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LOCATION OF THE CANADIAN PACIFIC
RAILWAY FREIGHT YARDS.
STT
; C. S. GZOWSKI >P W. SHANLY. !
J. V. RBID, CITY PRINTER 73 to to ADBLAIDB STREET WESt,
""^'** ' '' ** i i v i n r I n II ' • mn i i r < ^ .Hiio i mt
:r e no H.T
-ON THF-
ACCOMMODATION FOR RAILWAYS
-ON THE-
Water Front of tie City of ToroDto,
-AND ON THE-
LOCATION OF THE CANADIAN PACIFIC
RAILWAY FREIGHT YARDS.
C. S. GZOWSKI ff W. SHANLY
J. Y. REID, CITY PRINTER, 73 to It ADELAIDE STREET WEST.
S'^^O
1
REPORr ox THE ACCOMMODATION FOR RAILWAYS ON THE WATER
FRONT OF THE CITY OK TORONTO, AND ON THE LOCATION OF
THE CANAD1A> PACIFIC RAILWAY FREIGHT YARDS.
Toronto, September 17th, 188J).
lb the Chairman and Members of a Committee of the Council of the City if Toronto :
fiEXTLEMEX, — On the I Ith July. 18' 9, your honorable Co.nmittee api>ointed
"re the Esplana'le and the Canadian Pacific Railway," passed the following
Resolution :
Ordered, — That the City Engineer, Assistant ("ity Engineer and City Sur-
veyor be instructed to examine (I) the locality in (juewtion ; ('2\ the plans
o! station grour.ds on the Esplanade, Hied by the (.'. P. Ky. Co. with the
Minister of Hadways on the IStli October last, an<l CJ) the other station
gi-ounds already acquired both at North 'I'oronto and West Toronto Junc-
tion, antl to prepare plans and report as to whether no other laud suitable
for the purjiose cannot be acquireil ; (4) whether tiie land airea<ly .icrniireil
and sought to be acquired is not in excess of the a -coinmolation necessary
lor the traffic or legitimate requirements of the Company, and to report
on the pi-obable cost of elevating the tracks on the water front;
(5) tliat Col. (izowski and Mr, Walter Shanly be consulted and requested
to advise on the subject.
* ' - I'ROBI.KM STATKD.
In accordance with this Resolution, we now submit the following IJoport:
The problem with which we have here to deal is one of very gnat complica-
tion, and one whose solution is not easy, in order that hU the interests
involve*! uiay be properly conserved. No one will for a moment deny that
it is essential for the social and commercial well-being of the City tliat rail-
ways .-houid have ample facilities at the Lake front for conducting their
passenger and freight business. No one will <leny that it is of extreme im-
portance to Toronto that roomy and convenient wharfage sliould be afforded
to vessels plying on the I^ake. The harbor in past times laid the founda-
tion to the City, and in the future the harbor, properly developed, will be
an importont factor in the City's giowth. Again, no one who has the
slightest acquaintance with the social conditions of this place will deny
that the B.iy ami Island are becoming yearly of more importance and value
to Toronto as resorts for pleasure and recreation to her citizens. The
numbei-8 carried to and from the Island by ferries are annually very large.
and are annually increasing. The value of the Bay for yachting and boating
is apparent to all who have seen Toronto on a fine stnnmer's afternoon.
Now, the possibility of enjoying these rights and privileges on the w.iter
is largely dependent upon the means of access to the water ; if this be safe
and convenient, more will be able to enjoy them than if it be dangerous
and cramped. .\nd in order to maintain ami preserve these water rights
and enjoyments, it is necessary that the citizens of Toronto should carefully
watch and control the disposal of the water front. To allow rnilwayit to
coino in and, without let or hindrance, to purchase or aci(uire the water
front, whether for railway purposes or for any other iiurposes", with the
(fame ease that land niny be acquired back in the country, would be, for
Toronto, a suicidal jiolicy. The water front, from the Queen'H VVImrl east-
wards, is barely iwo miles in extent; of this, ac present, nearly one half is
occupied and controlled by the raihvays to the exclusion of the general
public and vessel business, and to permit further purchases and occupation
of the water front by railways would have the result of cutting off' the City
altogether from the Bay. Let any one go to the western part of the City,
and, seeing ''le condition of tlio water tiont between Simcoe Street and the
Queen's Whaif, covered as it is by the tracks and sidmgs of the Gr.tnd
Trunk Railway, ask if it is desirable that such a coniHtion of things should
be extended further east to Yonge Street by the construction of yards for
the Canadian Pacific Hallway, and but r.ne answer could be given. .Such
an extension, the prelude, doubtless, to further extensions in the future,
would be most disastrous to the City, and would utterly destroy the water front
for any other purposes but those of a railway freight yanl. It must be borne in
mind that our water front is limited ; it cannot be indefinitely extended;
and if it is given over to the railways to be occupied and controlled by
them, it cannot also be used by Lake craft, nor enjoyed by the citizens
generally. It is not in the interest of the railw^y3 to encourage or develop
busineijs by water that would act as a competitor to their business ; and
therefore, if the water front of the City is controlled by the railways, it may
reasonably be expected that the eff'ect of this will be to repress and
ultimately destroy the transport of freight by water.
