatre, which came by 1989 and named for a prominent Canadian Jewish businessman. The theatre is notable for its great performances in the summer.

The most powerful installation in Earl Bales Park is undoubtedly the Yad Vashem Holocaust Memorial. It was unveiled in 1991 with The Wall of Remembrance devoted to victims and survivors coming in 2001. Particularly sombre is the portion dedicated to children, including Anne Frank. The obelisk is the Spirit of Bravery Memorial.

Finally, a bust of Philippine National Hero Dr. Jose P. Rizal came as a gift from the Philippine Government to the City of Toronto in 1998.

These additions to Earl Bales Park represent the notion that parks can be and should be reflections of their environs. For example, the John Bales House — a representation of British colonial York — is now the Russian House Toronto. Since the end of the World War II, the area around the park along Bathurst Street gradually grew with new subdivisions and new populations. Toronto’s Jewish population (and Eastern Europeans in general) moved north on Bathurst to Forest Hill by 1950 and even further to Bathurst Manor in 1957. Toronto’s Filipino population arrived to the city mostly in the 1960s, first to St. Jamestown and then to ‘Little Manila’ at the Bathurst and Wilson area.

“Bathurst Manor Shopping Plaza Grand Opening”, Globe and Mail, November 21, 1957. Credit: Toronto Public Library.

One neighbouring area tied to the history of the York Down Golf Course is Armour Heights. The community, located directly south of Earl Bales Park, is named for the Armour family who were contemporaries of the Bales clan. The Armour lands came under the control of the Robins Real Estate Limited in the early 20th century, who in the 1910s and 1920s intended on making three master-planned, upscale communities in north Toronto: Armour Heights, Ridley Park, and Melrose Park. Together these were to be the ‘Highlands of Toronto‘. Robins Ltd also had a hand in Cedarvale’s ambitious genesis. Much in the same way as that suburb, Armour Heights was planned with lavish roundabouts, gardens, squares, and tennis courts and bowling greens.

Armour Heights – being the subdivision of parts t lots 11, 12, 13, Concession 1, west of Yonge Street, circa 1913. Credit: City of Toronto Library.

“The Highlands of Toronto”, Toronto Daily Star, April 13, 1923. Credit: Toronto Public Library.

“Why People Are Buying in Armour Heights”, The Globe, April 9, 1923. Credit: Toronto Public Library.

The owner, Colonel Frederick Burton Robins, built a Tudor-style estate house near Yonge Street and Wilson Avenue. Marketing pieces highlighted a bus line between Yonge and Bathurst Streets via Yonge Boulevard and Armour Heights’ proximity to the York Downs Golf Course. Armour Heights hosted air demonstrations and was even considered by McMaster University for a campus.

Robins Country Estate, Wilson Avenue west of Yonge Street, circa 1930. Credit: City of Toronto Archives.

“Robins Limited Motor Bus Service”, Toronto Daily Star, May 21, 1914. Credit: Toronto Public Library.

“A Plan of The Splendid Site on Armour Heights”, Toronto Daily Star, December 24, 1926. Credit: Toronto Public Library.

Like in Cedarvale, Colonel F.B. Robins’ vision for Armour Heights never fully materialized. By 1929, he sold the 300 acres to R. K. Lillico and associates for $930,000. Their idea was to re-brand the area as ‘Beverley Hills’, but the moniker never caught on. The street grid developed under its current form, filling out completely by 1950. It did eventually receive its bus line with the Toronto Transit Commission’s Armour Heights route in 1952. Armour Heights Robins’ grand estate house is now used by the Canadian Forces College. Today York Downs Boulevard — one of the early streets — remains as a tribute to the golf club and fittingly connects the park and subdivision.

Back in Earl Bales Park, a man-made pond exists on the southern end. Earl Bales Lake is a storm-water management pond. Beyond it is the Don Valley Golf Course. The Hoggs Hollow Bridge portion of Highway 401 runs over the course. The Toronto By-Pass, as the expressway was known before it was numbered, opened here in 1953, splitting up the golf course and Armour Heights.

Don Valley Golf Course, Yonge St., w. side, from s. to n. of Macdonald-Cartier Freeway; looking n.w. to Macdonald-Cartier Freeway bridge over West Don River., 1955. Credit: Toronto Public Library.

