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Sir Adam Beck and the Hydro Radial Proposals

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Sir Adam Beck and the Hydro Radial Proposals /t,' f '^itJii^-'U^ SIR ADAM BECK AND THE HYDRO RADIAL PROPOSALS by JOHN F. DUE Professor of Economics University of Illinois INCORPORATED 1952 BOX 122 TERMINAL "A" TORONTO BULLETIN 50 Digitized by the Internet Archive in 2008 with funding from IVIicrosoft Corporation http://www.archive.org/details/bulletin50uppeuoft . « SIR ADAM BECK AND THE HYDRO RADIAL PROPOSALS by JOHN F. DUE Sir Adam Beclc Is remeiabered today prim- 1. The Windsor roads: lines owned by the Detroit arily as the founder of the Ontario riydro-Electric United System extended to Tecumseh and to >u»> System, but his interest in electricity was not heratburg, and the Windsor, £ssex and Lake confined to electric power as such; it extended to Shore reached Leamington. its use as a source of power for railways. During the period between 1912 and lS2ia, he developed and 2. The Chatham, Wallaceburg and Juake Srie oper- fought strenuously for plans for a system of rad- ated three lines out of (Suttham: to Wallace- ial electric railways in untario, centering on burg, to Painscourt, and to lirle Beach. Toronto, which would have given the province one of the most modem passenger transport systems of 3. The London lines: the London and Lake Brie op- the period. Unfortunately, as events daveloped, erated from London via Lant>eth to St. Thomas for the most part the building of the lines would and Port Stanley, paralleling the city-owned have proven to have been a colossal blunder, but steam-operated London «aid Port Stanley, which portions of several of them, if retained, would was later (1915) electrified by Sir Adam beck. nave aided materially in the solving of Toronto's The Woodstock, Thames Valley and Ingersoll op- present day traffic problems. While the traditioiv* erated between the two cities of its corporate al Ontario term of "radlals" was used (this term name, but never reached London, as plemned. has never been widely used with reference to elec- tric railways outside Ontario), these lines were 4. The Qrand Valley lines: the Grand Hiver, which not to be interurbans of the typical variety, but became a Canadian Pacific affiliate, operated were planned as high speed lines built to very from Gait to Waterloo via Kitchener (known as high standards. The pirototypes were the Chicago Berlin before 1916) ; and the (^and Valley ex- area roads, and, later, the International itail- tended from brantford via Paris and St. Qeorge way's high speed line from Buffalo to Niagara to Gait. In 1915 another Canadian Pacific aff- Falls (completed in 1917), one of the best lines iliate, the Lake Brie and Northern, completed ever constructed in the United States. its line from Gait to brantford and ^ort Do- ver; it acquired from the city of brantford Unfortunately (or perhaps fortunately), the property of the Grand Valley above Paris the radial plans became bogged down in a morass of but did not use it; the city continued for political indecision and dispute so protracted some years to operate the Urantford-Parls lina that construction was delayed to a time at which of the 8V paralleling the LB&N. it became evident that the lines could not be self supporting. The question became a major political 5. The Hamilton lines, all owned by the Dominion issue, and the whole project became so confused Power and Transmission Co., extending outward that it is difficult to piece together the exact from Hamilton to Oakville (Hamilton Radial), sequence of events ; it became also a source of to Brantford (Brantford and Hamilton), and to bitter recriminations which were to do serious tieamsville (Hamilton, Grimsby and beamsville). harm to the prestige of Sir Adam beck himself. In some ways, the history of the radial projects is 6. The Uackenzle lines: two of these were owned* highly reminiscent of current discussions of addi- technically, by the Canadian Northern: the tional rapid transit facilities in Toronto - end- Niagara, St. Catharines and Toronto, serving less surveys, continuing disputes between various major points in the Niagara Peninsula, and the groups and persons Involved, changes in plans, and Toronto Suburban, which ultimately reached inaction. Guelph from Toronto, but as of 1912 extended only to Lambton and to Weston (the Weston line Thfl Background was extended to Woodbrldge in 1914) The other Mackenzie system was the Toronto and by way of introduction to the story of York Badial, with one Interurban line to Lake the radlals, it Is necessary to note briefly the Slmcoe points, and two suburban lines, one ex- picture of the interurban network of 1912. In the tending into Scarborough terminating at West states directly south of Ontario there had devel- Hill, and the other from Sunnyslde to Port oped between 1895 and 1912 a tremendous network of Credit. None of these reached downtown