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3g 
 
 
 
 >23 
 
 K/E:pok.t 
 
 
 
 OF 
 
 
 ^iA.M. WELLINGTON, QE., I 
 
 I 
 
 
 TO THE 
 
 BOARD OF XRADK 
 
 
 fe 
 
 OF THE 
 
 Si? 
 
 S3 
 
 CITY OF TORONTO, 
 
 i 
 
 ON THfl 
 
 5 
 
 i 
 
 TERMIWAL FAdlLITIES OF THE.pOI^r. | 
 
 I 
 
 
 I 
 
 AUGUST, t88Q. 
 
 
 
 PRINTED BY HUNTEE, ROSE & COMPANY. 
 
 1880. 
 
 
 ^i^mm^^i^s^sM^ims^m 
 
 K^m 
 

TORONTO WATER-FRONT AND 
 
 as now existing or pi 
 
 J L_JI ^I ^i ^1 IL 
 
 »MmJar.C£ , /» ImtC.E. 
 
 Tribune Bu'lfJinc) , Ney/Yor* ' 
 Aa9 16, 18^9. 
 
 READJUSTMENT OF TORONTO WATER-FRO 
 
 proposed by A.M. We 
 
laaasm. 
 
 DNT AND TERMINAL FACILITIES 
 
 xistin^ or proposed . 
 
 J 
 
 JLJL_JL_JLJU 
 
 ' L ^^ I l«l 1?! l'"l 
 
 u- 
 
 faJ^iJWA.^ 
 
 C/\N^0IAN Pfl^ClFIC RV. 
 
 Grand Trunk 
 
 iA/ATER-FRONT AND TERMINAL FACILITIES 
 
 j by A.M.Wellinj^ton,C.£. 
 
K.EI=OK/T 
 
 OF 
 
 A, M. WELLINGTON, c.E. 
 
 TO THE 
 
 BOARD OF TRADED 
 
 OF THE 
 
 CITY OF TORONTO, 
 
 ON THE 
 
 TERMIML FACILITIES OF THE fQ^l 
 
 <^ . 
 
 AUOUSX, 1889. 
 
 ©Toronto : 
 
 PRINTED BY HUNTER, ROSE & COMPANY. 
 
 1889. 
 
^ 
 
i^e:po.R;T 
 
 OF THE 
 
 TERMINAL FACILITIES 
 
 OF THE 
 
 City of^ TcRoriTo. 
 
 (^ 
 
 To the Chairman and Members of the Railway Committee of the 
 Board of Trade of the City of Toronto. 
 
 Gp:ntleaien : 
 
 Having V)eon commissioned by you to examine the existinj^and 
 proposed status of the Railway facilit'es along the water front of 
 tho Ccy of Toronto with the view of seeing what arrangement 
 would be most in keeping with the intere.sts and wishes of the 
 citizens and of the great railway companies concerned, and having 
 fulHlle'i your instructions in that respect by a careful study of the 
 situation, I now beg leave to submit the following repcrt : — 
 
 The difficulties which are now felt in Toronto are in their sub- 
 stance common to it and to nearly every other large city on the 
 continent, all arising from the general fact that the railways in 
 the cities have grown up together very rapidly from small be- 
 f^ nnings, when the magnitude to which the traffic of each would 
 grow was little appreciated and when, even if it had been appre- 
 ciated, capital was too scarce and costly to admit of adequate 
 provisions to -avoid such future difficulties. 
 
 To have exacted them would have prevented the construction 
 of most of the early railways altogether, and it was therefore in 
 the jntei-ests of the cities themselves that vsuch conditions of prac- 
 tice were permitted. Under modern conditions very great ani^oy- 
 ances are already resulting from such early practice in Toronto 
 and many other cities, but great as the evils now are, it is im- 
 
4 Terminal Facilifiea 
 
 portant to repiember in any study of sucli problems that th^y 
 still tend to become rapidly greater, owing to the simultaneous 
 growth in both the size of the cities and growth of railway traflic, 
 which for many years to coii;e is certain to go on in almost geo- 
 metric ratio. 
 
 Any plan, therefore, which will not be adequate for at least 
 double the present population and present railway trathc is to that 
 extent imperfect. * 
 
 The situation in Toronto is in two respects more favorable than 
 in most other cities. In the fwst place there are but two coi-por- 
 ations to deal with and to satisfy in regard to any proposed plans, 
 the Grand Trunk Railway and the Canadian Pacific Railway. 
 These two great companies having absorbed the six other inde- 
 pendent lines which formerly entered the City, viz. : the Northern, 
 Great Western, Midland and Toronto and Nipissing, absorbed by 
 the Grand Trunk, and the Toronto, Grey &-■ Bruce and the Credit 
 Valley absorbed by the Canadian Pacific. But fo- this fortunate 
 fact it would probp.bly be hopeless to attempt to reconcile con- 
 iiicting interests. I do not understand either of the two ^rreat 
 resulting corporations to be in a position to incur any large pres- 
 ent expense for Toronto betterments, nor have I to propose that 
 either of them shall incur any such expense, but it is far easier to 
 provide for satisfying all their reasonable demands than if there 
 were eight or nine corporations as there were and are in the City 
 of Buftia-lo, for example. 
 
 The second favoraVjlo feature of the situation in Toronto is that 
 the difficulties are all confined to a narrow strip along the water 
 front; Owing to the. topography of the city, and to the enli^^'ht- 
 ened policy of providing over or under crossings for all important 
 streets, which has been entered upon earlier in Toronto than in 
 most similar cities, it is not likely that any further local dithcul- 
 ties of the kind above referred to will arise for a long time to 
 come, if the water front problem be at once adequatf^ly settled. 
 
 On the other hand, the Toronto situation is unusually unfavor- 
 able in this: that the entire available water front of the City is 
 new occupied by six railway tracks, over which nearly all tl.e 
 railway traiiic to and through the city n^^w passes. The entire 
 length of this available water front is limited, being but .* few 
 
of the City of Toronto. 5 
 
 feet over two miles, and there are 'jut few points on it to which 
 access can be had without crossing on a level these six tracks. 
 The resulting disa<l vantages were in the beginning small. There 
 were few trains and few people wi.shing access to the waterfront. 
 They are already great. They must in a few years more become 
 much greater than they are now. About half of this water front 
 has been for years under '-aiiway control and not generally acces- 
 sible. Tliis we may throw out of account. In my judgment any 
 plan for adjusting the existing situation be regarded as entirely 
 acceptable, should provide for permanently relieving the remain- 
 ing mile of water front, from York Street to Berkeley Street, from 
 all obstruction by tnuk^, leaving access to it perfectly free. It 
 is a scant water front at I est for a city of half a million of people, 
 such as Toronto bids fair to become. 
 
 It can be and it shi ild be free from all obstruction by railway 
 tracks. The intolerable nature of the evils which may tlow from 
 the situation like tho present one may be better comprehended by 
 fancying a six track belt railway on a level, extending all the 
 water front of New York. 
 
 The Port would be destroyed. It is not likc?y that Toronto 
 will ever have the present population of New York, and still less 
 likely that there ever will be as many people and teams seeking 
 access to each mile of water front, but the population of Toronto 
 per mile is already larger than New York's, and a much less active 
 use of it would cause such an obstruction to be regarded as an 
 intolerable evil. Two methods of remedying this evil exist, by 
 building overhead roadway bridges across the tracks, or by lifting 
 tlie tracks bodily above the street level on an elevated struc- 
 ture. 
 
