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ELECTORAL DISTRICTS Proposal for the Province of Ontario Published
ELECTORAL DISTRICTS Proposal for the Province of Ontario Published pursuant to the Electoral Boundaries Readjustment Act Table of Contents Preamble ......................................................................................................................................... 3 Process for Electoral Readjustment ................................................................................................ 3 Notice of Sittings for the Hearing of Representations .................................................................... 4 Requirements for Making Submissions During Commission Hearings ......................................... 5 Rules for Making Representations .................................................................................................. 6 Reasons for the Proposed Electoral Boundaries ............................................................................. 8 Schedule A – Electoral District Population Tables....................................................................... 31 Schedule B – Maps, Proposed Boundaries and Names of Electoral Districts .............................. 37 2 FEDERAL ELECTORAL BOUNDARIES COMMISSION FOR THE PROVINCE OF ONTARIO PROPOSAL Preamble The number of electoral districts represented in the House of Commons is derived from the formula and rules set out in sections 51 and 51A of the Constitution Act, 1867. This formula takes into account changes to provincial population, as reflected in population estimates in the year of the most recent decennial census. The increase -
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 Historical Development of Agricultural Policy and Urban Planning in Southern Ontario
Settlement, Food Lands, and Sustainable Habitation: The Historical Development of Agricultural Policy and Urban Planning in Southern Ontario By: Joel Fridman A thesis submitted in conformity with the requirements for the degree of Masters of Arts in Geography, Collaborative Program in Environmental Studies Department of Geography and Program in Planning University of Toronto © Copyright by Joel Fridman 2014 Settlement, Food Lands, and Sustainable Habitation: The Historical Development of Agricultural Policy and Urban Planning in Southern Ontario Joel Fridman Masters of Arts in Geography, Collaborative Program in Environmental Studies Department of Geography and Program in Planning University of Toronto 2014 Abstract In this thesis I recount the historical relationship between settlement and food lands in Southern Ontario. Informed by landscape and food regime theory, I use a landscape approach to interpret the history of this relationship to deepen our understanding of a pertinent, and historically specific problem of land access for sustainable farming. This thesis presents entrenched barriers to landscape renewal as institutional legacies of various layers of history. It argues that at the moment and for the last century Southern Ontario has had two different, parallel sets of determinants for land use operating on the same landscape in the form of agricultural policy and urban planning. To the extent that they are not purposefully coordinated, not just with each other but with the social and ecological foundations of our habitation, this is at the root of the problem of land access for sustainable farming. ii Acknowledgements This thesis is accomplished with the help and support of many. I would like to thank my supervisor, Professor Harriet Friedmann, for kindly encouraging me in the right direction. -
The Ferrophiliac Column April, 1992 Conducted by Just A. Ferronut
The Ferrophiliac Column April, 1992 Conducted by Just A. Ferronut I thought winter had got to me the other day when I was Railway Commission of that City. The Pere Marquette asked by a couple of fans whether I was asleep when I put the continued to operate the line on a month to month basis while material on the Pere Marquette together for the February the City was upgrading it and electrifying it. This Column. The question was if perhaps I had got the figures in arrangement continued until the rehabilitated line was the date of the timetable reversed? A check of the timetable officially opened on July 1, 1915. from Bill Reddy confirmed that the 1942 date shown in Meanwhile, back in the 1890s the Lake Erie and February is correct and that there was in fact a mixed train Detroit River Railway Company wanted to extend eastward each way, six days a week between Chatham and Blenheim. to the Niagara Peninsula and the markets of Buffalo and New These trains connected with similar mixed trains that York State. A few cooler heads were starting to realise that operated on Subdivision No. 1 between Blenheim and railways couldn’t just keep building bridge routes across Walkerville (Windsor). This trip – less than 50 miles via southern Ontario and expect them all to make money. Canadian National, Canadian Pacific or Highway # 401 – Therefore the Lake Erie and Detroit River Railway Company took six or six and half hours via the good old Pere like the Wabash settled for running rights on an existing Marquette mixed in 1942. -
Download This Investigation Report In