The east side of Earl Bales Park is scenic walk through nature. One is struck by the tree cover, both on this hills and in the valley. A topographical map of the West Don River from 1915 shows off the contours and some cases the tree types of the land that would become the park.

Plan of west branch Don River Valley from Lawrence Avenue to corner Sheppard and Bathurst, 1915. Credit: City of Toronto Archives.

One also gets a look from below at the ski slope. ‘Downs’ refers to a grassy hill, so this might explain the naming of golf course.

A shallow west branch of the Don River runs through the edge of the property. The river and the way across it has had a few interventions in the second have the 20th century. At one time, albeit north and south of the park, the waterway hosted saw and grist mills. In 1956, the river’s winding course was straightened.

West Don River, 1953-1956. Credit: City of Toronto Archives.

Further up, at the park’s northern entrance, one looks up at the massive bridge carrying Sheppard Avenue West over the West Don River Valley. A marker dates the bridge to 1961, but it is not the first structure in this location

The history is unclear, but the first photographed bridge was a wooden construction that existed until at least from 1910 (its construction date is unknown).

Sheppard Avenue bridge over the Don River near Bathurst Street., 1910. From North York Historical Society. Credit: Toronto Public Library.

Wooden bridge over Don, 1908-1910. From North York Historical Society. Credit: Toronto Public Library.

Its replacement — a more sturdy setup — came by 1920. Flood damage from Hurricane Hazel briefly closed the bridge in November 1954. The storm did, however, completely wipe out the nearby Bathurst Street Bridge. The event might have led to the bridge’s replacement in the following decade.

Sheppard Avenue West bridge over West Don River, 1920. This is the same view as the above wooden bridge photo. Credit: City of Toronto Archives.

“Find Flood Damage, Close Sheppard Bridge” Globe and Mail, November 26, 1954. Credit: Toronto Public Library.

Don River (West Don R.), looking w. across Sheppard Ave. bridge, 1954. Photographer James Salmon notes the bridge’s washout after Hurricane Hazel. Credit: Toronto Public Library.

The third – and present – bridge began construction in 1961 and opened by 1962 or 1963. The section of the West Don River below it was channelized with concrete holdings. Also in 1962, the Don River Boulevard bridge replaced an earlier bridge opened in 1928. The short and quiet street curiously dates to the 19th century – at least to 1860 by cartographic accounts – and ran through the Shepard family property in Lansing to Bathurst. When both bridges were replaced in the 1960s, Don River Boulevard was also reconfigured to circle up the Sheppard Avenue, linking the street with the park.

Sheppard Avenue over Don River, 1962 & 1963. Credit: City of Toronto Archives.

Source: Toronto Daily Star November 30, 1928.

Exiting Earl Bales Park, one may go up to the main street or cross the bridge into the Hinder Property, leaving behind a great history.

Useful Links

Marshall’s Musings – “Exploring Earl Bales Park”

North York Historical Society – “June-August 2015 Newsletter”

OldTO Mapping historical photos

Scott Kennedy – Willowdale: Yesterday’s Farms, Today’s Legacy

5 Comments

Posted in Don River, Neighbourhoods, North York, Parks and Trails

Tagged armour heights, Don River, earl bales park, Lansing, north york, parks, toronto history, walking, west don river, Willowdale, york downs golf course

Scenes From Cedarvale

Posted on December 2, 2018 | 7 comments

Cedarvale lies northwest of the intersection of Bathurst Street and St. Clair Avenue West in the old City of York. At the centre of its story and its geography is its parkland. All that surrounds is just as interesting.

Cedarvale, 2018. Credit: Google Maps.

Mappy beginnings

The history of Cedarvale begins with lots 26 and 27 of Concession III west of Yonge Street from the old lot system. The third concession road is now the mentioned St. Clair West with the 200-acre lots extending north to the fourth concession (Eglinton Avenue) just west of present Bathurst Street.

Tremaine’s Map of the County of York, Canada West, 1860. Credit: Historical Maps of Toronto.