 The overhead br'dges are far better than nothing, but under the 
 conditions existing in Toronto their use is o' -n to several very 
 serious oVyections. It seems unnecessary to consider these objec- 
 tions in detail, however, as I judge that by the plans subjoined the 
 necessities of the existing .situation, and the reasonable wishes of 
 all three of the parties interested, viz., the Grand Trunk Railway, 
 the Canadian Pacific Railway, and the City of Toronto, will be met 
 more completely than by any other plan which hds been submitted 
 or has occurred to me, and it provides for elevating the track.? 
 
6 
 
 Tevniinul Facilities 
 
 above the streets along the stated mile of water front. I 
 have constantly borne in mind that any plan, to have reasonable 
 chance of adoption, must do equal juatiie to all of these three 
 great interests, and must, if possible, be more favorable to each 
 than any other available would be. 
 
 The plan which I have to propose as meeting the^ie conditions is 
 in brief this : That a new Union Station shall be constructed on the 
 south half of the Parliament Building Square bowing Front Street 
 out around it to the north. The grade of the tracks in this building 
 to be about fifteen feet above the tracks in the present Union Station. 
 The building to be approached from the West by a four-track road 
 on the solid, starting frcm about Bathurst Street and rising by a 
 very gentle incline along the south skjpe of Front Street. A four- 
 track viadiict to start from the station eastwardly and run through 
 the centre of Esplanade and Mill Streets, in a nearly straight 
 line to a point somewhat west of the Don River crossing, where it 
 will fork, one double track branch being for the Canadian Pacific 
 and one for the Grancl Trunk. The elevated tracks to pass over 
 the upper deck of the Don bridge at about the level of the upper 
 cords of the present bridge. Thence the Grand Trunk tracks to 
 be carried nearly level on an earth fill until they reach the grade 
 of the present tracks between Queen Street and Logan Avenue. 
 The large area between York Street on the east and Pet er Street 
 on the wc^t, and between Front Street on the north and the new 
 Windmill or Bulk head line on the south, *;o be given up wholly 
 to local freight use, the Grand Trunk retaining the north half of 
 this area, which it now uses, and the Canadian Pacific Railway 
 having the south half. All this area, as also nearly the equal area 
 west of it, between Bathurst and Peter Streets, now owned and 
 used by the Grand Trunk exclusivly, to be free from all interfer- 
 ence by city streets and trpffic, beyond the slight amount which 
 now^ exists. The city to assume from the Canadian Pacific Rail- 
 way all the land and right of way which it h is accjuired along 
 the Esplanade from York to Parliament Streets, and credit that 
 company with it, as below Suggested, converting the block be- 
 tween York and Y'onge into a water side park, with piers and 
 boat houses for the yacht clubs, island ferries, anu other pleasure 
 boating interests. 
 
 - V 
 
/ 
 
 o/ the City of Toronto. 7 
 
 The scheme thus hastily outlined is considered more in detail 
 below, and must be so considered to be fully understood, but its 
 main scope and purpose will be understood from the above, and 
 from a study of the accompanying map. The total cost of the 
 work thus outlined should not exceed $2,654,300, as will appear 
 in more detail below. 
 
 As it would be useless to suggest the expenditure of so large a 
 sum of money without seeing how it was to be obtained, I have 
 further to suggest that the entire work should be carried out at 
 the cost of the oMy through a non-political commission appointed 
 for that special purpose, and that running rights over it be grant- 
 ed in perpetuity to the railways concerned at a fixed annual 
 rental, which rental should be such as to return to the city, say 
 2| to 3 per cent, of the cost, the city to retain power to grant 
 similar running rights to any and all other companies which 
 might apply for it after securing ticcess to the viaduct terminals 
 at Bathurst street or the Don River, or both, but the rental re- 
 ceived from such new companies to go toward the reduction of 
 other rentals, so that in no case should the city exact a larger 
 total rental than 2| per cent, on the cost of the work. The com- 
 panies using the station and viaduct to maintain the works in ad- 
 dition to paying renttil. For reasons below more fully outlined, 
 I judge it to bt equitable and expedient that the companies using 
 the works should contribute to the maintenance and rental 
 charges in equal fractions, regardless of the number of trains run 
 by each, leaving each to run as many or as few as it pleases. 
 The companies would naturally expect and demand that, if the 
 works were executed under the control of a commission, the 
 maximum rental charge which they were to pay should be fixed in 
 advance, leaving the city to bear the whole burden of any unfor- 
 seen excess of cost, but-giving them the benefit of any reduction 
 in cost below the estimate. 
 
 The reasons which seem to make this method of construction 
 expedient are these : 
 
 1. The two great companies which now furnish Toronto with 
 such excellent lailway facilities are neither of them in a financial 
 position to undertake such a costlj-- worli* if I correctly understand 
 their financial status. 
 
 ■v'-^.iW vn^.- ■.,i#**-M«*.-*;»M»-* .M 
 
8 
 
 TermiTial Facilitiea 
 
 2. They have not the spme necessity for doing so. They can 
 both of them get along /airly well under tlieir existing or pro- 
 posed arrangements. It is the City of Toronto which will be the 
 greatest sufferer. 
 
 3. The city can rai.ie the money easily at Sk to 3 J per cent. 
 The companies would in one way or another have to pay nearly 
 double that, even if it be practically possible for them to raise it 
 at all. Under the suggested arrangement the improvements will 
 cost the companies $33,000 to S36,000 per year each, gross, from 
 which is to be deducted interest on the value of the property 
 turned over. Were they to construct the work themselves the 
 cost might be !$80,000 each. They can well afford the smaller sum, 
 while they might easily hesitate at the larger sum, 
 
 4. The City of Toronto owes more to the railways than the 
 railways owe to Toronto. However it may be with a property like 
 the New York Central which has been enormously profitable to 
 its owners, there would be an injustice in forcing comparatively 
 poor corporations, which have yet served the public as well as the 
 New York Central, into expenses demanded much less by the 
 growth of their own traffic than by the growth of the city. 
 
 5. If the railways contributed a part or all of the cost of the 
 structure, they might with reason demand that it should be re- 
 tained forever for their sole use. This is not for the inte*"est of 
 the city, nor should it be permitted under any circumstances. 
 While there seems no immediate probability of any third com- 
 pany coming to the city, nor any need therefor, the city should care- 
 fully guard the right of any new company to obtain running rights 
 to the union passenger station, nor can either of the present cor- 
 porations serving the city reasonably object to this. It will still 
 be difficult enough for any such company to place itself in a posi- 
 tion to compete for Toronto business on equal terms. 
 
 In more detail, the plans above recommended may be sum- 
 marized as follows : — * 
 
 THE UNION STATION. , 
 
 The block now occupied by the old Parliament buildings is 
 about 940 feet long, by 41.5 feet deep, the width of Front Street 
 on the south of it, being about 83 feet. By placing the south 
 
of the City of Toronto. 
 
 9 
 
 wall of the new station on or near to the soutli line of Front 
 Street, as shown in figure 2, the street being deflected north 
 around the front of the station, there will be room for a union 
 station 175 feet wide, containing six or more tracks ; for a street 
 or piazza in front of that of about 1 23 feet, and yet leave 200 feet 
 of the block in depth fronting on Wellington Street, or nearly 
 half of it, available for sale. 
 