RAILWAY INVESTIGATION REPORT R11T0016 MAIN TRACK DERAILMENT CANADIAN PACIFIC RAILWAY FREIGHT TRAIN 220-24 MILE 105.1, MACTIER SUBDIVISION BUCKSKIN, ONTARIO 26 JANUARY 2011 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 Main-Track Derailment Canadian Pacific Railway Freight Train 220-24 Mile 105.1, MacTier Subdivision Buckskin, Ontario 26 January 2011 Report Number R11T0016 Summary On 26 January 2011, at approximately 0310, Eastern Standard Time, as Canadian Pacific Railway (CP) freight train 220-24 was travelling southward at about 45 mph, one of its cars derailed at Mile 105.1 of the CP MacTier Subdivision, near Buckskin, Ontario. The train continued on to the Buckskin north siding switch at Mile 103.7 where an additional 20 cars, including dangerous goods tank car PROX 33743, loaded with non-odorized liquefied petroleum gas (UN 1075), derailed. Some of the derailed cars side-swiped northbound CP freight train 221-25, which was stationary in the Buckskin siding, derailing its lead locomotive, and damaging the second locomotive and the first 9 cars on train 221. As a precaution, 15 families from the nearby area were evacuated. There were no injuries and no loss of product. Ce rapport est également disponible en français. - 2 - Other Factual Information Canadian Pacific Railway (CP) and Canadian National (CN) operate parallel trans-continental rail routes throughout the area. Under a bidirectional running agreement, both railways operate primarily empty trains northbound on CP track between Mile 20.1 and Mile 112.7 of the Parry Sound Subdivision, and loaded southbound trains on CN track between Mile 146.2 and Mile 247.5 of the CN Bala Subdivision, respectively (see Figure 1). -
Canadian Railroad Historical Association Publie Tous Les Deux Mois Par L' Association Canadienne D'histoire Ferroviaire 110
Canadian Rai No. 483 THE MAGAZINE OF CANADA'S RAILWAY HISTORY JULY - AUGUST 2001 1876 -- THE INTERCOLONIAL -- 2001 PUBLISHED BI-MONTHLY BY THE CANADIAN RAILROAD HISTORICAL ASSOCIATION PUBLIE TOUS LES DEUX MOIS PAR L' ASSOCIATION CANADIENNE D'HISTOIRE FERROVIAIRE 110 CANADIAN RAIL ISSN 0008-4875 Postal Permit No. 1494279 PUBLISHED BI-MONTHLY BYTHE CANADIAN RAILROAD HISTORICAL ASSOCIATION TABLE OF CONTENTS THE 125th ANNIVERSARY OF THE INTERCOLONIAL. ............. 111 THE MYTH OF SANDFORD FLEMING ............................................. JAY UNDERWOOD........ 130 FRONT COVER: When the Intercolonial Railway of Canada opened its through line from central Canada to Halifax, Nova Scotia in 1876, the passengers had a choice of several different types of accommodation. Most sumptuous and elaborate was the first class sleeping car exemplified by sleeper "Restigouche", of which this is an interior view. Notice the elaborately carved woodwork, the fancy oil lamps, the plush seats, the decorated ceiling and the beautiful carpet; all typical of the later Victorian era. At the end of the car is a small but adequate buffet, and each section has its own table on which food could be served. The "Restigouche" was like a hotel on wheels during the trip of more than 24 hours to Halifax. Additional photos of this car appear on page 123. Photo courtesy of the New Brunswick Museum. BELOW: An Intercolonial Railway 0-4-0 switcher of about 1876 vintage poses at an unknown location not long after the line was opened for its entire length. A photo of a similar locomotive appears at the bottom of page 122. Photo given by John Loye to Donald F. -
Persons with Disabilities Directory
SARNIA-LAMBTON DIRECTORY FOR PERSONS WITH DISABILITIES | 2012-2013 INTRODUCTION The Sarnia Lambton Workforce Development Board is pleased to produce this directory of services for Persons with Disabilities in Lambton County. During the course of this project, all known services were contacted and requested to provide information about their programs and organizations. Every effort has been made to ensure that the information contained in this directory is accurate and as current as possible. If you have any information that you would like included in any future editions of this directory please submit them in writing to [email protected] The Directory can be accessed by CD-Rom or at the Sarnia Lambton Workforce Development Board website www.slwdb.org Suite 504-265 N. Front Street Sarnia, Ontario N7T 7X1 Telephone: 519-332-0000 Fax: 519-336-5822 Email: [email protected] Website: www.slwdb.org Sarnia Lambton Workforce Development Board is funded by Employment Ontario: The views expressed in this document do not reflect those of Employment Ontario. Directory for Persons with Disabilities I TABLE OF CONTENTS Introduction .............................................................................................I Emergency & Crisis Numbers .............................................................III Symbols .....................................................................................................IV SECTION 1 Equipment ............................................................................................1 -
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. -
ST. CLAIR TUNNEL HAER No. MI-67 (St
ST. CLAIR TUNNEL HAER No. MI-67 (St. Clair River Tunnel) Under the St. Clair River, between Port Huron, HA^l: f> . Michigan, and Sarnia, Canada ih \ .~~; (~ ; Port Huron ' '*■ • ''-•■- H ■ St. Clair County *7U^--fQH\jt Michigan ''/[ • PHOTOGRAPHS WRITTEN HISTORICAL AND DESCRIPTIVE DATA HISTORIC AMERICAN ENGINEERING RECORD National Park Service Northeast Region U.S. Custom House 200 Chestnut Street Philadelphia, PA 19106 # HISTORIC AMERICAN ENGINEERING RECORD ST. CLAIR TUNNEL (St. Clair River Tunnel) HAER No. MI-67 Location: Under the St. Clair River, between Port Huron, Michigan, and Sarnia, Canada TJTM: A: 17.382520.4757260 C: 17.385690.4756920 B: 17.382470.47 57150 D: 17.385650.4756S20 Quad: Port Huron, MI, 1; 2 4,0 0 0 Dates of Construction: 1888-1891; 1907-1908; 1958 Engineer: Joseph Hobson and others Present Owner: St Clair Tunnel Company, 1333 Brewery Park Boulevard, Detroit, Michigan 48207-9998 Present Use; Railroad tunnel Significance: The St. Clair Tunnel was the first full- sized subaqueous tunnel built in North America. Joseph Hobson, the Chief Engineer, successfully combined three significant new technologies—a tunnel shield driven by hydraulic rams; a cast iron tunnel lining; and the use of a compressed air environment. This tunnel eliminated a major bottleneck in the rail transportation system linking the American midwest with its eastern markets. Project Information; This documentation is the result of a Memorandum of Agreement, among the Michigan State Historic Preservation Office, the Advisory Council on Historic Preservation, the Department of the Army, Corps of Engineers, Detroit District and the Canadian National North America Railroad as a mitigative measure before the closing of the tunnel. -
