1895 - Toronto, Hamilton and Buffalo Railway
The end was near for the major railway construction project in 1895 Hamilton.
A tunnel right through the heart of the city was nearing completion. However, it all had to be done by January 1, 1896 for the railway to earn the substantial bonus which had been agreed upon by the City of Hamilton.
In mid-November, a reporter for the Toronto Globe came to Hamilton. His extensive summary of everything related to that line, the Toronto, Hamilton and Buffalo Railway was published in the November 16, 1895 Saturday edition:
(Special Correspondence of the Globe.)
“Hamilton, Nov. 16. – The construction of the Toronto, Hamilton & Buffalo Railway through the City of Hamilton, now nearly completed, photogravures of which appear in this issue, is one of the largest undertakings that has ever taken place within its corporate limits, and when completed will mark a new era in the City’s history. In fact, the beneficial effects have already been largely felt by the results from the finished part of the line from Hamilton west through Brantford, connecting with the Canada Southern division of the Michigan Central Railway at Waterford, which part was opened for traffic on last Domiion day. The total length of the line when finished (which, it is expected, will be about January 1st next) will be 80 miles, exclusive of the Toronto branch. That part of the line now to be completed is between the west city limits of Hamilton, eastward to Welland on the Canada Southern division of the Michigan Central, near Buffalo. The Grading of the line is nearly all done, and track-laying is now being pushed at the rate of three miles per day, leaving at present about fifteen miles of track unlaid.
“That part of the line through Hamilton to Welland now nearing completion is first-class, and is equal to the best constructed road on this continent. All bridges are of steel or stone; 80 pounds to the yard steel rails are used, specially made to order, and stamped T.H. & B. The ties are 2,000 to the mile. The route through Hamilton, though very costly for the company is, without doubt the best, as it is central, and crosses comparatively few main thoroughfares on the level, which level crossings cannot be increased, should the city grow to be half a million in population. This is owing to the fact that the line from the west, also the proposed Toronto branch, comes into the city through deep open cuts and a tunnel, to within 500 feet of the central station, only two blocks from the corner of King and James streets, the business centre of the city. Eastward from the station the line crosses on the level Hughson, John and Catharine streets, three main thoroughfares. It then curves southward, passing through grounds that will be used for freight yards near the foot of the mountain. Thence skirting along the foot of the escarpment, it crosses the Northern & Northwestern line of the Grand Trunk on a level diamond crossing. Passing eastward south of the terminus of the city streets, it gradually rises, and passing near the foot of the city reservoir, continues eastward about fourteen miles, where the line makes the top of the mountain, thence through Smithville and Welland to Buffalo.
“It is believed that the 20-mile run from Dundas through Hamilton, and rising up the side of the mountain, overlooking Hamilton Bay, Lake Ontario and the fruit and garden district of the Niagara peninsula, will be one of the prettiest views from any railway train in America.
“The costly part of this railway is the construction of the tunnel passing under the Central School hill through the centre of the city, which work and approaches are being done under contract by Mr. A. Onderdonk of C.P.R. contract fame, to be finished by January 1st next. The tunnel, when finished, will be 1,900 feet long and, as will be seen by the photogravures, is a most difficult piece of work to construct, being an open cut taken out to a slope practically vertical, cutting and blasting through close cemented gravel to a hard blue clay, upon which the concreted flooring for the tunnel wall rests. The tunnel will pass under Park, Bay, Caroline, Hess and Queen streets; then comes a deep open cut westward, with overhead bridges where leading streets intersect. The tunnel work was commenced on July 10th last, and is supposed to be ready for trains to pass through on or before Jan. 1st, 1896. From the work already done, it is known that this tunnel will be one of the most substantial on the continent, and, as far as known, has the largest cross section area of any double track tunnel yet built. The abutment walls are set on concreted foundation 24 inches deep and 7 feet 6 iches wide. The massive stonework starts on the concreted foundation six feet wide at the base, tapering to five feet two inches at the spring line of the brick arch. The deepest point in the open cut in front of the Central School grounds is 33 feet, and the deepest at any point is at the east side of the intersection at Caroline street, which, from the original street surface to sub-grade, is at 46 feet.
“The stone used in the tunnel, with the exception of the two portals, is from the Longford quarries, near Lake Simcoe, and before being used was tested by the SChool of Practical Science, Toronto, and stood the highest test for compression of any samples submitted, showing a crushing strength of 21,352 pounds per square inch. The portals are from the celebrated Beamsville quarries, owned by Mr. Wm. Gibson, M.P. The east portal, now just finished, presents a very handsome and workmanlike appearance. Next to this portal, for the purpose of lowering the grade of the street at the intersection of Park and Hunter streets, a steel arch is being constructed for 80 feet on the stonework. This steel-work was shipped direct from Birmingham, England, fitted in large pieces ready for placing in position.