 It does not admit of doubt that this residue, with the union 
 station built, would be worth more than the whole block is now 
 or otherwise will be. Among other desirable uses to which it 
 might bo put, it would furnish a most admirable site for a large 
 hotel. The block being now public property the rear half of it, 
 reserving 200 feet in depth along the Wellington Street front, 
 might appropriately be given by the province to the city, on con- 
 dition that such a union station as herein proposed be erected 
 upon it. But whether this be done, or whether ihe entire block 
 be bought from the province by the city, there is no reason why 
 the land for the station should cost the city anything, and I there- 
 fore do not include any allowance therefor in the estimate 
 below. 
 
 A station containing six passenger tracks -would require a train 
 room about 120 feet wide, and should be about 700 feet long, the 
 train shed of the present station being only 430 feet long. This 
 would leave available a space 55 feet wide and 700 feet long for 
 waiting rooms and offices, which would be more than ample for 
 all requirements. The most suitable level for the tracks would be 
 at about 23 feet above the city datum (15 J feet above the tracks 
 in the present Union Station, and about 2 feet above the present 
 level of Front Street). 
 
 The foundations of such a structure in this location will not be 
 expensive, and the sum of $500,000 will be ample for the erection 
 of a building in all respects worthy of the city, and adequate for 
 the needs of the city for the next 20 or 30 years at least. Possi- 
 bly 1400,000 or less would suffice. Careful estimate for a very 
 much larger structure in the City of Buffalo, 340 feet total front, 
 by 800 feet total length, with a train shed 280 feet wide, by 670 
 feet long for 14 tracks, and surmounted by a tower over 200 feet 
 high, showed a total cost of $700,000 only. 
 
/ 
 
 10 
 
 Tet^minal Fac'ditiea 
 
 Back of the station there should ba placed two tracks f6r 
 freight use, as shown in figure 2, resting on solid ground which 
 may probably need to be supported by a retaining wall. The cost 
 of such a wall for the entire distance between Siracoe and John 
 Streets need not exceed $42,000. 
 
 PASSENGER CAR STORAGE GROUND. 
 
 It will be necessary, or at least desirable^ in order to save need- 
 less switching, that there should be a considerable number of 
 storage tracks for passenger cars in the immediate vicinity of the 
 station, and on the same level therewith. The chief necessity for 
 this ground is on behalf of the Canadian Pacific Railway, the Grand 
 Trunk having other available ground reasonably accessible, and 
 if used by only one railway should pay for it. But as it would 
 be convenient to both companies to have available storage tracks 
 
 in the immediate vicinity, the cost thereof is included in the gen- 
 eral estimate. 
 
 Such storage ground can be best obtained (Front Street being 
 already deflected northward around the station) by expropriating 
 100 to 150 fjeet in depth off the front of the block between Peter 
 and John Streets. This will enable Front Street to be moved 
 100 to 150 feet north along this block, and leave available, where 
 Front Street now is, a space 600 feet by 100 feet or more, which 
 will easily suffice for storing 40 to '30 cars. This is enough for 
 all legitimate needs of such a yard, which is merely for cleaning 
 cars and temporary ^storage between trains. There are many im- 
 portant stations which have no storage ground available without 
 a considerable haul. 
 
 The cost of this land I cannot pretend to estimate. It is not 
 occupied by valuable buildings, nor likely to be, and I am ad- 
 vised that $100,000 to $120,000 is more than it should cost. 
 
 The acquisition of this ground is convenient, not only for its 
 specific purpose, but to facilitate the location of the four-track 
 west approach to the station and the construction of a subway 
 approach to th© Grand Trunk freight house, near John St., which 
 may be needed. The net cost of such a subway, if built in con- 
 nection with the union station and retaining wall above, should 
 
of thj City of Toronto 
 
 11 
 
 not exceed $20,000, if indeed it shall finally appear to be needed 
 at all. 
 
 THE WEST APPROACH. 
 
 The four tracks of tlie west approach should start from Bath- 
 urst St. and follow substantially the present line and grade to a 
 point about midway in the block between Bathuist and Brock 
 Sis. They should thence rise on an easy grade on solid ground, 
 catching on to south slope of Front St. to the station". 
 
 The track between Bathurst and Brock Sts. is substantially on 
 a level, if I am correctly informed, and about 8 feet above city 
 datum. There will, therefore, be a rise of about 15 feet to be 
 aade in a distance of about 2,600 feet, giving an upgrade of about 
 30 feet per mile. So far from this being a (iisadvantage, it is to 
 be preferred to a level, tending to help to start trains out quickly 
 from the station, and stop quickly in approaching it. 
 
 In fact there would be no very seriou.s engineering objections, 
 in my judgmen', in starting the ascending grades from the vici- 
 nity ot Brock St. and making an ascent of 15 feet in a dis- 
 tance of about 1,500 feet, or at the rate of 1 in 100. This would 
 have the advantage of requiring no change in the present Brock 
 St. bridge, but for various reasons I am not prepared to advise 
 this. 
 
 By the plan recommended, the north end of the Brock St. 
 bridge will need to be about 5 feet higher. The present bridge 
 is cambered upward greatly in the centre, and if renewed by a 
 straighter bridge in such manner that the southern half of the 
 road-bed would be on the grade of the present span, but the north- 
 ern half of the road-bod considerably higher than now, all neces- 
 sary ends will be attained. The street approaches to the north- 
 side end of the bridge at it3 higher level are very easily arranged 
 for without injury to any property, by methods which it is hardly 
 expedient to enter into in this report more fully. 
 
 The cost of the west approach and of all woik in connection 
 therewith, will vary according to the details adopted. The high- 
 est proper cost, in my judgment, is $45,000, apart from the 
 value of the ground on which the tracks rest, which now belongs 
 to the Grand Trunk Railway, except east of Peter St. 
 
mM 
 
 12 
 
 Terminal FaciMties 
 
 I 
 
 THE EAST APPROACH AND ESPLANADE VIADUCT. 
 
 Starting eastwarcUy from the station the four tracks strike 
 diHgonally across the block between York and Simcoe Sts. south 
 of Front, passing nearly through the centre of the Marlborough 
 House, the on'y building to be destroyed to carry out these re- 
 commendations, and striking the line of the present Esplanade 
 tracks just east of York St. The value of property so taken I 
 have no means of estimating, but an ample allowance is included 
 below. 
 
 Shortly after leaving the Union Station, about in the middle 
 of the block north of the present Union Station, it is proposed 
 that the line shall pass upon a four-track iron viaduct, similar in 
 its general plan to the elevated railways of New York, and pass 
 thence tlirough the centre of Esplanade St., and directly over the 
 present tracks to Berkeley St., where the line will leave the Espla- 
 nade, and continue straight through Mill St. to a point between 
 Cherry and East Sts., making the total length of four track via- 
 duct about 7,800 feet,(l.48 miles). Here the viaduct will fork 
 into two double-track structures, one branch for the Grand Trunk 
 Railway, continuing on to and across the Don River where the 
 present Gi-and Trunk bridge now is, about 1,800 feet (0.34 miles), 
 and the other for the Canadian Pacific Railway curving to the 
 north and slightly descending to and across Eastern Avenue, 
 which it crosses with about 13 feet clearance, enabling a connec- 
 tion to be easily made with the Canadian Pacific Railway tracks 
 along the Don River, passing under the Queen St. bridge, after 
 that structure has been raised sufficiently to enable the tracks to 
 pass under it, as it will have to be in time in any case. 
 
