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Railway Investigation Report R07d0111 Crossing Collision
RAILWAY INVESTIGATION REPORT R07D0111 CROSSING COLLISION VIA RAIL CANADA INC. PASSENGER TRAIN NUMBER 35 MILE 23.57, CANADIAN NATIONAL KINGSTON SUBDIVISION PINCOURT/TERRASSE-VAUDREUIL, QUEBEC 17 DECEMBER 2007 The Transportation Safety Board of Canada (TSB) investigated this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability. Railway Investigation Report Crossing Collision VIA Rail Canada Inc. Passenger Train Number 35 Mile 23.57, Canadian National Kingston Subdivision Pincourt/Terrasse-Vaudreuil, Quebec 17 December 2007 Report Number R07D0111 Synopsis On 17 December 2007, at approximately 1549 eastern standard time, VIA Rail Canada Inc. passenger train No. 35, travelling westward at 62 mph on the south main track of Canadian National’s Kingston Subdivision, struck an empty tractor-trailer that was immobilized on the 3e Avenue level public crossing located at Mile 23.57, near Pincourt/Terrasse-Vaudreuil, Quebec. The tractor-trailer was destroyed; the locomotive was damaged and was unable to continue. Subsequently, 76 passengers were transferred to another VIA Rail Canada Inc. train and rail traffic was delayed for up to 3 ½ hours. The truck driver sustained minor injuries. There was no derailment and no track damage. Ce rapport est également disponible en français. © Minister of Public Works and Government Services Canada 2009 Cat. No. TU3-6/07-1E ISBN 978-1-100-12406-3 TABLE OF CONTENTS 1.0 Factual Information ....................................................................... -
Grand Trunk Railway of Canada
[SECOND EDITION.] GRAND TRUNK RAILWAY OF CANADA. ADDRESS BOND AND STOCKHOLDERS, WITH INTEODUCTION AND APPENDIX, INCLUDING THE CELEBRATED PAMPHLET, A FEW REASONS WHY THE GRAND TRUNK RAILWAY DOES NOT PAY." AND A LETTER TO THOMAS BAKING, ESQ., M.P. JOSEPH NELSON. LONDON: ,f tT<j ^ ABBOTT, BAETON, AND CO., 269, STEAND. I oV i Price Sixpence. 0E G^urckased -for ike tXwtu 'Pitra fylkdiorL. at Qwms llnwmibj oKmt GRAND TRUNK RAILWAY OF CANADA. \ In proceeding to a Second Edition of my u Address to the Bond and Stockholders of the Grand Trunk Railway of Canada," it has been suggested to me that I should answer the question, " Who is Mr. Nelson, who has exposed the mis- management of the Grand Trunk Railway both in Canada and in London ?" My answer is, that I am the author of a pamphlet published in 1860 by Abbott, Barton, and Co., London, entitled the u Present and Future Prospects of the Grand Trunk Railway," in criticising which several of the London railway and monetary journals did me the honour at that time to describe me as " Probably filling a high position in the Canadian Government, and a gentleman who evidently understood what he was writing about." I am also the author of the pamphlet entitled " The Hudson's Bay Com- pany, what is it?" published by Bailys, of the Royal Exchange, in 1864, in which I dealt a just blow at the gigantic jobbery and double-dealing of three prominent men officially connected with Canadian undertakings. I need not say more in con- firmation of the truth of that pamphlet than point to the present price of Hudson's Bay Stock. -
Historical Outlines of Railways in Southwestern Ontario
UCRS Newsletter • July 1990 Toronto & Guelph Railway Note: The Toronto & Goderich Railway Company was estab- At the time of publication of this summary, Pat lished in 1848 to build from Toronto to Guelph, and on Scrimgeour was on the editorial staff of the Upper to Goderich, on Lake Huron. The Toronto & Guelph Canada Railway Society (UCRS) newsletter. This doc- was incorporated in 1851 to succeed the Toronto & ument is a most useful summary of the many pioneer Goderich with powers to build a line only as far as Guelph. lines that criss-crossed south-western Ontario in the th th The Toronto & Guelph was amalgamated with five 19 and early 20 centuries. other railway companies in 1854 to form the Grand Trunk Railway Company of Canada. The GTR opened the T&G line in 1856. 