Lot 27 first appears in Toronto maps as belonging to the Estate of James Brown. It then passed to John Roach. Lot 28 belonged to a John Severn and then to a Mr. Davidson. The 1899 and 1903 editions of the Goads Fire Insurance Maps show brick fields near Markham Street (today’s Raglan Avenue) which are gone by 1910. Flowing diagonally through the plots was Castle Frank Brook, making brick manufacturing a possibility. The stream was also known as Brewery Creek or Severn Creek, as it is the same waterway that aided the Severn Brewery in Yorkville. It is unclear if the brewer and the land owner are the same, but it is notable their given names do match. By the 1910s, the plots appear under the name of Sir Henry Pellatt of Casa Loma fame.

Illustrated Historical Atlas of the County of York, 1878. Roach Street within the modern community (now Strathearn Street) was named for John Roach and falls within his former borders. Credit: Historical Toronto Maps

Map of the Townships, York, Scarboro, and Etobicoke, 1916. Credit: University of Toronto Map & Date Library.

A New Subdivision

Situated up Bathurst at Claxton Boulevard is the first curiousity about this unique area: the Connaught Gates. Dating to 1913, they hide an ambitious past.

Beginning in June 1912, advertisements in The Toronto Daily Star and The Globe newspapers promoted a new exclusive suburb named Cedarvale (or Cedar Vale) in the area south of Eglinton Avenue, north of Vaughan Road, and west of Bathurst Street. The company behind the new 300-acre subdivision was The British and Colonial Land and Securities Company, which was Sir Henry Pellatt’s realty firm. Pellatt’s interests were in land accumulation and speculation. The sales pieces marketed Cedarvale’s tree-lined streets including a neighbourhood-spanning central boulevard and a natural beauty even surpassing Rosedale in the form of Cedarvale ravine. Interested parties were to contact Robins Real Estate Limited for an illustrated booklet.

Cedarvale ad, Toronto Daily Star November 8, 1912. Credit: Toronto Public Library

Cedarvale ad, The Globe, June 7, 1913. Credit: Toronto Public Library.

Contextually, Cedarvale’s emergence came at a time in the early 20th century when civic discussions revolved heavily around the growth of the city of Toronto and its surrounding areas. Annexations of neighbouring St. Clair Avenue communities of Wychwood and Bracondale in 1909 and Dovercourt and Earlscount in 1910 increased the city’s borders. In the following year, the Toronto Civic Railways opened a transit line along St. Clair, effectively turning those communities into streetcar suburbs and spurring development. Cedarvale – which took advantage of the new streetcar in their new promotional pieces – joined these discussions of annexation, which included a November 1912 meeting of Pellatt, John Gibson, and other investors with Toronto mayor Horatio Hocken. Although the benefits of extending city services like sewers and police and fire protection were discussed, Cedarvale ultimately stayed in the Township of York, not joining Toronto until the mega-city amalgamation in 1998.

“Cedarvale Annexation”, Toronto Daily Star, July 3, 1914. Credit: Source: Toronto Public Library.

Map of the township of York, 1923. Credit: Toronto Public Library.

The original vision of Cedarvale centred around Connaught Avenue. From the gates at Bathurst, the street travelled northwest, passing through the Connaught Circle roundabout. It then spanned over the valley with the mighty Connaught Bridge. The bridge was important in connecting the upper and lower parts neighbourhood, an affinity still valued today. From here, Connaught spilt into east and west sections, surrounding a diamond island of gardens, finally terminating at Eglinton. Surrounding streets, including one named Pellatt Crescent, fed into the Connaught Gardens. Ravine Drive followed the valley below with lots for purchase. Running adjacent was a trail as well as a lake and tennis courts which could be accessed from the path or via stairs from Hillbrow and Roach Street (Heathdale and Humewood Street today). They would have been located where the Cricket Field and Phil White Arena stand today.

Map Of Cedarvale, Township of York, 1913. Credit: Toronto Public Library.

Cedarvale/Connaught Bridge (now Glen Cedar Bridge), 1915. By 1973, the bridge was unsafe for vehicular traffic and was made into a pedestrian-only bridge. Debate swirled in the 1980s over safety and potential heritage status, and the bridge was ultimately replaced in 1989. In 2018, the bridge was again revitalized with replacements stairs spanning from the valley floor up to the bridge. Credit: City of Toronto Archives.

By the 1930s, maps show a street grid which curiously deviates from the original vision, looking closer to the present-day neighbourhood. Connaught Gates and Connaught Circle still showed, but Connaught Gardens disappeared from the grid. The street was also renamed Claxton Boulevard and Glen Cedar Road, north and south of Connaught Circle respectively. It is notable here that Sir Henry Pellatt himself went bankrupt in 1923 after some shady dealings of buying land and borrowing money, and the street baring his name failed to exist.