 There will be no greater necessity for so doing, however, b}' this 
 plan than by any other. It might be found better, if deemed ad- 
 visable, that the four-track viaduct should not fork before reach- 
 ing the Don, as above outlined, but should bj carried in along the 
 next bank of the Don, as proposed for the C. P. R. tracks, until 
 Gerrard St. has been passed, when the two G. T. R. tracks could 
 then brancTi off due east to a connection with the G. T. R. present 
 line. The present G. T. R. bridge at the mouth of the Don and 
 the mile of track thence to Gerrard St. could then be abandoned. 
 
of the City of Toronto. 
 
 13 
 
 This would involve no sacritice of convenient access to the present 
 (I. T. R. yard at the mouth of the Don, and would somewhat de- 
 crease the total cost of the improvement, but as this change, if 
 finally decided on, does not aliect the solution of the Esplanade 
 question proper, I assume for the purpose of this report that the 
 traclis across and along the Don are to remain as now existing 
 and proposed. 
 
 The grade of this structure I should advise to be a level at an 
 elevation abo f. 20 feet above the present tracks in Esplanade St., 
 or about 28 feet above the city datum. This requires a slight 
 rise of 5 feet in the approach from the Union Station, which can 
 be made by a grade of 1 in 300 between York and Yonge Sts. 
 
 For practical purposes we may consider the total of iron via- 
 duct as equivalent to 9,G00 feet, (1.82 miles), of four-track line, 
 which would be constructed under what are called "Consolidation 
 specifications," fit for any working loads or speeds likely to be 
 required. Such a structure can be constructed in the best manner 
 for $160 pei foot, as an outside estimate, or $1,536,000, which 
 amount will include the cost of foundations and of a double-deck 
 drawbridge over the Don River, as below noted, in place of the 
 present fixed spans. Should the competition be sharp and the 
 prices of iron low, its cost^might be considerably less. , 
 
 With this viaduct built, and with no dangerous level road 
 crossing Hbeyond it, passenger trains can easily average 30 miles 
 per hour over it or pass it in about 3"23 minutes. If limited to 
 Ax miles an hour over the same distance, as they must be to 
 operate tracks on the street level with safety, they must take 
 about 18 13 minutes to pass over the same distance, a saving of 
 nearly 15 minutes. This is a great consideration for suburban 
 trains, and even through trains, being equivalent in time to the 
 saving of nearly ten miles in distance between Toronto and 
 Montreal. For the effective conduct of a local city service below 
 alluded to, it is a sine qua non. 
 
 BEYOND THE DON RIVER. 
 
 The connection of the Grand Trunk tracks beyond the Don 
 River with the elevated tracks should be made by an earth fill 
 along the present line. If the level of the elevated trucks be 
 
EBBS 
 
 » 
 
 u 
 
 Termvnal Facilities 
 
 continued on a level until it strikes the grade of the present 
 tracks, it will strike them a little beyond Queen Street, about 
 3,300 feet from the Don croasing, ruisinff the level of the tracks 
 at Queen Street about 7 feet, and at Eastern Avenue about 14» 
 feet ; thus greatly facilitating the construction of subways at 
 those streets, which should be put in while the fill is making, 
 but the cost of which I do iiot include in the estimate for these 
 proposed works, for the reason that subways are now needed 
 there in any case. Rather, there should be a credit in the esti- 
 mate, as the cost of these subways will bo much decreased. Making 
 no such credit, the co.st of such earth till to carry the Grand 
 Trunk tracks to the higher level may safely be placed at S-tO.OOO, 
 including re -ballasting the tracks, masonry, and all incidental ex- 
 penses legitimately chargeable thereto. It is much more trouble- 
 some and expensive to make such a fill while the tracks over it 
 are kept serviceable for trains than to make it in the first 
 place. 
 
 The cost of making this fill is included in the estimate below, 
 the Grand Trunk being a finished road. The Canadian Pacific 
 not being a finished road over the Don River, may be left to 
 make its own connection w-th the elevated tracks at Eastern 
 Avenue, which is very easy to do. 
 
 THE GRAND TRUNK EASTERN YARD. 
 
 The important Eastern yard of the Grand Trunk Railway 
 along the mouth of the Don River is by the above plan made 
 much more convenient than it now is, since it mr.y be all u.sed 
 for yard purpose only, without necessity of reserving tracks for 
 through trains. It must, however, be provided with an Eastern 
 outlet, and to this end it is proposed to aake the new drawbridge 
 over the Don River a. double-deck structure, the upper deck 
 being for the elevated through tracks, and the lower deck carry-, 
 ing a yard track at about the level of the present tracks. After 
 parsing through the bridge from the yard, this track swings out 
 around the base of the fill, and running slightly up grade along 
 its slope, connects with the through tracks before reaching the 
 Queen Street subway. In this way access to the icing yard for 
 
 'i 
 
of the City of Toronto. 
 
 U 
 
 refrigerator cars, and to the distillery cattle houses, as well as to 
 Don yard in general, is fully preserved. 
 
 Another consideration makes elevated tracks across the Don 
 desirable, viz. : — 
 
 THE ASHBUIDGE's BAY AND EASTERN DISTRICT. 
 
 The probability is strong that the eastein district of the city 
 will in time become densely populated, and that the Ashljridgo's 
 Bay water front and the surrounding marshes will be improved. 
 In this case the Canadian Pacific Railway and any other line 
 which may hereafter enter the City will be quite certain to 
 demand and to obtain access by their own tracks to this district, 
 by enforcing a gi'ade crossing of the Grand Trunk main tracks, if 
 necessary. This hi;^d)ly objectionable necessity is avoided by the 
 elevation of the tracks. 
 
 A grade crossing of the lower yard track only is necessary for 
 any tracks coming from tb^ Don River to the Ash bridge's Bay 
 district. 
 
 LOCAL FREIGHT YARDS. 
 
 "" The erection of the new Union Station at a higher level and 
 further north, with the other imi)rovements or.tlined, is not only 
 nor chiefly to bring the passenger station nearer to the business 
 centre of the city, nor to save the great expense of constructing 
 a high level station on lower ground, nor to improve the value of 
 real estate along Wellington and other streets in the vicinity of 
 the new Union Station ; nor to improve the value of the water 
 front and of real estate on both sides of Esplanade Street ; nor ta 
 jiave danger to life and property from the constant passage of 
 throuLdi trains along the water front. All these ends are impor- 
 tant, and all of them are fully secured, being alone sufhcient to 
 fully warrant the construction of the work above proposed. 
 The main purpose of the particular plan outlined, however, is to 
 free a very large space along the water front from all obstruction by 
 through tracks and by passenger service, so that it may be devoted 
 exclusively to local freight uses, thus providing both of the present 
 Companies with much better facilit? d than they have now or are 
 
IG 
 
 Terminal Facilities 
 
 I 
 
 h 
 
 ■I 'A 
 
 9'^ekingto obtain, and making unnecossary those further oncroach- 
 monts on tlio limited water front of the city which in my judg- 
 ment have justly excited the approhonsion and opposition of the 
 citizens ot Toronto, but which they cannot too early and too 
 clearly roali.w are |)ractioally imlispensable under the oxi-tting 
 status, unless some such general plan as that here outlined is 
 carried out, and for reasons I hiivo above outlined it cannot with 
 any justice or probability of success be demanded that the Hail- 
 ways shall agree between themselves to carry out those improve- 
 ments at their own expense. 
 