32 - Historical Outlines of Railways Grand Trunk Railway Company of Canada in Southwestern Ontario The Grand Trunk was incorporated in 1852 with au- BY PAT SCRIMGEOUR thority to build a line from Montreal to Toronto, assum- ing the rights of the Montreal & Kingston Railway Company and the Kingston & Toronto Railway Com- The following items are brief histories of the railway pany, and with authority to unite small railway compa- companies in the area between Toronto and London. nies to build a main trunk line. To this end, the follow- Only the railways built in or connecting into the area ing companies were amalgamated with the GTR in are shown on the map below, and connecting lines in 1853 and 1854: the Grand Trunk Railway Company of Toronto, Hamilton; and London are not included. -
Death Knell on the Hamilton & North Western Railway
Death Knell on the Hamilton & North Western Railway By H. David Vuckson In the 19th Century, railways were the last word in transportation on land when there was nothing faster to compare them to. The few roads that existed were often impassable during winter and spring because of deep snow or mud and ruts but a railway meant year-round convenience and progress for the communities it passed through and decline or, at the very least, inconvenience for those it bypassed. The Hamilton & North Western Railway which, at its peak, connected Lake Erie (at Port Dover), Lake Ontario (at Hamilton), Lake Simcoe (at Barrie-on the main line) and Georgian Bay (at Collingwood-on the branch line from Beeton [Allimil] Junction on the main line), was, in the minds of the citizens of Simcoe County, supposed to be a grand alternative to the monopoly held by the Northern Railway of Canada. The Northern which had linked Toronto and Collingwood since 1855 was not universally praised or admired by those it served because it was the only game in town and could charge whatever rates it wanted and offer whatever level of service it cared to give. The concept of another railway linking Toronto’s great rival, Hamilton, with Lake Simcoe and Georgian Bay in the 1870’s persuaded Simcoe County and 1 of 11 the townships the line would pass through to give financial bonuses for the construction of the H&NW in the hope of having another option to the rates and service dictated by the Northern. As history has recorded, within a few months after the railway from Hamilton arrived in Collingwood in 1879 it merged, mainly for financial reasons, with its rival to whom it was intended to offer stiff competition. -
Railway Investigation Report R16t0162
RAILWAY INVESTIGATION REPORT R16T0162 Main-track train collision and derailment Canadian Pacific Railway Freight trains 235-21 and 118-18 Mile 3.3, North Toronto Subdivision Toronto, Ontario 21 August 2016 Transportation Safety Board of Canada Place du Centre 200 Promenade du Portage, 4th floor Gatineau QC K1A 1K8 819-994-3741 1-800-387-3557 www.tsb.gc.ca [email protected] © Her Majesty the Queen in Right of Canada, as represented by the Transportation Safety Board of Canada, 2017 Railway Investigation Report R16T0162 Cat. No. TU3-6/16-0162E-PDF ISBN 978-0-660-09197-6 This report is available on the website of the Transportation Safety Board of Canada at www.tsb.gc.ca Le présent rapport est également disponible en français. The Transportation Safety Board of Canada (TSB) investigated this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability. Railway Investigation Report R16T0162 Main-track train collision and derailment Canadian Pacific Railway Freight trains 235-21 and 118-18 Mile 3.3, North Toronto Subdivision Toronto, Ontario 21 August 2016 Summary On 21 August 2016, at approximately 0517 Eastern Daylight Time, Canadian Pacific Railway freight train 118-18 was crossing from the north to the south track at approximately Mile 3.3 on the North Toronto Subdivision in Toronto, Ontario. Freight train 235-21, proceeding westward with 2 locomotives only, collided with the tail end of train 118-18. Four of train 118-18’s intermodal cars (10 platforms) were struck and damaged. -
Evidence from the Grand Trunk and Great Western Railway Companies