KUNNIXO TRACES A SOlTRCl!: OF DA.VOER.
Nor is the construction of treight yards the only objectionable feature in
regard to the occupancy of the water front by railways. The tracks enter-
ing the City form a belt cutting off' the access to the water, and are a con-
stant source of danger to those having to cross them. At present to the
east of Simooe Street there are six lines ofrailway occupying the Esplanade,
and contiguous to the Esplanade, running along the front of the City
between it an<l the water. Two of these tracks are used for freight busi-
ness, two for the running tracks of the Grand Trunk, and two for the
running tracks of the Canadian Pacific Railway. Though the Cana<Iian
Pacific has not yet commenced to run over these lines, pending the settle
ment of the station site, yet it is easy to see what a source of danger this
railway girdle forms to those desiring to cros< to the water front. .\nd if
the six tracks may be thus laid down, there is nothing to prevent others
being added in the future .should the railways so desire.
WATER FRONT SHOULD BE MAINTAINED FREE.
It must be plain to any one who will seriously consider the question that
the time has arrived when the occupancy of the water front by raihvays
must be firmly and decidedly dealt with in order that the rights of others
than the railways may not he perraanontly Uestroyecl. Though it is of vital
importance both to the City and the railways that the latter should have
proper and convenient access t<') the water, yet it is of paramount impor-
tance to the Ci'y to see that while granting this access it shall be done in
such a manner as not to take away the privileges of othors. Tn the early
history of Canadian railways a partial occupmcy of the City water front
coul«l be permitted without injury, but when this occupancy threatens to
absorb the whole City front and to cut it off from the water, it is neces«ary
that the City should step in, at whatever cost, to control and restrain it.
Thf\t which should be one of tlie chief beauties in the City, situated on the
lake, is the i-ke sljore, and if this is given over to railways without limita-
tion or restraint, the beauty will soon be<lestroyodan<l rendereil impossible
of being restored. Though the ]>opulation increases rapidly, yet as pomted
out before, the extent of water front is Hx>'<l and definite. Each year more
people deaire to use the Bay and Island, and therefore it becomes each
year increasingly important to guard and protect the access to the water.
Each year, too with the growth of population, there necessarily ari es a
demand for increased railway facilit'OH, and this dcmaml, perfectly
legitimate as it is, must be satisfied m order thnt the growth ami activity of
tiie City may be maintained. The prohleni of the water front r'-quires that
these opposing interests should both be satisfied, that each shoiil<l have
full scope for development, and that neither should bo sacrificed to the
other.
I'ASSEXOER AND FUEIOHT STATIOVS M( ST BE NEAR WATICR FRONT.
It must be assimied that the position of the general passenger stntion for
the railways must be near the 'vuter front, and in some pliice not far dis
tant from the present Union Station. The whole railway business of To-
ronto has grown up about this centre, and it would be impossible to make
any radical change in position. In like maimer it is necessary for the
business of the Canadian Pacific Railway that their general freight sh^ds
should be at or close to the water front, with access to the water for the
use of grain elevators or wharves, so that they may be similarly situated
to the Grand Trunk Company's sheds and >ard. This, and the e<tst and
west traffic of the Grand Trunk, necessitates bringing the tracks down to
the water front and running the traffic in the manner done at present. In
this way has arisen the belt of tracks, at present six in number, above
alluded to. It is absolutely nect-ssary. in the interest of the railway com-
panies, that access along the water front should be maintained ; without
this it would be impossible to miintiin pa<s»nger station or freight sheds
in the positions where they are most required There are two ways, and
only two, of safely continuing this railway access along the water front and
of safely continuing the street access from the City to the Bay. Either the
railways must pass over the street*, or the streets must pass over the rail-
ways. Level crossings for such a wiflth of tracks are too unsafe, and would
be quite impracticable across the freight yard of the Canadian Pacific if
placed in the position proposed between York Street and Yonge Street.