 By the plan outlined, the large quadrangular area boimdod by 
 Front Street on the north, York Street on the cast, Peter Street on 
 the west, and the new " Windmill " or bulkhead line on the south, is 
 released entirely for local freight uses ; a district 2,400 feet long, by 
 about 1,250 feet deep, an area of nearly GO acres in all, which will 
 sutiice for all the legitimate needs of both companies in this loca- 
 tion for a century to come, even without ren)embering that the 
 Grand Trunk has just west of tliis district a further quadrangular 
 track extending from Peter nearly to Bathurst Street, and from 
 Front Street south to the water front,2,500 feet long, by about i,4(T0 
 feet deep, or over 80 acres in area, with which it is not propose^l 
 to interfere in any way, and which gives the Grand Trunk Railway 
 all the water front for which it has now or can ever have any legiti- 
 mate use, except that its large holdings have been accpiired by 
 consolidation of different independent linos, and largely while the 
 cit}' was small and land cheap it is not likely that it would even 
 have attempted to acquire so great an area along the water front 
 as it now holds, nor is it at all necessary that any of this area 
 should continue to be used for shops, storage tracks making up 
 < rains, or through service of any Kind. The last it is proposed to 
 move to the elevated tracks ; the other uses specified can as well 
 as not be served by other ai d cheaper land on the outskirts of 
 the c'ty, when and as traffic increases so as to demand it, which 
 A^ill not be for many years. ' 
 
 It is therefore propose rl, as an essential part of the scheme of 
 adjustment herein outlined, that the Grand Trunk shall surrender 
 io the city, at a fair valuation, the two freehold tracks now 
 held by it in the southern part of the local frc'^ht district first 
 
 if/- li' 
 
 V. % 
 
of the City of Toronto. 
 
 17 
 
 al>o%'0 (loHCi ibetl, viz : a lot just enst of Peter Street, 250 by 740 
 feet, now ulinoHt wholly tindor watorand unimproved, and a lot just 
 west of Sinicoo Street, 240 by 540 feet, (to the old Windmill lino ; 
 240 by 775 feet to the new line), which is practically in the same 
 condition und still less available for effectual use by the Grand 
 Trunk Fiailway. The Grand Trunk Railway also has two adjacent 
 leaseholds, 1 00 by 800 feet (to the new Windmill lino) which should 
 also bo surrendered. It is then proposed that the city in its turn 
 shall turti over these two lots and all of its water-wo-'cs lot and 
 wharf not needed, for the uses of Its pump-hoiiso to the Canadian 
 Pacific Reilway ; and idso release to the two companies concerned 
 all its rights and title to streets and water front (except for water 
 works use) along the entire district between liatluwst Street and 
 York Street, excepting to those streets which are now open ami in 
 use, and a single public street dividing the properties of the two 
 companies and (extending in a nearly straight line from York to 
 Brock Streets, cliieHj' for tlie purpose of affording access for teaius 
 to Icjal freight stations, leaving it to the self-interest of the several 
 comparnes to provide for puV)lic access to their water front by 
 overhead bridges or otherwise, if it at any time appears to them 
 desirable, 
 
 The local freight district, between Peter and York Streets 
 should be divided between the C"and Trunk Railway and (Cana- 
 dian Pacific Railway Companies, by the east and west street 
 above described, the precise location of which I am not prepared 
 now to recommend without further study of the local conditions, 
 but which should ap])roximately occupy the present location of 
 Esplanade St., between Peter and York (now closed^. 
 
 This adjustment should include a concession to the Canadian 
 Pacific Railway of right of way for two yard tracks across the 
 Grand Trunk property to the west (which I believe the Canadian 
 Pacific Railway alieady has secured) ; and secondly, the right to 
 construct an overhead bridge across the Grand Trunk Railway 
 property, to give access to its water front along the line of John 
 Street, and some further details of minor importance needless to 
 here particularize, which may yet give trouble if not arranged in 
 advance. 
 
 "■■H-i ' juii ' H' " I P '»» — 
 
18 
 
 Terniiital FacUities 
 
 THE GllAND TRUNK LOCAL FllEIGHT YARD. 
 
 By these arrangements the Grand Trunk gains first, a release 
 of th*^ present Union Station, and the large block on which it 
 stands, 085 by 285 feet, from passenger use, enabling the build- 
 ing and lot to be converted to freight use ; secondly, a release oi" 
 all tracks now kept open for passenger and through freight uses, 
 enabling theiii to be reserved for local freight uses ; thirdly, a 
 release of all tracks now required for passenger car storage. 
 Considering the improvement in quality as well as (quantity, this 
 amounts to fully doubling its local freight facilities east of Brock - 
 Street. Convenient access to its present local freight shed be- 
 tween Simcoe and Peter Streets, will be obtained at the east 
 end by an under passage, under the first span of the viaduct ; at 
 or near John Street, by the subway above alluded to, and at or 
 near Peter Street by a level roadway across its yard tracks down 
 to the Esplanade Street. This will make the teaming to and 
 from this station much more convenient on the whole than it is 
 now. The present Union Station, if it were so arranged between 
 the two companies, would furnish an excellent location for the 
 local freight offices of both, and for the interchange of freight of 
 which there m.ust always be a large amount; but any such ar- 
 rangement is apart from the legitimate scope of the plans herein 
 outlined, and need not be further considered. 
 
 THE CANADIAN rACIFIC LOCAL FREIGHT YARD. 
 
 The Canadian Pacific Railway gains by this arrangement, first, 
 an unobstructed stretch of 2,-l<00 ft. of water front, pnd secondly 
 an area about 2,400 ft. by 750 (4! 1.3 a^res) of wholly unobstructed^ 
 yard room, except for the fact that the pump house of the city 
 water works stands near one corner of the area, and must retain 
 adequate wharf rights for landing coal, and perh^ns land for pla- 
 cing additional pumps in the future. All this can be done without 
 seriously interfering with the laying out of the yard or seriously 
 reducing its eflfective area. 
 
 Access by teams to all parts of this area is fully insured by the 
 street a'Tangements above outlined. 
 
of the City of Toronto. 
 
 19 
 
 The tract between Yonge and Simcoo Streets which the Cana- 
 dian Pacific is now endeavoring to secure, and for the most part 
 has secured and paid for, and the conversion of which into a rail- 
 way yard has excited such strong local opposition, is only 2,075 
 ft. long by about 74*0 deep (to the new Windmill line) or about 35 
 acres in area, less than 15 acres of this being inside the old wind- 
 mill line, whereas nearly all of the 41.3-1 acres wnich it is pro- 
 posed to give them in lieu thereof, is inside of that line. The 
 Canadian Pacific Railway is also saved the largo expense of 
 constructing two overhead bridges across this tract, which, with 
 other necessary improvements of that iiature, become no longer 
 necessary, may fairly be placed at $200,000. 
 
 THE C. P. R. PROPERTY EAST OF YORK STREET ON THE 
 
 ESPLANADE. 
 
 All the property which the Canadian Pacific Railway has ac- 
 quired east oi York Street, and all the work which it has done 
 thereon, I propose shall be assumed by the city at cost, not by 
 returning the money, but by crediting the Canadian P&cific Rail- 
 way with the interest on that capital in reduction of its annual 
 rental £or use of the Union Station and tracks connecting 
 therewith. The same method I should propose for adju.sting all 
 the real estate transfers with both companies, as below more fully 
 outlined, under the approximate estimate. 
 