Cultural Heritage Evaluation and Heritage Impact Assessment: Norwich Street Bridge
Cultural Heritage Evaluation and Heritage Impact Assessment: Norwich Street Bridge Norwich Street over the Speed River City of Guelph, Ontario Prepared for: GM BluePlan Engineering Limited 650 Woodlawn Road West Guelph, ON N1K 1B8 T 905-356-7003 ASI File 16EA-093 November 2016 Archaeological & Cultural ASI H e r i t a g e Se r v i c es 528 Bathurst Street Toronto, ONTARIO M5S 2P9 T 416-966-1069 F 416-966-9723 ASIheritage.ca Archaeological & Cultural ASI H e r i t a g e Se r v i c es 528 Bathurst Street Toronto, ONTARIO M5S 2P9 T 416-966-1069 F 416-966-9723 ASIheritage.ca Cultural Heritage Evaluation and Heritage Impact Assessment: Norwich Street Bridge Norwich Street over the Speed River City of Guelph, Ontario EXECUTIVE SUMMARY ASI was contracted by GM BluePlan to conduct a Cultural Heritage Evaluation and Heritage Impact Assessment of the Norwich Street Bridge as part of the Reconstruction of Norwich Bridge Municipal Class Environmental Assessment study. The study area encompasses the bridge, which is located on Norwich Street between Arthur Street North and Cardigan Street and is designated under Part IV of the Ontario Heritage Act (City of Guelph By-Law [1998] – 15786). This report will establish the cultural heritage significance of the Norwich Street Bridge and assess impacts of the proposed undertaking in consideration of its determined cultural heritage value. The bridge carries pedestrian traffic over the Speed River in the City of Guelph, Ontario. According to available bridge documentation and existing plaques on the bridge itself, the Norwich Street Bridge was built in 1882 (City of Guelph Designation By-Law, 1998). -
Return to CHEMICAL VALLEY2019 Contents BACKGROUND
Ten years after Ecojustice’s report on one of Canada’s most polluted communities Return to CHEMICAL VALLEY2019 Contents BACKGROUND ....................................................................................................................................................................................................................3 Advocating for a right to a healthy and ecologically balanced environment in Chemical Valley ........................................4 THE LAND AND PEOPLE .............................................................................................................................................................................................5 INDUSTRIAL AIR POLLUTION EMISSIONS .................................................................................................................................................6 Source of the data: The National Pollutant Release Inventory (NPRI) ...............................................................................................6 2016 Air Pollution Emissions Data ............................................................................................................................................................................7 Analysis of criteria air contaminants emissions ...............................................................................................................................................8 Analysis of toxic volatile organic compounds emissions – Benzene and 1,3-Butadiene........................................................10 -
History of the Architecture of VIA Rail's Ontario Stations by Douglas Matheson
History of the Architecture of VIA Rail's Ontario Stations By Douglas Matheson Dotted across the landscape of Ontario, stand a great many railroad Stratford to the designs of Francis Tliompson. Many stations still stand as stations. Some are still in use, a great many are named as heritage build• a testament to Thompson's design concept. ings and more than a few are iconic buildings in their host communities. Given this legacy, Francis Thompson can truly be considered as the fa• Ontario was the home of Canadian National and VIA Rail predecessors ther of Canadian railway station architecture. For a more complete review Grand Trunk (GTR), Great Western (GWR) and Canadian Northern - the of his work, see the definitive study by David Jeanes in the Canadian Rail biggest and most important 19th and early 20th century railways of Ontar• Historical Association publication Canadian Rail, Sept-Oct 2006 issue. io. Tlie Grand Trunk and Great Western railways between them built most Walter Shanly (1817-99) and the passing of the architectural torch of the outstanding stations from that time period giving VIA Rail a legacy Walter Shanly was born in Ireland and educated by private tutors in that lasts to today. Dublin. He immigrated to Canada in 1836 liomesteading in Thorn- This is the story of the design of those iconic stations told through the dale. However, a year later he left the farm to take up civil engineering work of the men who brought them to life. in Hamilton. He worked on the construction of several railways in the THE FOUNDATIONS OF STATION ARCHITECTURE (1854-1883) 1840s to 50s including the original surveys from Toronto to Stratford of what would become part of the GTR main line.