Might’s clearview correct city directory map of Greater Toronto, 1930. Credit: University of Toronto Map & Data Library.

Development in the 1930s to 1950s

Cedarvale’s streets began to modernize in the 1930s as its population grew and changed, and the city’s geographies necessitated better connectivity. Housing south of the valley had developed in the 1920s, but north of the valley, development stalled. As a point, Glen Cedar Road was not built on at all in 1930. The answer to this: A new $250,000 bridge opened on Bathurst Street on August 6, 1930, replacing an earlier muddy construction over Cedarvale Ravine. The move opened the entire area for development in the 1930s, ’40s, and ’50s.

Cedarvale ad, The Globe, September 14, 1929. Credit: Toronto Public Library.

Bathurst Street, looking north from Lonsmount Avenue, 1900-1954. Credit: Toronto Public Library.

Cedarvale’s empty streets, Might’s Directory, 1930. As seen the above map from this issue, Cedarvale is part of the Wychwood District. Credit: Toronto Public Library.

Cedarvale & Forest Hill, 1935. Bathurst Street and its new bridge are at the centre of the image. The north part of Cedarvale filled out by 1950. Source: City of Toronto Archives.

A specialty to York Township, which lacked the building restrictions of Toronto, Bathurst Street between St. Clair and Eglinton Avenues became a sort of ‘apartment row’ in the inter-war years, providing the home to new residents. Architect Victor Llewellyn Morgan designed a few of these walkup lofts, including the 1931 Claxton Manor. Wordsmiths Northrop Frye and Ernest Hemingway also famously resided in Bathurst Street lofts.

By the 1950s, the Jewish community also moved north from downtown Toronto. The Goel Tzedec Congregation, whose synagogue was situated on University Avenue, looked to Bathurst Street North for a new site. Despite community opposition, York Township Council had approved the erection of a place of worship in September 1949. After a merger with the Beth Hamidrash Hagadol Congragation, Beth Tzedec Synagogue was dedicated on December 9, 1955.

“Rap Synagogue For Cedarvale”, Globe and Mail, Nov 25 1947. Credit: Toronto Public Library.

Site of Goel Tzedec Synagogue, 1951. Credit: City of Toronto Archives.

Cedarvale Ravine

With numerous access points, Cedarvale Park is well connected to the neighbourhood as it was originally intended. The space itself can be thought of in two sections. To the north, there is an open field area with panoramic views to the downtown Toronto skyline.

To the south, the park is a more wooded and wetland area with the overhead sights of valley-backing houses and the towering bridges of Glen Cedar and Bathurst. Castle Frank Brook also makes its appearance here, albeit briefly. In the 1910s, one could witness military demonstrations in the valley; in the 1920s, Ernest Hemingway is said to have meandered its grounds. But as much as Cedarvale Ravine is about the beauty all around, its story is as much about what is underneath — and what might have existed above.

Cedarvale, 1914. Credit: City of Toronto Archives

Spadina Subway/Expressway

Talk of a northward extension of Spadina Road began in the 1950s with formal plans by the Ontario Government announced in the 1960s. In June 1971, after serious community opposition, Premier William Davis cancelled the controversial Spadina Expressway, halting construction at Lawrence Avenue. This threw rapid transit plans up in the air, specifically the Spadina subway that would have ran along the highway. Since a highway would not happen, the route of the subway fell under debate. Under the original plans, the subway would have run from Downsview Airport through the ‘Spadina corridor’ south to Eglinton and then through Nordheimer and Cedarvale Ravines to Spadina Road, where it would join with Bloor Street at St. George Station. A new proposal favoured a route under Bathurst Street to the Bloor-Danforth Subway.

“New Subway Proposal”, Toronto Star, January 6, 1972. Credit: Toronto Public Library.

Metro Toronto Council established a task force to determine its possibilities. The task force analyzed more than 10 possibilities and narrowed it down to 5 final routes. Two of the routes were variations on the original Spadina corridor; the other three followed Bathurst Street. All five designs recommend leaving the portion from Wilson Station to Eglinton untouched.

