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Victoria County Centennial History F 5498 ,V5 K5
Victoria County Centennial History F 5498 ,V5 K5 31o4 0464501 »» By WATSON KIRKCONNELL, M. A. PRICE $2.00 0U-G^5O/ Date Due SE Victoria County Centennial History i^'-'^r^.J^^, By WATSON KIRKCONNELL, M. A, WATCHMAN-WARDER PRESS LINDSAY, 1921 5 Copyrighted in Canada, 1921, By WATSON KIRKCONNELL. 0f mg brnttf^r Halter mtfa fell in artton in ttje Sattte nf Amiena Angnfit 3, ISiB, tlfia bnok ia aflfertinnatelg in^^iratei. AUTHOR'S PREFACE This history has been appearing serially through the Lindsaj "Watchman-Warder" for the past eleven months and is now issued in book form for the first time. The occasion for its preparation is, of course, the one hundredth anniversary of the opening up of Victoria county. Its chief purposes are four in number: — (1) to place on record the local details of pioneer life that are fast passing into oblivion; (2) to instruct the present generation of school-children in the ori- gins and development of the social system in which they live; (3) to show that the form which our county's development has taken has been largely determined by physiographical, racial, social, and economic forces; and (4) to demonstrate how we may, after a scien- tific study of these forces, plan for the evolution of a higher eco- nomic and social order. The difficulties of the work have been prodigious. A Victoria County Historical Society, formed twenty years ago for a similar purpose, found the field so sterile that it disbanded, leaving no re- cords behind. Under such circumstances, I have had to dig deep. -
The Toronto & Nipissing Railway
26 The Narrow Gauge Phenomenon in Ontario The distance between the rails was an immediate issue at the very beginning of the railway itself. Re- markably, the question of the preferred gauge was settled very quickly in England where railways were invented and given to the world. George Stephenson, the inventor who made the steam locomotive a practical proposition, decreed that it should be 4’8½”, or 1435 mm, and that came to be adopted through- out western Europe, and was exported all over the world. This gauge came to be known world-wide as the “Standard” or “Stephenson” gauge. Not surprisingly, any gauge narrower than the standard gauge was defined as narrow gauge, and any gauge wider as a wide or broad gauge. The Province of Canada, that had enacted a financial incentive for the building of railways, specified in 1851 that in order for a railway to obtain that incentive, it had to build to the 5’6” gauge, which came to be known also as the "Provincial" Gauge. Essentially this legislation defined Canada’s railway gauge for the next twenty years, contrary to the 4’8½” gauge that was by then rapidly becoming standard in western Europe and, more immediately, also in the adjoining northern states of the USA. Notwithstanding the increasing prevalence of the standard gauge in railways around the world, those railways that opted for a wider gauge claimed improved stability, higher load capacity and increased pas- senger comfort, but in some cases selected a different gauge from that of their neighbour for political or strategic reasons. -
The Humber River Heritage Bridge Inventory
CROSSINGTHE H UMBER T HE HE 2011 Heritage H UMBER UMBER Canada Foundation NATIONAL ACHIEVEMENT R AWARD WINNER IVER IVER for Volunteer Contribution HERIT A GE B RIDGE RIDGE I NVENTORY July 2011 CROSSING THE HUMBER THE HUMBER RIVER HERITAGE BRIDGE INVENTORY www.trca.on.ca Toronto and Region Conservation Authority Humber Watershed Alliance, Heritage Subcommittee Newly Released, July 2011 Fold Here PREAMBLE In 2008, I was introduced to the Humber River Heritage Bridge Inventory to provide advice on one of the identified heritage bridges, slated for de-designation and subsequent demolition. Having recently recommended to the Canadian Society for Civil Engineering that they increase their activities in heritage bridge conservation, I was happy to participate in this inventory project as such initiatives highlight the significant and often overlooked relationship between engineering advancements and our cultural heritage. Over time the widespread loss of heritage bridges has occurred for a variety of reasons: deterioration, changes in highway requirements, or damage by storms like Hurricane Hazel. Today, however, with increasing attention towards cultural heritage, creative solutions are being explored for preserving heritage bridges. Protecting, conserving and celebrating our heritage bridges contributes to not only a greater understanding of the development of approaches to modern day engineering but also marks our progress as a nation, from early settlement to today’s modern and progressive communities. Roger Dorton, C.M., Ph.D., P.Eng. 1 -