“To give some idea as to the cost of this line, it may be stated that the cost of the line within the city limits alone, that is, right of way, tunnel and ordinary construction work, station grounds and buildings, will total very close to one million dollars.
“The Toronto, Hamilton & Buffalo Railway station, as shown in the cut, is a substantial and splendid structure and is now completed, except for the inside work, and will be ready for passenger use on time. The architects are the well-known firm of Wm. Stewart & Son. The west front of the depot building, looking toward James street, is very imposing, and has a frontage of 50 feet, having Credit Valley brownstone work up to the second-storery window sills, and in the centre of this front a very large, circular-headed window, looking into the ladies’ waiting room. This window opening is flanked upon either side with triple clustered columns of Ohio stone, with moulded bases and richly carved capitals. This window is filled with stained glass work, set in burnished copped frames, and over the window are the words, ‘T.H. & B. depot,’ interfaced with carved and flowing stone tracery work.
“The central portion of this front is three stories in height. Upon the northwest corner is a three storey dwarfed tower, and upon the southwest corner a handsome four stoery circular towers, with spire roof and handsome final. The tower is sixteen feet in diameter and eighty feet high. The south or railroad front is very handsome, part of it four storeys high , part three storeys and the balance two storeys high, profusely trimmed with Ohio and Credit Valley brown stone. Along this entire front, some 160 feet, is a handsome projecting verandah roof, with carved wall brackets and fancy cut slate roof; this verandah roof extends some 60 feet across the east end of the building. The east and north sides of the building are in keeping with the west and south front.
“A thirty-foot rock asphalt platform is to extend along the south and east fronts of the building, and similar asphalt platforms, twelve and fifteen feet wide, along the north and west fronts. These platforms will be kept down upon a level with the rails of the track which is on the south side of the station.
“To the north side of the building, and about the centre, is a handsome porte cochere or carriage portico, constructed of stone, brick, iron and copper. This carriage porch will discharge the intended passengers directly into the main central hallway of the building. Around the base of the entire building, including the carriage porch, and extending to a height of four feet, is Credit Valley brown stone work. All roofs are covered with fancy black slate, and the cornice is of copper and iron work. The width of the building is an average of 50 feet, with a length of 170 feet.
“The extreme west end of the building when
completed will be found a ladies’ retiring room in the base of the round tower,
and a ladies’ toilet room in the base of the smaller tower. The ladies’ waiting
room has a large, circular-headed and handsome stained glass window in the
west, and has outside doorways to the south and north platforms. East of this
room will be found the ticket and telegraph offices, also the news stand, parcels
and telephone, then the general waiting room 45 feet by 45 feet. The main
central hallway is sixteen feet in width, with large doorways opening out into
the carriage portico, and out into the 30 foot front platform; also the main
stairway leading up to the head offices of the company.
“East of the central hallway
will be found the men’s lavatory , smoking room, baggage room, agent’s office,
express room, customs and mail rooms, with a staircase from the main platform
up to the trainmen’s rooms. The steam boilers and coal cellars are in the
basement.
“The second storey will have a sixteen foot corridor extending down through , from end to end of the building, and upon either side will be the company’s general offices, fireproof vaults, lavatories and accommodations for Chief Engineer Wingate’s staff, conductors’ waiting and reading room, bath room, etc. all fitted up in the most complete and modern style.
“The upper storey is twelve feet in height, the ground floor sixteen feet. Down through the centre of this floor is cast iron columns with carved and enriched capitals, and on top of these columns, steel girders supporting the upper storeys.
“All the main waiting rooms, entrance hall, etc. will have hardwood wainscoting, and will also be fitted out with beautiful gas and electric fixtures, making a very creditable building throughout.
“To the indomitable will and patient perseverance of Mr. James N. Young of J.N. Young & Co., Chicago, now manager of the Dominion Construction Company, and also associated with him ex-Ald. Henry Carscallen, Q.C., of this city, the citizens of Hamilton will owe a debt of gratitude. Owing to the depression of the times, the combined opposition from rival corporations and other sources, five years were spent by these gentlemen in fighting the battles of Hamilton for a connection with the Vanderbilt railway system. Three times a money bonus was carried by the citizens against a strong and influential opposition. Mr. J.N. Young has a record of over twenty years in railway promotion and construction, largely in Illinois and Kansas, and has the enviable reputation of carrying out all his undertakings. He has been a resident here for some time, with his family, and in all his associations is most highly respected.
“Mr. W.R. Woodard, the General Manager of the T.H. & B. Railway, also Superintendent of Construction of the railway, who has been a resident less than a year, is also popular. The citizens now consider him as one of themselves. It may also be added that Chief Engineer Wingate has been many times complimented upon the plans emanating from his department and laid before the Railway Committee at Ottawa, and similar complimentary remarks have also been made by the engineer’s department of the Grand Trunk Railway on crossing and bridge plans submitted where both railways were interested. “
Comments
Post a Comment