The ‘winning proposal’ had the subway cutting under Cedarvale ravine, then under Claxton and Raglan Avenues, under Bathurst, then south on Albany to Bathurst station, then bypassing Spadina Station to join with St George. It was chosen because of the possibilities to extend the subway south of Bloor to join Queen and to the waterfront. The downsides though were the requirement of acquiring 150 more properties and the demolition of 85 more houses, and would require construction on Bathurst.

“Final Choice”, Toronto Star, January 12, 1972. Ranee Station is today’s Yorkdale Station. Note the station under the Spadina alignment at Bathurst and Heathdale. Credit: Toronto Public Library.

Proponents of the Spadina Expressway opportunistically favoured the original alignment because it meant that the Expressway could be added later. The borough of York – and the Cedarvale community specifically – did not favour either for the damage it would do to the ravine and for the expropriated properties. Preparations in 1971 had already interrupted recreational activities in the park. Debate continued into 1972. The Spadina line was a much needed relief line for the Yonge subway, which, even though was set to extend to York Mills from Eglinton in 1972 and to Finch in 1973, was at capacity. A decision was needed.

“Ten Citizens set out to rescue our ravines”, Toronto Star, June 10, 1972. Credit: Toronto Public Library.

Finally in January 1973, Premier Davis announced that it would fund 75% of the cost of the subway. It was up to Metro to decide the route of the subway. Council voted in favour of the Spadina alignment for its lower cost and construction time. The Borough of York agreed to support the subway under the grounds that the proposed Bathurst station at Heathdale would be nixed.

“The Spadina Route”, Toronto Star, January 19, 1973. Credit: Toronto Public Library.

Toronto City Council opposed the vote and opted to appeal to the Ontario Municipal Board to have it changed to the Bathurst alignment. It actually announced that it favoured a third route to the west, but if forced to choose, Bathurst was it. During the hearings, another proposal came onto the table from William Kilbourn to follow the Canadian National Railway. Nonetheless, construction on the transit line began in 1975 with the line opening from Bloor to Wilson in 1978 with two stations at Eglinton and St. Clair serving the Cedarvale area. The cancelled station at Heathdale explains long distance between stations.

Cedarvale, 1975. Note the cut and cover method of tunnel building. Credit: City of Toronto Archives.

Within Cedarvale Park, an emergency entrance at Markdale provides an obvious door into what lies below, but the rumblings of the subway are masked by the replenished canopy and wetland (albeit, the ravine like others in Toronto faces ecological collapse).

At Heath Street, one ascends out of Cedarvale Park near the north entrance of St. Clair West Station. Below, Castle Frank Brook continues under the subway station towards Nordheimer Ravine, leaving behind an area with layered history.

Useful Links

BlogTO – “A Brief History Of Castle Frank Brook, The Ravine Carver” by Chris Bateman

City of Toronto Archives – “A Work in Progress: Landscape Architects and Building Trades”

Discover The Don – “What Was Brewery Creek?”

Friends of Cedarvale

Globe & Mail – “Got a Gate” by John Lorinc

Jay Young – “Searching For A Better Way: Subway Life And Metropolitan Grown In Toronto, 1942-1978”

Lost Rivers – “Cedarvale Ravine”

Spacing – “The fall of Sir Henry Pellatt, king of Casa Loma” by Chris Bateman

Till Next We Trod The Boards – “Toronto’s Heritage Apartments”

Toronto Dreams Project – “Casa Loma & The Crooked Knight”

Toronto Star – “Ghosts of Spadina Expressway Haunt Us Still” by Shawn Micallef

Transit Toronto – “The Spadina Subway” by James Bow

Urban Toronto – “A Pictorial History Of Toronto’s Cedarvale Neighbourhood” by Edward Skira
Wayne Reeves and Christina Palassio – HTO: Toronto’s Water from Lake Iroquois to Taddle Creek and Beyond

7 Comments

Posted in Neighbourhoods, Parks and Trails, Toronto

Tagged 2018, Bathurst Street, cedarvale, cedarvale park, cedarvale ravine, exploration, local history, park, Sir Henry Pellatt

Scenes From York-Durham Heritage Railway

Posted on November 2, 2018 | 2 comments

The York-Durham Heritage Railway (YDHR) was established in 1987, but as its name suggests, the history stretches beyond. Making use of a discontinued rail line between Uxbridge and Stouffville, the entirely volunteer-run organization offers seasonal weekend train rides between the towns.