Toron- interurban lines connecting moat of the major cit- to, but terminated in the outskirts. ies and towns, uhlo had about 2800 miles of line, Indiana 2000, and Uichlgan, Illinois, Pennsylvania and Mew York, although less completely blanketed, Apart from these roads there was only had very substantial mileages. The interurban had one other Interurban in untario, the remote Nlpi- become a serious competitor of the steam railroad sslng Central, which connected Cobalt with New in the short haul passenger field, although most Liskeard. There were several suburban car lines. midwest lines handled only limited freight busi- ness, by contrast, western untario, in many resp- Plans for Hydro Radials 1912-1917 ects slmlllar to the area south of the lakes, had only a group of isolated lines, totalling about In the period from 1905 to 1912, the un- had developed 360 miles (between 1912 and 1918 an additional 120 tario Hydro-iiilectric Power System miles were completed or electrified, but 45 miles rapidly, establishing itself against strong oppo- power wtre abandoned). These lines can be outlined sition as the first major successful public briefly: project in North nmerlca, and by undertaking rev- . olutlonary clumgaa in power production and distri- ed other stirveys of western Ontario lines, and en- bution had greatly reduced costa of power and couraged local meetings to discuss the radlals. in brought rapid electrification of fanas and email October of 1914 the plans for the lines east of towna* The driving force behind Hydro was Sir Adam Toronto were approved by the voters of 11 of the Beck, successful manufacturer, former Uayor of 13 municipalities Involved (all except Uxbrldge London and a member of the Conservative cabinet of and Newmarket). Hydro proceeded with plans for the province, a man of great forelght and dynamic these lines, and sought Federal subsidy. drive, if somewhat arrogant and quarrelaome, and characterized by some as ruthless in treatment of In March of 1915 a large number of mun- both enemies (of which he had many) and friends icipalities formed the Hydro Electric Railway Ass- alike. Beck had a great personal following among ociation of Ontario (under Hydro aponsorship) to th« people of the province, but also a great capa- further the development of the systems. The Assoc- city for antagonizing colleagues and provincial iation actively sought a provincial subsidy for Premiers the lines. Premier Hearst promised careful attent- ion to the request, indicating that he favored the With the Hydro system securely on its radial development but questioned the desirability feet, althou^ by no means coiqpleted. Beck's att- of a subsidy. The Association and its various reg- ention turned to the development, under Hydro ional locals worked hard for the program and sponsorship, of a system of electric railways, throu£^out western and central Ontario the quest- which was designed to provide south central and ion received extensive popular discussion. westeim Ontario with a network of interurbans even superior to that of Ohio. Beck first publicly en- throughout western and central Ontario the quest- dorsed the development of a system of radlals in ion received extensive popular discussion. By 1916 1912, pointing out that Hydro offered both rights some 2100 miles of line had been proposed. of way and a source of power, and that the propos- ed system could bring great transportation advant- The next system to be submitted to vota siges to both farmers and city dwellers. by tha municipalities Involved (on <Jan. 1, 1916) was the line extending from Toronto via Port Cred- In 1913 definite plans for Hydro radlals it and Quelph to London, and, eventually, bamla commenced to take ahapa. The first serious propos- (the London - Samia segment not being voted on al came from municipalities east of Toronto, for a at tbla time). Only Berlin and 3 small townships line from Toronto to llarkham, and thence to Utbi*- rejectad the proposal. Beck still pushed for a Idge and to Port Perry via Brooklln. An additional subsidy, and sought provincial approval to go line from Whitby to Brooklln was later added to ahead with the plans. In April, however, the gov- the plan. The Hydro staff conducted an extensive ernment warned that It had not approved the con- survey of this line, the report being Issued in tracts with the municipalities on the London line, November. Cities of western Ontario also commenced and that it would not encourage expenditures on to show interest in a line fi^om Toronto to Samia. radlals during the war. The Radial Association In 1914, the basic legislation authorizing the coi)q>lained, but, nevertheless, later in the year building of radial lines was enacted, under the the government amended the 1914 Act to prohibit name of the Hydro Electric Railway Act of 1914. further expenditures on radlals until the war was Briefly, it authorized the construction of elect- over.
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