The METALWORKS Building 43 Arthur Street S
GENUINE GUELPH. a new 200-year-old leasing opportunity The METALWORKS Building 43 Arthur Street S. Guelph, Ontario Chris Kotseff* Matthew Pieszchala* Mitchell Blaine* Adam Occhipinti* Vice President Senior Associate Senior Vice President Sales Associate 519 340 2321 905 234 0376 519 340 2309 416 798 6265 [email protected] [email protected] [email protected] [email protected] ABOUT the METALWORKS® Building LOCATION & AMENITIES A unique leasing opportunity on the banks of the Speed River. 43 Arthur Street South The Metalworks project has seamlessly integrated the “live, work, play” dynamic. The property encompasses residential represents a new generation of office and retail development in Guelph. The space is living with 5 towers and 600+ units, office and retail space. The on-site amenities will help attract and maintain comprised of modern and heritage elements, creating an inviting and professional brick top talent and create potential synergies with co-tenants. The Metalworks is well located providing ample access to and beam space. The building is anchored by a new micro distillery providing a unique Downtown Guelph, City Hall, Stone Road Mall and The University of Guelph. on-site amenity to tenants. $ The First Downtown’s Mixed Use $ $ Urban Development Village. Of Its Kind $ In Guelph $ LEGEND P Sleeman Centre Arena Cutten Fields Golf Course $ Banks Downtown Core Walking distance to On and off site Unique floor plates, True “live, work, Theatre of Performing Arts Café transit, allowing for parking available creating abundant play” opportunity seamless access for natural light University of Guelph Guelph Central Station Restaurant commuters PROPERTY DETAILS LOCATION Overview The Metalworks is exceptionally well located providing quick access to area highways and major thoroughfares. -
The Credit Valley Railway (CVR) BACKGROUND in 1849, the Province of Canada Passed Loan Interest Legislation That Triggered Canada’S Railway Building Boom
34 The Credit Valley Railway (CVR) BACKGROUND In 1849, the Province of Canada passed loan interest legislation that triggered Canada’s railway building boom. Unfortunately, in 1851 the Province of Canada enacted further, inter alia, to create a Board of Railway Commis- sioners, one of whose duties was to administer the 1849 loan interest guarantee. The Board required that to obtain the loan interest guarantee benefit, any railway had to build to the 5ft 6in gauge, which came to be known as the "Provincial" or "Broad" Gauge. During this “broad gauge” era of railway development in Upper Canada from 1850 to 1870, one George Laidlaw rose to prominence as an advocate of the economies of the narrow gauge. An emigrant from Scotland, he obtained a position with the Toronto distillery firm of Gooderham & Worts, and persuaded his employers to invest in the nar- row gauge concept in sponsoring feeder lines for their business. Accordingly on March 4, 1868, the Toronto Grey & Bruce (TG&B) and the Toronto & Nipissing (T&N) Railways were chartered to build to the northwest and the north- east of Toronto. By 1865, Laidlaw had become a grain merchant in his own right, and his passion for transportation issues (the benefits of the narrow gauge system in particular) and his involvement with railway projects had come to dominate his career. After inception of the TG&B and the T&N, Laidlaw also became a moving force in the Credit Valley and the Victoria Railways. While the disadvantages of the narrow gauge system had not yet become appar- ent, in the meantime, the 5’6” “Provincial Gauge” was falling economically and politically out of favour. -
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. -
The Origins of the Employment Service of Canada, 1900-1920 Udo Sautter