This PDF is a selection from an out-of-print volume from the National Bureau of Economic Research Volume Title: Strategic Factors in Nineteenth Century American Economic History: A Volume to Honor Robert W. Fogel Volume Author/Editor: Claudia Goldin and Hugh Rockoff, editors Volume Publisher: University of Chicago Press Volume ISBN: 0-226-30112-5 Volume URL: http://www.nber.org/books/gold92-1 Conference Date: March 1-3, 1991 Publication Date: January 1992 Chapter Title: The Profitability of Early Canadian Railroads: Evidence from the Grand Trunk and Great Western Railway Companies Chapter Author: Ann M. Carlos, Frank Lewis Chapter URL: http://www.nber.org/chapters/c6970 Chapter pages in book: (p. 401 - 426) 14 The Profitability of Early Canadian Railroads Evidence from the Grand Trunk and Great Western Railway Companies Ann M. Carlos and Frank Lewis 14.1 Introduction It was not until the middle of the nineteenth century that Canada moved into the railroad era. Although railroads had been built in the United States some twenty years earlier, it was during the decade of the 1850s that Canadian construction began in earnest. With only sixty-six miles of track in 1850, Central Canada had, within ten years, nearly 2,000 miles of track, or three quarters of a mile per thousand inhabitants.’ But far from bringing the share- holders the 11 to 15 percent rates of return anticipated, these early railroads teetered on the brink of bankruptcy for most of their lives and were national- ized in 1917. Yet when it comes to discussions of Canadian railroads, economists have shown far greater interest in the transcontinental or post-Confederation (1867) phase.2 This is not to say the earlier railroad boom went unnoticed. -
Railway Station Architecture in Ontario, 1853-1914
Durability and Parsimony: Railway Station Architecture in Ontario, 1853-1914 c S £<.:0NO CLASS '!Y A Y :; 1 r) t·: !i .... (.A"T I flr'l !0-: ... 1 ~ d.fl ~ i tv "1\r ; 11 r l• / ~ - ) ·~ ' ELEVAT I ON Figure 1. Grand Trunk Railway Type C Second Class S E.CTION wayside station, ca. 1853. (Ontario Archives, Shanly Papers, MU 2701, Toronto and Guelph drawings); inset Sl Marys Junction station. (Regional Collection, by Anne M. de Fort-Menares University of Western Ontario) 21:1 SSAC BULLETIN SEAC 25 orporate railway history in Ontario can be charted as a tree, from many roots up Cthrough three main branches. Dozens of short local lines were initially chartered, construction began on some, and a few even operated, only to be bought out by a larger line whose directors had ambitions to develop a system. Strategies for connect ing key shipping nodes drove most company development. By 1882, the Grand Trunk Railway (GTR) had bought up most of the smaller lines and competing systems in Ontario, leaving the Canadian Pacific Railway (CPR) and the Canada Southern as its chief com petitors. The urge to build to the Pacific resulted in three trans-national lines operat ing by the First World War: the CPR, the Grand Trunk Pacific (GTP), and the Canadian Northern (CNoR). Overextension and the huge costs of building and operating railways through the Rockies caused the bankruptcy of the CNoR in 1918, followed by the GTP in 1920 and the Grand Trunk, its parent, in 1923. From the crisis was created Canadian 1 Rowland Macdonald Stephenson, Railways: An Intro National Railways. -
Railroad Crossings: the Transnational World of North
RAILROAD CROSSINGS: THE TRANSNATIONAL WORLD OF NORTH AMERICA, 1850-1910 By Christine Ann Berkowitz A thesis submitted in conformity with the requirements for the degree of Doctor of Philosophy Graduate Department of History University of Toronto © Copyright by Christine Ann Berkowitz 2009. RAILROAD CROSSINGS: THE TRANSNATIONAL WORLD OF NORTH AMERICA, 1850-1910 By Christine Ann Berkowitz Doctor of Philosophy, Graduate Department of History, University of Toronto, 2009 ABSTRACT The last quarter of the nineteenth century is often referred to as the “Golden Age” of railroad building. More track was laid in this period in North America than in any other period. The building of railroads was considered synonymous with nation building and economic progress. Railway workers were the single largest occupational group in the period and among