UBJiiCriO.VH TO OVKRIIKAh I RIUUBi.
Ilittre are strong objections to I le urgfcl agaitiHt the oreution of overhead
bridjceti. In onier to have the hridge of u tuiHicient h«'ight to give IM feet
clear above the rails lu the law re<|uirett, the level of the road would have
to be at least 24 feet al>ove inil level. I'o gain this hei'.'ht ol 24 feet on a
gradient ot 1 in 2.j which is as ^tee|) a gradient as would be advisable in
such placei^, in-jlined rani|iB would have to be constructed C(M) feet in
length. 'Iliis length in so great that in most instances after crossing the
tracks there would not be huffi icnt length for the ramp to run out before
reaching lake Street, the new street proposed to be e^^'ablished on the
line of the present Windmill Line. The ramp would therefore have to
turn parallel to the wa'er front, .splittinit into two ramps on Ijike Street.
It can easily be imagined what an inconvenient mode of ocoess this would
be as comparetl with the access on Esplanade level. Nearly all that part
of the s'reet, 6(4) feut in length as above stated, wouhl be raised so much
above the natural level of the ground as to be inacces.»ible to stores and
warehouses established to the south of the railway tracks, unless inclined
ways were constructed leading up to the ramp; and this again occupies
much !i|>ace and is expensive, .^uoh a state of things would certainly have
a depreciating effect on the value of property south of the Esplanade, and
a similar effect would be felt on property north of the Esplanade. Again
the cost of these overhead bridges, with theu' upproaches, would be very
heavy. The three bridges tl>at have been suggested for John Street, York
Street and Yonge Street would cost, without land or liaraages, over
$90U,0(iU, and when land and damages are included we would probably
be within the mark in estimating their cost at $oOU,000. Between
Yonge .Street and Cheiry Street (including the latter,) a distance of 5.3UO
feet, there aie 1"J str»et crossings, and if we allow here lor only four more
overhead ciossings, with gates and watchmen at the remaining level cross-
ingi!, the cost of the whole would bo over f 1,OIIO,(XKJ including land and
damages. This sum is more than sufiicient to build all the elevated track
from .Simcoe .Street eastward to Cherry Street; and while the safe access
affonle*! by the overhead bridges would be limited to the points above
mentioned and obtained in the inconvenient manner described, the access
afforde<l by an elevated track would be complete and perfect at all points.
ELEVATKD RAILWAYS ClIEArGR THAN BKIU0E3.
It is apparent therelbre that the scheme of an elevated niilway for the
puri>ose o^aflonhng access to the water front is not only better than over-
head briilges, but it is also cheaper. Before the City had grown sufficiently
to make the water front access un important question, and while the railway
traffic remaine<l comi^aratively small so as not to be a dangerous feature on
the water front, the railways might continue to traverse the water front
streets on the level without imminent danger and without special outlay for
protection : but when the time bos ci me thtit owing to the increased traffic
to the water, and the increased traffic on the railways, it is necessary to
j»rovi«le *<|)ecinl iiicaiiti ior saff hikI coiueuk'nt uccd'^s, it i^ »tcn tlmt it is
chen|icf nn<l liottor to i-'.ovitte the raihvays, rather titan coiutiuct ovei'ht>a(l
bridges.
EI.KVATKb RAILWAYS KblOMMENUED.
From tlii'se consideratiotif* thereloie we rerommend that an elevated way
)>(' coniiiriirie'l along the \xaier Iront, ^liviny 15 ieet cl^ai headioom under-
neath lor tiie jia^Huge of all otreet traffic. '.< ^
SITB FOR NEW IMSSENdER STATION.
The adojition of this pchonie ncce.ssnrily involves the selection of an
elevated site for a nnion i aspenger station. That which reoonimendst itself
as heing a xite soon to Le availaMe, and as one having sufficient natuial
elevation to suit the level of rails on the iiroi>08ed viaduct, is the Mock at
)*re8ent occupied by the Parliament huildings, between .•'imcoe Street and
John .*»treot, and boundf d on the south by Front Street. This block is
{)40 feet in length, by 44(' feet in width. Here we would propose to erect
the union passenger station, making the covered shed T.JO feet in length,
by loO feet in width, affording Ki)ace for six parallel lines of track with
ample width between each (or platform accommodation. The southern
wall of thisi shed would coincide with the present south limit of Front
Street, so that this street would be wholly occupied by the station shed.