The YDHR operates out of Uxbridge, using its 1904 train station as a tiny railway heritage museum. The structure is distinct for its ‘witch’s hat’ roof. At one time its waiting rooms drew would-be rail travelers. Today, the station houses railway artefacts inside and an impressive stock of engines and cars outside. Of note is a passenger car of the Ontario Northlander.

The selection of Uxbridge as the YDHR’s headquarters is appropriate as the Toronto & Nippissing (T&N) Railway housed their main yards there. The T&N Railway established the rail line in the 1860s. George Gooderham was a main investor who used the line to bring raw materials from Ontario’s northern reaches to the Gooderham & Worts complex on the Toronto waterfront. In 1871, a ceremony opened the line in Uxbridge.

Map of the Township of Uxbridge, 1877. The Township was once part of Ontario County which merged with other local counties to create the Regional Municipality of Durham. Source: Canadian County Altas Digital Project.

Gooderham & Worts, Ltd., Toronto., 1896. Source: Toronto Public Library.

Uxbridge itself is a suburban town which retains its 19th charm. It is perhaps most famed for the mausoleum of Thomas Foster, a Toronto mayor from 1925-1927, which was inspired by a trip to India.

The YHDR’s main train is the 1956 Locomotive 3612, complete with dining and bench seating passanger cars for a relaxing trip and an open-window snack/baggage car for a more scenic opportunities.

The Fall Colours Train showcases the diverse landscapes of forests, farm fields, golf courses, and gravel pits of the Oak Ridges Moraine (ORM), an environmentally protected and sensitive corridor north of Toronto between Caledon and Peterborough. Elevation in ORM reaches as high as the CN Tower.

The Town of Goodwood is the mid-way point of the trip. At one time the T&N Railway served it; its station now replaced with GO bus transit. Interestingly, Goodwood doubles as the TV town of Schitt’s Creek. Just south and west in Licolnville, the train crosses into York Region.

Stouffville too is a train town. While the current GO station dates to 1995, the arrival of the Toronto & Nippising Railway brought the first station on south of Main Street to the town. It in turn spurred commercial and industrial development.

A brief history includes town founder Abraham Stouffer settling here in 1804, naming the hamlet “Stoufferville”, which was later shortened. Along with the Toronto & Nipissing Railway, there was also the Lake Simcoe Railway running to Sutton, Ontario, making Stouffville into a railway junction.

Map of the Township of Whitchurch, 1878. Note the lands around Stouffville belonging to the Stouffer family. Source: The County Atlas Digital Project.

After financial difficulties which saw the T&N railway transferring between rail companies, the Canadian National Railway eventually came to own the line in 1920. Northerly sections of track fell out of use gradually through the 20th century. Today, the original T&N right of way transports passengers through the Stouffville Go Line, passing through stations at Markham, Unionville, Agincourt, and Scarborough. Whereas a small station in the Distillery District once served as the the southern terminus, Union Station expectedly takes that spot today. The York-Durham Heritage Railway began operations in 1996. Metrolinx still owns the YDHR track and is considering returning service to Uxbridge.

Useful Links

Rails Across Ontario: Exploring Ontario’s Railway Heritage by Ron Brown

Stouffville Sun-Tribune – “From 75 inhabitants to 45,000; a brief history of Whitchurch-Stouffville”

Torontoist – “History is Fun! Toronto’s Mayors in Short” by Patrick Metzger

Transit Toronto – “GO Transit’s Stouffville Line”

2 Comments

Posted in Ontario

Tagged 2018, exploration, go bus, go train, go transit, goodwood, heritage, history, maps, oak ridges moraine, railway, railway heritage, stouffville, toronto & nippising railway, trains, uxbridge, walking, york-durham heritage railway

Scenes From The McMichael Canadian Art Collection

Posted on October 14, 2018 | 1 comment

The McMichael Canadian Art Collection is synonymous with the Group of Seven. But its charm reaches beyond this obvious attention grabber. Like the paintings of these Canadian artistic pioneers, it’s all about the link between art and nature at the McMichael.

The story starts with Canadian art enthusiasts and collectors Signe and Robert McMichael, who gifted the McMichael in 1965 to the Province of Ontario (it opened a year later) with the idea of creating a centre for the nation’s artists and their works.