 The total expenditures for right of way to date by the Canadian 
 Pacific Railway along Esplanade Street, between York and Berke- 
 ley Streets, I am advised, has been $412,000, which covers all the 
 tract between York and Yonge Street, north of Esplanade Street, 
 and a right of way 28 feet wide along the south side of Esplanade 
 Street, east of Yonge Street. The interest on this sum at 3i to 3| 
 per cent I am advised is $14,420 to $15,450 per year. In addition 
 to this, the Canadian Pacific Railway Is now paying rents to the 
 city for water lots along the Esplanade, aggregating $10,025. 
 This with interest on the sum expended in filling along the water 
 front east of York Street, and deducting interest on the cost of 
 the overhead bridges which the C P. R. is saving from con- 
 structing under the plan outlined, might aggregate some $20,000 
 per annum which the city would concede to the C. P. R. to- 
 
;i 
 
 20 
 
 Temiinal Facilities 
 
 wards its annual rental, in return for having all this property 
 east of York Street turned over to it. 
 
 This property being turned over to the city, the question arises, 
 what should be done with it ? It may probably be disposed of 
 of by the city in time for all or more th:^.n it cost, keeping in view 
 the improvement in the character of Esplanade Street which will 
 result from elevating the tracks, but if there be sufficient public 
 spirit in Toronto to permit of it, there i<^ the other and far better 
 use for it alluded to above. 
 
 A WATER-FRONT PARK. 
 
 I should recommend that the entire area turned over to the 
 city as above, between York and Yonge Streets, be converted into 
 a public water-front park, 1,600 feet long by 700 feet deep, and 
 containing 25.7 acres ; that the rather shabby structures which 
 now accommodate tlie yachting, boating, Island ferries, and 
 pleasure steamboat oravel of the ciiy, should be replaced by build- 
 ings of a more ornamental character, along portionij^of this Park 
 water front, under strict restrictions as to character and manage- 
 ment, and that in addition there should be pavilions, music stands, 
 etc., for the general use of the public. 
 
 All the work which has so far been done along this water front 
 by the Canadian Pacific Railway, and which it is proposed that 
 the city shall assume, is adapted directly to this use. Ti.e cost of 
 continuing and completing the work, so as to make a finished 
 Park, will be so moderate that it may safely be assumed that no 
 city of the .size of Toronto will ever have obtained so fine a Park 
 so cheaply. The opportunity is one which, if now neglected, is 
 never likely to return, and it would be a discredit to the city if 
 it should not eagerly avail itself of it, should it occur. 
 
 Toronto is now more poorly provided with parks than any city 
 of its size on the continent, with om or two possible exceptions. 
 The one fine park it has within its limits, Queen's Park, is of 
 limited area, and is now being converted into grounds for thd new 
 Parliament Buildings. The fine tract known as the High Park 
 is too far from the centre of population to be generally available. 
 Toronto's real park is, and is likely to be, iU water front and har- 
 bor, and to make this properly available, there should be at least 
 
of the City of Toronto. 
 
 21 
 
 some limited park area along the water front, like that proposed, 
 and which would also afford recreation to those too poor or too 
 lazy to avail themWves of pleasure-boating privileges. 
 
 From the fact that Toronto has almost the only natural harbor 
 on the great lakes, pleasure boating of all kinds is exceptionally at- 
 tractive there, and from a merely pecuniary point of view it would 
 be well to make it as much more so as possible. It is one of the 
 great attractions to draw residents to the city and keep them 
 there throughout the year, after they are able to choose their own 
 abiding place. Besides which,- it is a universal experience that all 
 such park improvements really ^-ost less than nothing, the increase 
 in the taxable value of property being far more than the interest 
 on the cost, Ofherwise we may be quite certain that such park 
 improvements would not be so universally undertaken. The one 
 j)roposed is likely to be quite exceptionally beneficial in propor- 
 tion to its cost, since, in addition to its value as a general breath- 
 ing spot, an ornament to the city, it encourages a great local in- 
 terest which is largely peculiar to the city. 
 
 The strip of right of way now owned by the C^anadian Pacific 
 Railway, east of Yonge Street, might be thrown into Esplanade 
 Street, if desired, making that street 126 feet instead of 100 feet 
 wide. As there would be a viaduct 52 wide down this street 
 there is some argument in favor of doing this, but on the whole 
 I should advise against it, as involving needless expense. The 
 street is already wide enough, and the land could more advantage- 
 ously be sold back again to its original ownei's, as below more fully 
 noted. 
 
 SURFACE TRACKS THROUGH ESPLANADE STREET. 
 
 There are now six of these tracks, four of them for through 
 trains, f^nd two of them used for local freight delivery. Over all 
 these tracks locomotives are freely -ised at all hours. 
 
 I should recommend the removal of all these tracks, and the 
 substitution for them of two rather heavy sti'eet-car tracks over 
 which switch engines could pass with safety, but over which they 
 were permitted to i)a8s only between the hours of midnight and 
 6 a.m. Except between tho.se hours I should advise that all de- 
 livery of freight along chese tracks between York and Berkeley 
 Streets be done by horses. 
 
ill 
 
 22 
 
 Terminal Facilitiea 
 
 i ■■} 
 
 .Such use of horses for switch work would probably prove to 
 he more economical in this locality than the use of locomotives, 
 in addition to which it would entirely do away with a nuisance 
 and public danger. Four horses and a couple of boys would eas- 
 ily do the work here of a switching engine, and throughout 
 Europe as also in New York City horses are extensively used in 
 this way. Else .vhere on this continent locomotiv 3s are almost 
 exclusively used, it may be admitted, but often with question- 
 able judgment. At the most there could be no serious difference 
 either in convenience or expense resulting from the use of horses 
 only along the Esplanade, for 18 hours out of 24. 
 
 This change made, the present system of delivering freight 
 along the street, by stringing cars along the street and allowing 
 whoever has a key to v car to help himself from it, could be co}\- 
 tinued unchanged ; but I should further recommend, not at all as 
 a necessary part of this scheme, but from a general regard for the 
 good name of the city — that this uncouth and primitive system 
 of freight delivery, by which the whole of the principal water 
 front street is in effect turned into a local freight yard, be aban- 
 doned altogether. It may be well enough for some straggling 
 country village (although such in fact permit it), but it is entirely 
 improper for a city like Toronto; an injury to all, and a real 
 benefit to none. 
 
 In lieu thereof I should recommend that any of the abutting 
 property owners along either side of Esplanade Street be per- 
 mitted to run a spur from the surface into his buildings or on to 
 his property. In addition to this the Grand Trunk Railway now 
 has a freight station at'the footofYonge Street, and the Canadian 
 Pacific Railway has a freehold water front lot further east which 
 might be converted to the same use, although there is little real 
 need for either of these stations, since each road has freight yards 
 at the oast end and the west end of the city water fro)it, barely a 
 mile apart. It might be quite as well for both roads to sell their 
 intermediate property, but they already have it if they wish it for 
 such use. 
 
 In this way there would be no need for cars to stand along 
 Esplanade Street, but only to pass along it, and these not being 
 many, kuch cars to deliver daily, this service would not sensibly 
 
 ;i )• 
 
of the City of Toronto. 
 
 23 
 
 interfere with the .siTrultaiieous ii3e of the same tracks for horse 
 cars, as has been clone for nearly fifty years in New York City, 
 with a very heavy traffic of both kinds. 
 
 THE IMPROVEMENT IN ESPLANADE STREET. 
 
