Later, in 1933, an even bigger, deluxe six cylinder car called the “Ace” became available. This luxury vehicle was built in the United States and imported on order to Leaside. The last Durant car was built in 1933. There were 50 cars manufactured that year, with a major Durant display featured at the Toronto Motor Show. The Canadian operation lasted one and a half years longer than the American plant.
The Depression and reliance on American builders for the Frontenac were the causes of its decline. By December 1933, the Leaside production stopped and Roy Kerby rejoined General Motors. The company sold what it could and wound up their operation by 1935, though an offshoot lingered on for years, selling parts at discount prices to its many “friends.” “When Dominion disappeared so did the last bit of Canada’s own automobile industry.”12
THE WAR EFFORT: WORLD WAR I AND WORLD WAR II
LEASIDE, LIKE most communities across Canada, contributed much to the war effort. Many young men and women gave the ultimate, their lives.
War touched the daily life of every household, from the dislocation of families to the effects of wartime rationing. To this newly incorporated Town of Leaside, the War brought both hardship and profit. With the Leaside Munitions Company (WWI) and Research Enterprises (WWII) booming during wartime, Leaside’s economy was enhanced. At peak production, these companies together employed thousands of people. The war effort, however, placed additional spotlights on Leaside.
THE LEASIDE AERODROME
Towards the end of 1916, plans were approved by the Canadian Government for the construction of aerodromes and war equipment. The Canadian Government leased about 220 acres north of Canada Wire and Cable Company, just north of Wicksteed Avenue.
Construction began on May 21, 1917. The land was carefully drained by laying 45 miles of field tiles. The airfield would extend from Wicksteed to Broadway and from Sutherland to the Don Valley. Once hangars and workshops were built, the Leaside Aerodrome became a reality, providing a base for Number 83 Canadian Training Squadron of the 43rd Wing Royal Flying Corps.
The enlisted men lived in the top storey of the munitions factory. In reality, the Leaside Munitions Company provided their barracks. Down below the men, the shell cases for the war effort were being manufactured.
Flying instructors at the Leaside Aerodrome, 1918. The man on the left is believed to be Brian Peck, pilot of the First Air Mail Delivery to Leaside. City of Toronto Archives, William James Collection.
Wooden plane factory at the Leaside Aerodrome. Date: 1918. City of Toronto Archives, William James Collection.
Once the runways and the total of nine hangars, housing three squadrons, were complete, the instruction and repair buildings, a mess hall and a temporary hospital were built. This full-scale military hospital, there to serve the requirements of an extensive training program designed to prepare pilots for war, was located at Sutherland and Eglinton.
“Hordes of civilian workmen operating dozens of graders, ditch diggers and steam-rollers, quickly put the finishing touches to the Aerodrome as scores of carpenters completed the hangars and buildings.”1
Other large structures sprang up to support this massive undertaking. Included were the wing headquarters building, the officers and cadets mess and quarters, and a garage capable of housing twenty large motor vehicles. A railroad spur was run into what is now the corner of Rumsey and McRae to bring men and supplies to the camp’s centre.
“The airfield was old-fashioned, without many runways, and it was grassy. They used to take off heading for the Don Valley, so that if they weren’t able to get off the ground in time at least they could climb out of the valley. That would give them some more time to get the airplane up in the air.”2
By the end of the war, there were approximately 600 servicemen stationed at Leaside Air Base. “By the end of the war, there was accommodation for 89 officers, 230 cadets, 83 warrant officers and sergeants, and about 600 rank and file, with the latter being housed in yet another completed CWC building.”3
Once peace was declared and World War I was over, the need for the Aerodrome was equally over. The Air Field, however, flickered back to brief life. In the early 1920s, Albert Munday and Earl Hand organized the Toronto Flying Club and made Leaside the first private club aerodrome in Canada. “For some years after the first war, the flying field was privately operated and it is within the memory of many of us seeing planes landing and taking off on weekends as well as the thrilling aeronautical displays which were put on from time to time.”4
Ultimately, real estate pressures forced the airfield out of existence. The temporary buildings vanished and rail spurs hauled in road paving materials. Soon houses began to appear west of Laird stretching over to Sutherland and industries moved in to the “industrial area.”
“As industry took over, the Leaside Aerodrome was gradually phased out over time, with the last remaining hangar being removed as recently as 1971.”5 The remaining Quonset huts still found in the industrial area in the seventies were never used as hangars.
A hangar built for World War I. Later, the structure was used as a warehouse for Canada Wire and Cable. In 1971, the last hangar in Leaside was demolished. Photograph taken July 2, 1955. Toronto Reference Library, J.V. Salmon Collection.
Leigh Capreol, Toronto Flying Club Instructor, at the Leaside Air Field. Date: 1924. City of Toronto Archives.
A US Army Ford single propeller plane attracts much attention at the Leaside Air Field in 1928. City of Toronto Archives, William James Collection.
American Curtiss Hawks, lined up at the Leaside Aerodrome 1929–30, with Canada Wire and Cable in background. City of Toronto Archives, William James Collection.
Today, with the many changes, nothing remains of the airfields built on the level terrain around Laird or of the wartime Aerodrome.
CANADA’S FIRST AIRMAIL DELIVERY
In early 1917, during the First World War, it became obvious that warfare by air had become a necessity. To attract more aviators, the Royal Flying Corps, with assistance from the Canadian government, leased an airfield in Leaside. This land, located just north of Canada Wire and Cable, became the Leaside Aerodrome.
During that year, the number of young men choosing to sign up for training began to dwindle. To promote the Royal Flying Corps, Captain Brian Peck and Corporal E. W. Mathers flew to Montreal to perform an aerial demonstration designed to arouse the interest of potential flyers. “Peck wangled the flight by convincing the authorities at Leaside Airport that he could become a valuable part of their recruiting