Document généré le 2 oct. 2021 21:19 Labour/Le Travailleur The Origins of the Employment Service of Canada, 1900-1920 Udo Sautter Volume 6, 1980 URI : https://id.erudit.org/iderudit/llt6art04 Aller au sommaire du numéro Éditeur(s) Canadian Committee on Labour History ISSN 0700-3862 (imprimé) 1911-4842 (numérique) Découvrir la revue Citer cet article Sautter, U. (1980). The Origins of the Employment Service of Canada, 1900-1920. Labour/Le Travailleur, 6, 91–112. All rights reserved © Canadian Committee on Labour History, 1980 Ce document est protégé par la loi sur le droit d’auteur. L’utilisation des services d’Érudit (y compris la reproduction) est assujettie à sa politique d’utilisation que vous pouvez consulter en ligne. https://apropos.erudit.org/fr/usagers/politique-dutilisation/ Cet article est diffusé et préservé par Érudit. Érudit est un consortium interuniversitaire sans but lucratif composé de l’Université de Montréal, l’Université Laval et l’Université du Québec à Montréal. Il a pour mission la promotion et la valorisation de la recherche. https://www.erudit.org/fr/ The Origins of the Employment Service of Canada, 1900-1920 Udo Sautter THERE IS A growing interest in the evolution of the welfare state. Why did, and do, governments attempt to influence the working of social forces? Satisfactory answers to this question may go a long way to increase our understanding of the nature of industrialized society. While the problem as such obviously trans cends national boundaries, it is equally clear that answers must first be sought within the confines of individual states, as specific social conditions and pre vailing political philosophies are necessarily important factors in determining the course and speed of the implementation of social policies. -
CP's North American Rail
2020_CP_NetworkMap_Large_Front_1.6_Final_LowRes.pdf 1 6/5/2020 8:24:47 AM 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Lake CP Railway Mileage Between Cities Rail Industry Index Legend Athabasca AGR Alabama & Gulf Coast Railway ETR Essex Terminal Railway MNRR Minnesota Commercial Railway TCWR Twin Cities & Western Railroad CP Average scale y y y a AMTK Amtrak EXO EXO MRL Montana Rail Link Inc TPLC Toronto Port Lands Company t t y i i er e C on C r v APD Albany Port Railroad FEC Florida East Coast Railway NBR Northern & Bergen Railroad TPW Toledo, Peoria & Western Railway t oon y o ork éal t y t r 0 100 200 300 km r er Y a n t APM Montreal Port Authority FLR Fife Lake Railway NBSR New Brunswick Southern Railway TRR Torch River Rail CP trackage, haulage and commercial rights oit ago r k tland c ding on xico w r r r uébec innipeg Fort Nelson é APNC Appanoose County Community Railroad FMR Forty Mile Railroad NCR Nipissing Central Railway UP Union Pacic e ansas hi alga ancou egina as o dmon hunder B o o Q Det E F K M Minneapolis Mon Mont N Alba Buffalo C C P R Saint John S T T V W APR Alberta Prairie Railway Excursions GEXR Goderich-Exeter Railway NECR New England Central Railroad VAEX Vale Railway CP principal shortline connections Albany 689 2622 1092 792 2636 2702 1574 3518 1517 2965 234 147 3528 412 2150 691 2272 1373 552 3253 1792 BCR The British Columbia Railway Company GFR Grand Forks Railway NJT New Jersey Transit Rail Operations VIA Via Rail A BCRY Barrie-Collingwood Railway GJR Guelph Junction Railway NLR Northern Light Rail VTR -
Transportation and Land Use Planning Background Paper
Transportation and Building 21st Century Cities Intersection of Transportation and Land Use Planning City of Guelph Transportation Master Plan Background Paper Series Guelph Transportation Master Plan Moving Guelph Forward Guelph is growing and how we move This series of background papers offer around our city is changing. We’re information and analysis of some of exploring transportation options to the key trends and concepts that will make our city move better in every underpin the development and set the way. Through the Transportation Master strategic direction of the City of Guelph Plan update, we will look at all of the TMP. The papers are intended to ways we move: walking, cycling, riding support conversations in the community transit, driving, trucking and using and across City Hall about how Guelph trains. A renewed plan will ensure plans for the future of