 The result of all these changes could not but be a very marked 
 and rapid improvement in the value of property on both sides of 
 Esplanade Street, and of the water frcnt generally. New York 
 experience indicates that the existence of a four-track elevated 
 lailway through the centre of a business street of this kind and 
 of this width, would not reasonably decrease the value of property 
 along it, while the park improvement, the street^ car service, the 
 freight delivery within the buildings, and above all the removal 
 of the surface locomotive tracks, would greatly ter d to increase it, 
 
 IIow considerable the increase in valuation along Esplanade 
 Street is likely to be, is evident from the fact that the present 
 assessed valuation of all the property along both sides of the 
 str'ets between York and Parliament streets is $1,525,740, along 
 a frontage (counUng both sides of the street) of 0,074 feet, if I 
 am correctly informed. With the improvements carried out, the 
 probable increase in valuation of this street alone would go far to- 
 ward covering the entire cost of improvements herein suggested, 
 but there is in addition the probable increase in valuations along 
 Wellington Street and elsewhere in the vicinity of the new Union 
 Station, and the general improvement to the A^luations of the 
 whole city, which would result from so material a betterment of 
 the most couspicuous part of it. As the city, however, derives 
 rental from these improvements also, the case in favour of their 
 construction is very strong. 
 
 Before summarizing the probable cost of these improvements, 
 it will be well to notice first another feature oi them, viz. : 
 
 SUBORB^v.-^ AND CfTY TRAIN SERVICE. 
 
 With the water front tracks improved as suggested, any speed 
 is practicable over them. The Canadian Pacific Railway, and the 
 Grand Trunk Railway tracks, running back from the water front, 
 in each diti-ction, have so few street crossings at grade on them, and 
 
24 
 
 Terminal Facilitiea 
 
 w 
 
 tL 
 
 those in process of elimination or easil}- eliminated, that a hi^h 
 rate of speo<i becomes pnusticable tliere also. The Canadian Paci- 
 fic Railway track back of the city runs through a region thinly 
 populated as yet, and also with few street orossings at grade, 
 which can also be eliminated by subways as necessity for so doing 
 appoax .. 
 
 These conditions, in addition to the saving of 10 to 15 minutes 
 time on every train entering the city, render at once possible a 
 local " rapid transit " service over the circuit of 15 1 miles which 
 the Canadian Pacific Railway now has within the city limits, or 
 will have as soon as all its tracks are laid. This circuit can be 
 made by local trains in one hour with great ease, making stops 
 ever}' half mile on an aver? "«>, or 30 stops in all, so that two trains 
 would afford a half-hourly service, and two trains more during a 
 few hours of the day only would give quarter-hourly service. The 
 circuit might possibly be made in 45 or 50 minutes. In my judg- 
 ment such a service would more than cover expenses even in the 
 first year, and develop into a most profitable traffic later, ■" .lile it 
 would be a great public convenience, and its effect upon the de- 
 velopment of the outskirts of the city, and upon the value of pro- 
 perty there, would certainly be important. Without the improve- 
 ment along the Esplanade herein outlined, such a service is 
 practically impossible. The tima would be lengthened at least 15 
 minutes, and so large a proportion of the traffic would be driven 
 to the horse cars as to make the whole service inexpedient. This 
 will become at once apparent by studying the present local time 
 cards, despite the fact that they rather understate the actual time 
 used. 
 
 The local conditions are unusually favorable for such a service 
 except along the water front, and to establish it is one of the 
 strong reasons why the city .should not hesitate to carry through 
 these improvements, because the city has a far deeper interest 
 than any railway can have in having such a service established. 
 The profit from such trains over expenses will not become con- 
 siderable for several years, and it is as nothing compared with its 
 effect upojLi the value of real estate. 
 
 The Grand Trunk Railway has at present no circular track for 
 such o service, but it will probably see fit at some future time to 
 
o/ the City of Toronto. 
 
 89 
 
 provide itself with a track back^ of the city, parallel with the 
 Canadian Pacific llai.way tracks, so as to i?ave itself the great ex- 
 pense of hauling its trains H or 4 miles more to drop them down 
 to the water front and back again over heavy grades each way ; 
 and when, or if it does this, it also will have a circuit which might 
 be operated by local trains. 
 
 In the mean time there will be three or four times as many 
 Grand Trunk Railway as Canadian Pacific Railway trains using 
 the elevated tracks, since the Canadian Pacific Railway will use 
 them only for passenger and strictly local freight service, while 
 all the Grand Trunk Railway through freights will pass over it. 
 Nevertheless, I should recommend, as above stated, that the rental 
 charged for the use of the structure and station, whatever it may 
 be, should be equally divided between the two Companies, and 
 that if, at any time, a third company should be admitted to 
 the use of the structure (the right to do which, should any com- 
 pany apply for the same, and connect its tracks with the. struc- 
 ture, should be ex[)licitly reserved by the city), the same rental 
 should be divided into equal thirds regardless of the number of 
 trains, leaving eacli conqiany to run as many or as few trains as 
 it pleases. It is not likely that the tracks will be over crowded 
 by any possible traffic of the next half century at least, if operated 
 as they should be, under joint management, and entirely by inter- 
 locking block signals and switches. 
 
 I advise this equal division of rental, first, because it is the only 
 practicable one, it being quite impossible to say precisely what 
 proportion of use each company enjoy ; secondly, because a com- 
 pany has to go to the same expense in providing itself with sucVi 
 facilities, whether it runs one train a day or fifty over them ; 
 thirdly, because it seems only a proper concession in favor of th< 
 Grand Trunk Railway, which is likely to run the most trains, in 
 view of all the circumstances, specified and unspecified. 
 
 ESTIMATE OF COST. 
 
 It is iit once impossible and unnecessary to determine in ad- 
 vance precisely the cost of these improvements. It can only be 
 determined by careful estimates of quantities and an actual letting 
 
i> I' 
 
 r 
 
 m 
 
 26 Terminal Facilities 
 
 of the work. lb will suifice for the present to specify approximate 
 sums which ought not to bo exceeded. ^ 
 
 On this basis I should estimate the total cost of the entire 
 necessary works, economically but thoroughly well built under 
 judicious and efficient management, as follows : — 
 
 Union Station complete, $ 500,000 
 
 Retaining Wall back of it, 42,000 
 
 Ground for Passenger Car storage yard, 120,000 
 
 Sub- way approach to G. T. R. freight station near 
 
 John St., 20,000 
 
 West approach complete, apart from tracks and 
 
 right of way (now owned by G. T. R.), 45,000 
 
 Four track elevated structure complete, to, and 
 
 including Don River draw-bridge 1,530,000 
 
 Enbankment and connected work (apart from'sub- 
 
 ways needed in any case), 40,000 
 
 Expropriation of Marlborough House and other 
 
 unestimated minor items, say, 110,000 
 
 $2,413,000 
 
 Engineering, 6 per cent., 1 20,650 
 
 Contingencies, say 6 per cent., 120,650 
 
 Total cash outlay for construction, $2,654,300 
 
 I believe this estimate to be a very liberal one, and in the 
 aggregate considerably larger than is necessary. There are in 
 addition certain real estate transfers and adjustments to be made 
 not properly involving, as it seems to me, any transfers of cash, 
 and the city will also have a credit from the sale of the unneeded 
 right if any, along Esplanade Street, and from the valuation 
 placed on that pari of the water- works lot, turned over to the 
 use of the C. P. R. Those credits I, however, neglect in the 
 estimate. 
 