the first workers to be employed by large-scale, corporately owned and bureaucratically managed organizations. While there is a rich historiography regarding the institutional and everyday lives of railway workers and the corporations that employed them, the unit of analysis has been primarily bounded by the nation. These national narratives leave out the north-south connections created by railroads that cut across geo-political boundaries and thus dramatically increasing the flows of people, goods and services between nations on the North American continent. Does the story change if viewed from a continental rather than national perspective? Railroad Crossings tells the story of the people and places along the route of the Grand Trunk Railroad of Canada between Montreal, Quebec and Portland, Maine and the Atchison, Topeka and Santa Fe Railroad (and later of the Southern Pacific) between Benson, Arizona and Guaymas, Sonora. -
Michigan's Railroad History
Contributing Organizations The Michigan Department of Transportation (MDOT) wishes to thank the many railroad historical organizations and individuals who contributed to the development of this document, which will update continually. Ann Arbor Railroad Technical and Historical Association Blue Water Michigan Chapter-National Railway Historical Society Detroit People Mover Detroit Public Library Grand Trunk Western Historical Society HistoricDetroit.org Huron Valley Railroad Historical Society Lansing Model Railroad Club Michigan Roundtable, The Lexington Group in Transportation History Michigan Association of Railroad Passengers Michigan Railroads Association Peaker Services, Inc. - Brighton, Michigan Michigan Railroad History Museum - Durand, Michigan The Michigan Railroad Club The Michigan State Trust for Railroad Preservation The Southern Michigan Railroad Society S O October 13, 2014 Dear Michigan Residents: For more than 180 years, Michigan’s railroads have played a major role in the economic development of the state. This document highlights many important events that have occurred in the evolution of railroad transportation in Michigan. This document was originally published to help celebrate Michigan’s 150th birthday in 1987. A number of organizations and individuals contributed to its development at that time. The document has continued to be used by many since that time, so a decision was made to bring it up to date and keep the information current. Consequently, some 28 years later, the Michigan Department of Transportation (MDOT) has updated the original document and is placing it on our website for all to access. As you journey through this history of railroading in Michigan, may you find the experience both entertaining and beneficial. MDOT is certainly proud of Michigan’s railroad heritage. -
Grand Trunk Railway
History of the Grand Trunk Railway Local History at the St. Thomas Public Library 10 November 1852: The Grand Trunk Railway (GTR) is formally incorporated to construct a main railway line serving Ontario and Quebec, connecting Chicago with Portland, Maine. It is financed by a group of private British investors and fronted by Sir Francis Hincks, who is determined to build a main trunk line for eastern Canada. 1853: The Grand Trunk purchases five small railroad companies: the St. Lawrence & Atlantic (which reaches from Longueil, Quebec to Portland, Maine), Quebec & Richmond, Toronto & Guelph, Grand Junction, and Grand Trunk Railway Company of Canada East. October 1856: The main line between Montreal and Toronto is opened. It is built with the Canadian Standard Gauge, 5’6”. December 1859: The Victoria Bridge is opened to traffic. It is a tubular bridge built originally for rail traffic, although lanes for automobiles will be added in 1927. It is the first bridge to span the St. Lawrence River, and is built especially for withstanding the ice and winter conditions of the river. The Victoria Bridge, Montreal, Quebec. 1859: An extension of the main line to Sarnia via Guelph, Stratford, and London is opened. The Grand Trunk Railway now provides through transportation from Sarnia to the Atlantic coast, a distance of 800 miles. 1860: The Grand Trunk acquires an extension from Quebec City to Rivière-du-Loup. 1861: The GTR has accumulated a debt of several hundred thousand pounds sterling as the result of expansion and overestimating the demand for rail service. Sir Edward William Watkin, railway chairman and politician, is sent from London to sort out the company’s financial situation. -