mobility. we have the right travel options and capacity to support the people and The series includes the following jobs we expect as Guelph grows, while papers, all available at guelph.ca/tmp. maintaining high quality of life for 1. Transportation Technology and residents and workers. New Mobility Options The updated Transportation Master Plan 2. The Changing Transportation (TMP) will define how our transportation System User system will support the community as Guelph continues to grow. The update 3. Transportation and Building 21st will look at transportation planning Century Cities in Guelph beyond 2031. The main 4. Road Safety objectives are: 5. Network Planning 1. to ensure the new plan builds upon current policies, including the Official 6. Transportation System Plan and other master plans that Resilience have been approved since 2005; Each of these background papers opens 2. -
Railway History Chronology
St. Thomas Railway History Chronology 1834 - The plan for the Great Western Railway (GWR) is conceived. An economic depression delays implementation for several years. 23 October 1847 - Sod-turning commences for the GWR. It becomes the largest system in Southwestern Ontario. 1850s - Surveying for railway lines is conducted in the St. Thomas area by different railroad companies. Among those reported in the St. Thomas Weekly Dispatch are routes to Simcoe and Amherstburg. 1854 - Citizens of St. Thomas are disappointed that the GWR decided to build through London from Windsor to Niagara Falls instead of St. Thomas. St. Thomas’s leading citizens had been campaigning for years for a railway. 1856 - The London and Port Stanley Railway (L&PS) is inaugurated. Though it was initially supported by St. Thomas, it turned out to be a financial disaster, as St. Thomas merchants lost customers to London. The city purchased shares in the company for $125,000.00 a piece and later sold them to the City of London, who owned the line, for $25,000.00 per share. 1868 - The Erie and Niagara Extension Railway is chartered and the following year it is renamed the Canada Southern Railway (CASO). Late 1860’s - William A. Thomson rallies support for the CASO run between Amherstburg and Fort Erie to connect to St. Thomas. He is successful. 1871 - The CASO Station is built in anticipation of the railroad’s arrival the following year. It still stands today. 1872- The GWR, afraid of losing traffic to the CASO, constructed a rival St. Thomas to Glencoe line, thereby affording St. -
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. -
This Friday: Kindness Spread on a Mass Scale Around Guelph
FOR IMMEDIATE RELEASE This Friday: Kindness spread on a mass scale around Guelph “How do we change the world? One random act of kindness at a time” – Morgan Freeman Schools, adults, community groups, organizations of all shapes and sizes will be demonstrating what kindness means to them this Friday November 6th throughout the Guelph community. If you find yourself on the streets of Guelph this Friday, you will no doubt encounter a kindness act in the making. From The Letter M’s free breakfast table downtown, to a free Guelph Mercury newspaper when you ride the bus, to free hugs and hot chocolate at The University of Guelph. You may be strolling along Cork Street and help yourself to a lollipop because kindness truly is sweet. Kindness may take the form of a coffee paid for you by a stranger. You may see kindness in the appreciation from a co-worker. Maybe a door will be held open for you; you may receive a phone call from an old friend. Perhaps you will notice oversized sticky notes on the street corner with kindness quotes that encourage you to act out in kindness toward someone else. If you were a fly on the wall in one of our schools, you would see students exchanging “pay it forward” kindness cards, collecting food for donation, reading books about kindness, listen to morning announcements that encourage students to include kindness in their day, and see lesson plans based around the kindness character trait. Stay tuned on social media all day Friday, where the community will be “caught in the act of kindness” and where we will be sharing kindness stories through images, video, and inspiring words – and we’ll continue to share the kindness throughout the month of November.