 In proposing the preceding plan, reasonable and beneficial to 
 all paaties alike as it appears, I find myself confronted with the 
 fact that I can advance no precedent for such an arrangement as 
 this, the nearest to it being the arrangement for constructing the 
 
of the City of Toronto. 
 
 27 
 
 " Grand Central Station " and costly connecting subway entering 
 the City of New York, to which the city oj >ntributed half the 
 cost, or nearly $4,500,000, without securing any ownership inter- 
 est or tangible return whatever except that of getting rid of the 
 nuisance of surface tracks. That improvement also was and is 
 used jointly by two companies. The proposed improvements at 
 Buffalo are another similar case. As a rule, however, I am com- 
 pelled to admit, cities stand quietly by until companies correct 
 these evils at their own expense and of their own motion, or con- 
 tent themselves with bringing legal pressure to bear. 
 
 Frequently this policy is effective for the reason that when 
 cities become largo enough to make such improvements desirable, 
 the leading railwaj's running to them are unusually rich. Such 
 is not the case in Toronto. The railways are both of them com- 
 paratively poor. Usually there also are many more corporations 
 to be conciliated and arranged for, and the smaller the companies 
 the more trouble they make, so that any arrangement of the kind 
 here proposed is impossible to airji age for. It is rare indeed 
 that eight different companies once entering a city will have 
 consolidated irto two. 
 
 Moreover, it is extremely rare that a city is in such imminent 
 danger of serious injury which it can only arrest by some 
 spurt of enterprise on its own part, as is Toronto at this 
 moment. It cannot be too often nor too earnestly impressed 
 upon the citizens of Toronto that the railways by their own un- 
 aided efforts cannot do much better by the city than they are now 
 proposing to do, and ought not to be asked to do. The Grand 
 Trunk, as the first comer, has certain property, wb^ch it has 
 bought and paid for. Whether more than it needs or not, it can- 
 not be expected to turn over part of its property, which it may 
 possibly find some use for in the future, to smooth the path of a 
 rival to compete with it, without some compensating advantages 
 to itself, which that rival cannot offer. Neither can its interlop- 
 ing rival expropriate this property. For one railway to expro- 
 priate from another is dubious process, even when necessity can 
 be shown, but in this case no necessity can be shown bj' the 
 C. P. R., for that company can go, and heus gone, further along on 
 the water front and found property suitable for its needs which 
 
28 
 
 TerminiO Far.iUtien 
 
 it has V>ought in the open market, and its needs moreover are not 
 merely a certain total area, but a lo)ig continuovs strijf, ao that a 
 yard may be properly laid out on it ; only one of them u to bo" 
 added to the cost on which rental is estimated, viz., the narrow 
 strip of right of way for the four tracks between Bathurst and 
 Peter Streets, and between Simcoe and York Streets. The proper 
 amount < f' this item I cannot now estimate, but it should not 
 seriously increase the above estimate. 
 
 Allowing the total interest charge to Ije 3,f per cent, on 
 S2,654',HOO, and one-third to be borne by the city, the G. T. H. 
 and the 0. P. R. It will cojt each party $'.i'6,l7^y per year gro-ss, 
 in addition to which the city loans its credit and advances the eash. 
 
 The rental paid by the Grand Trunk Company, however, would 
 be reduced by the interest atJU per cent, on the fair valuation of: 
 1, The right of way for tracks above noted. 2. The four parcels 
 of water front lots, two free-hold and two lease-hold, turned over 
 as above noted, between Peter and Yoi'k Streets aggregating 
 about 12 acres of land now almost exclusively under water and 
 unutilized. 
 
 The last item is not an expense to the city nor an addition to 
 the cost of these improvements, being charged up against the Can- 
 adian Pacific Railway at the same valuation as is allowed for it to 
 the Grand Trunk Railway. But it must not be forgotten that it. 
 is the city and not the Canadian Pacific Railway which need)* to 
 acquire this proi)erty in order to enable these improvements to be 
 carried through. The Canadian Pacific Railway has already 
 secured and paid for all the land it leally needs, apart from these 
 lands, between Yonge and York streets. It i.q the city which has 
 cause to be most anxious to give it at least equal facilities else- 
 where. This being so clear it does not appear pro bablQ that there 
 will be any difficulty in amicably arranging for the transfer, but 
 should it prove otherwise, the case is preeminently one calling for 
 the exercise of the right of eminent domain. 
 
 The rental paid by the Canadian Pacific Railway would be 
 'diminished by the interest on : 
 
 1. The total outlay, $tl2,000, so far incurred for right of way 
 between York and Berkeley streets (^412,000), the interest on 
 which would be $14,420. 
 
of the City of Toronto. 
 
 29 
 
 2. The construction expenses so far incurred for removal of 
 buildings, docking and tilling in, so far as this work is applicable 
 to city uses. 
 
 Against these two items should be debited the interest on : 
 
 1. The valuation on the 12 acres of land under water above 
 noted transferred from the (Irand Trunk. 
 
 2. The estimated cost of the two overhead bridgo^^at Yonjixe and 
 York Streets, and some minor like improvements re<iuired \>y the 
 location of its present yard, but not by that proposed, which is in 
 the neighborhood of $200,000. 
 
 3. A reasonable valuation on the part of the water-works lot 
 turned over to the C. P. K. by the city. 
 
 The net effect of the preceding would be to very consideiahly 
 reduce the rentals to be paid by the companies, making the net 
 cosL to them of better fticilities in every way, for both passenger 
 and freight service, a very moderate one. In addition to this the 
 two companies are saved the cost of erecting in the early future a 
 new Union Station, the necessity for which is now clear. 
 
 The city on its part should in e([uit3'- be released from a portion 
 of the very moderate burden resting upon it, by assessing a fair 
 portion of the cost of the viaduct upon the property more im- 
 mediately benefited thereby along Esplanade Street, which is 
 sure to increase in value much more proportionatel}-^ than any 
 other in the city. I am not competent to make any estimate of 
 what this assessment should be, except that it should be moder- 
 ate. 
 
 I cannot therefore regard the absence of any exact precedent 
 for precisely such a plan as I have recommended herein as any 
 real objection to it, or reason vhy it should not be carried out. 
 The real difficulty lies in impressing on a great municipality the 
 necessity of united and prompt action. Should this be obtained 
 there will not be any serious difficulty in obtaining the assent of 
 the Railways, since the arrangement herein proposed is greatly 
 to the advantage of both of them, and they would be placing 
 themselves in an odious and indefensible attitude before the 
 public should they persist in antagonizing it, an attitude which 
 no great Corporation wishes to take or remairt in. But, failing some 
 such public action in aid of a more rational solution, I am unable 
 
80 
 
 Terminal Facilitua of the City of Toronto. 
 
 to seo how any bcjtter arrangement can \m oHooted than that 
 which is now proponed and in process of execution, which will 
 leave the City of 'I'oronto with over two-thirds of its' water front 
 occupied by Railway yardn, and with accesH to the remaining 
 fraction obHtructed by six Railway tracks on the level, over 
 which locomotives and through trains are constantly running. 
 
 Despite all the relief that can be obtainetl by overhead bridges, 
 the growth of [)opulation nnd of Railway traffic will soon mako 
 this situation so intolerable that relief from it will then be 
 demanded at any cost. Such relief can be obtained in advance 
 much more cheaply and effectively than it can by any later 
 date. It remains to be seen whether the citizens of Toronto 
 api>reciate this fact, and take the necessary action while there is 
 yet time. 
 
 Signed, A. M. WELLINGTON, 
 
 August 16th, 1889. New York.