The Grand Trunk Railway: a Look at the Principal Components
Bulletin 147 The Grand Trunk Railway: A Look at the Principal Components By Omer Lavallee and Raymond F. Corley Like virtually all North American railways, the Grand Trunk embraced dozens of lines that once had been corporately indepen• dent. There follows a look at the principal lines absorbed or controlled by the GTR after 1881, the first of them in Canada, the others in the United States. In between is a consideration of the Grand Trunk Pacific, conceived by the GTR but bom a foundling. Great Western Railway One of Canada's oldest railway companies, the Great Western was initially chartered in 1834 as the London & Gore Rail Road Company. The legislation was revived in 1845, an elaborate groundbreaking ceremony took place at London on October 23, 1847, and in 1853 the name became the Great Western Railway Company of Canada. The line was projected westward from London to Windsor and Samia, and eastward to Niagara Falls via Hamilton. * Owing to the usual scarcity of capital, however, work progressed slowly; when the Canadian government imposed the provincial gauge in 1851, no London & Gore track had yet been laid. The L&G had intended to build to the American standard gauge, since its lines would meet U.S. systems across the Detroit, St. Clair, and Niagara rivers. But it needed assistance under the Guaranty Act, and so when the company's Elk pulled the first train of 20 freight cars across Roebling's new Niagara Falls Suspension Bridge on March 18, 1855, it was on 66-inch gauge rails. (Later, the railway deck carried a triple-gauge track: standard gauge, 66-inch gauge, and 72-tnch gauge, the latter for the Erie.) The section between Hamilton and Niagara Falls had been the first opened, on November 10, 1853, and the balance of the main line as far as Windsor, completed in stages, was in regular operation throughout by January 27, 1854. -
The Grand Trunk Pacific Railway and B R I T I S H Columbia by Joseph
4" 7 The Grand Trunk Pacific Railway and British Columbia by Joseph Arthur Lower A thesis submitted in partiaLafulfilment of the requirements for the degree of Master of Arts in the Department of History. The University of British Columbia April 1939. The Grand Trunk pacific Railway by Joseph Arthur Lower A thesis submitted in partial fulfilment of the requirements for the degree of Master of Arts in the Department of history. The University of British Columbia April 1939 CONTENTS Page Preface 1 Chapter I. The Decade before the Grand Trunk Pacific 1 Era of prosperity beginning 1896 - failure of Conservatives - advance under Liberals - opening of the northwest - plans for transcontinentals. Chapter II. Negotiations leading to Construction of the Railway II Problems of the Grand Trunk - early plans for a transcontinental - re• signation of Blair - the railway agreement - opposition to the railway - reasons for building. Chapter III.The Building of the Railway 55 Officials - the prairie section - the mountain section - opening of service. Chapter IV. The Grand Trunk Pacific Subsidiaries 78 Branch Lines - Terminal Elevator Com• pany - Grand Trunk Pacific Elevator Company - Terminal Warehouse Company - B. G. Coast Steamships - G. T. P. Dock Company - G. T. P. B. C. Coal Company - - Telegraph Company. Chapter V. The Power of the Grand Trunk Pacific 91 Evil results of railroads - influence of politics - unscrupulous tactics of the railway - land speculation. Chapter VI. The Romance and Struggle of. Railway Building An immense undertaking - influence on the country - problems of construction - the builders. 126 Page Chapter VII. Prinoe Rupert 135 Choosing the terminus - Kaien Island dispute - Indian reserve agreement - sale of lots - later relations between city and railway.