With grand windows throughout to offer views of the great natural landscape outside, the McMichael may be the best gallery space in the Toronto area. It also happens to be Signe and Robert McMichael’s former home, ‘Tapawingo’, which stood in the lush Humber Valley.

When the McMichael’s bought 10 acres in 1952 to build Tapawingo, the Village of Kleinburg — with its main strip just up the road on Islington Avenue — was itself a hundred years removed from its roots as a milling settlement on the Humber. The coming postwar decades would be pivotal for both the town and the museum: Kleinburg’s aim was to keep its historic integrity amongst suburban boom and the McMichael has its transition from a quiet private residence to an expanding public institution.

Kleinburg, 1905. Credit: City of Vaughan Archives.

McMichael Canadian Art Collection & Kleinburg, 1956-1975. Note the additions to Gallery. Credit: City of Toronto Archives.

Naturally, the galleries exhibit much of the famed works of Group of Seven — Franklin Carmichael, Lawren Harris, A. Y. Jackson, Frank Johnston, Arthur Lismer, J. E. H. MacDonald, and Frederick Varley — and associated artists Emily Carr and Tom Thomson. The great works of Norval Morrisseau and other Native artists are also present, demonstrating the importance of Aboriginal voices in the institution and helping in answering the perennial questions of “What is Canadian art?” and “What is included — and not included — in Canadian art?”

To keep things in the present, the McMichael also has rotating exhibits of current contemporary Canadian art. The current photo-exhibition on until October 21, 2018, “…Everything Remains Raw”, is about the history of Toronto Hip Hop.

Perhaps more impressive than the galleries themselves is everything outside them. An excellently paced and presented audio guide takes one through the grounds.

It starts with the Tom Thomson Shack where the artist himself lived and worked in the last years of his life, famously for a dollar rent. Its original home was in the Rosedale Ravine in Toronto behind the famous Studio Building. Unfortunately, he left Toronto an excursion to his beloved Algonquin Park in 1907, never returning to his work-live studio. His death remains a mystery today.

“Tom Thomson Shack in Art Gift to Metro”, The Globe and Mail, 20 June 1962. Credit: Toronto Public Library & Globe and Mail Archives.

A small cemetery nearby houses the resting place of the McMicheals and members of the Group of Seven. The shape of their stones reflect each person’s work and character; Lawren Harris’ triangular marker for example evokes the mountains of his Arctic paintings.

Further is a Sculpture Garden of the works of Ivan Eyre. The picturesque settings of the area as a whole allows the museum to open itself up to wedding shoots.

lichen, a piece by Mary Anne Barkhouse and Michael Belmore featuring canines seemingly waiting for the bus, offers a whimsical yet provocative origin story. The transit shelter idea arose from the introduction of wolves to Yellowstone National Park, oddly enough. In the early 20th century, all large predators were removed from the park as a safety precaution to visitors, allowing the elk population to grow unchecked.

To reintroduce ecological balance, Canadian Grey Wolves were reintroduced in 1995. Biologists who recommended the idea spoke local communities about the development, informing them the wolves would not be waiting at bus shelters for their children. The sculptures also reference the constant duality of effects of humans on nature and vice versa. Iichen was once located in the Toronto Sculpture Garden, too.

Finally, further past Wedding Hill and David Ruben Piqtoukun’s Inukshuk, a path leads one down to the Valley Trails — foot and bike paths which meander along and across the East Humber in a way that might evoke the historic Toronto Carrying Place. A less adventurous but still stunning Gallery Loop Trail leads one around the McMichael’s fieldstone walls and massive fenestration.

1 Comment

Posted in Museums, Parks and Trails

Tagged 2018, art gallery, Emily Carr, Group of Seven, HUmber River, kleinburg, Lawren Harris, McMichael Canadian Art Collection, museum, nature, Norval Morrisseau, Tom Thomson, trails, walking, wanderlust

Scenes From A City

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Roads Never Built

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Scenes From Toronto Railway Museum & Roundhouse Park

Toronto’s First McDonald’s

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Dating the Undated: A Look Down Bay Street

Scenes From The Danforth (Broadview Avenue to Pape Avenue)

Scenes From The Distillery District

Scenes From Earl Bales Park

Scenes From Cedarvale

Scenes From York-Durham Heritage Railway

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