Front .Street would be diverted to the north of the station building and on
this northern side would be reseived a cpacious extent for cabs, vehicles
and street cars. Along the northern side of the station shed would be
constructed the waiting rooms, ticket offices, refreshment rooms, baggage
rooms, etc., etc. Access to the shed would of course be from these, and
there would be no need, nor any means afforded for vehicles to cross the
tracks at the station. The level of rails, in the station, would be approxi-
mately the present level of Front Street. (See Appendix " A.")
FREIGHT TRACKS PAST STATION.
To the south of the proposed station there would be placed two tracks ;
these would be for the accommodation of east and west bound freight busi-
ness, which would thus be sent past the station on the elevated track with-
out running through it. A retaining wall running parallel to Front Street
would have to be constructed here to maintain the bank carrying these
tracks. The approach from the west would be by a four track way con-
structed partly in the «olid an<l partly on a made bank supported by
retaining walls. Two of the tracks would be for passenger trains leading
to and fi-om the station, and two for freight business running past the
station as before described. It is necessary to retain the overhead bridge
at Brock Street, giving access at this point from Front Street to tlie water,
and in order that this may be done without unduly raising the bridge, and
without running up into the station on too steep a grade or bringing this
gra<le too close to the station entrance, we propose to place the freight and
passenger tracks on different levels at the passing under of Brock .Street
bridge, giving "Jl feet clear head room for freight cars, and 16 feet 6 inches
1)
clear heafl ron n for passenger cars. To obtain this the bri<Ige would have
to be raided 2 feet 9 inches above its present level. The ascending grade
of 0-8 feet per KX) for passenger oars would then begin at a point 7.50 feet
west of Brock .Street bridge, pass un-ler the bri<lge with 16 feet 6 inches
clear head room, and gain the level of the new station 430 feet west of the
entrance to the shed, and from there ran in on the level. The a^Ksendrng
grade for freight cars (0'8 per I0(>) would stari 300 feet west of Brock
Street bridge, pass under the bridge with 21 f^et cle:ir head room an<I gain
the level of the new station nt the line of John .Street immediately at the
western end of the new sta'ion. At this point, of rojrse, the passenger
and freight tracks would bo at the same level,, and here we woild propose
to construct a subway on the line of John .Street, 30 feet in width, as shewn
on the plans, to give access to the freight sh^'ls of t!ie Grand Trunk Itail-
way Company. West of the points mentioned where the two ascemling
grades begin there would be no further alteration in existing grades and
only excavation required and retaining wall oonstiucted to make space lor
the tracks.
ELEVATED TRACKS EAST OF STATION.
Proceeding eastwards from the new station the tracks are drawn in on to
a 4 track viaduct in the manner shewn on the plans. The viaduct proper
starts at a point marked " A " on the plan, about 600 feet east of the
easterly end ol the new station near Simcoe Street. At this point a sun-
way wouM be constructed with incline learling down from Front Street,
giving access to the east end of the G. T. K. freight sheds The vi.iduct
would be of sufficient width for four tracks, placed 13 feet centre to
centre, and the elevation of rails would be 19 feet above Esplanade level,
so as to afford at least 15 feet clear head room at street cn>ssines. In
order to gain this height the tracks would have to ascend 3 feet (in about
~0>>). from the station level. (.Set^ Appendix No. 1.)
ROUTE OF VIADUCT.
This viaduct follows the line of the Esplanade as far as Berkeley .Stref»t :
here it crosses property owned by the G. T. R. and continues on the line
of Mill Street. The full elevation above noted is continue<l to a i>oint on
Mill .Street about midway between Parliament Street and Trinity Street.
Here the gradient begins to descend and the natural level of the ground is
gained at Beachell Street on a gradient of 0.8 per I0»>. Near this i^oint
the tr-cks diverge, a double track turning northwards up the Don and a
double track continuing eastwards en the line of the G. T. R.
CROSSINGS OF STREETS.
Every street crossing the line of the viaduct from York .Street to Cherr>'
Street, inclusive — in all 16 — would have provided for it a clear opening of
6,6 feet, and, in all cases but one, clear headroom of 1.5 feet. In one case
only, that of Cherry .Street, the natural level of the street would be dis-
turbed. Here the surface of the street would have to be cut <iown about
four feet in order to give suflSeient hea Iroom.
SOJ.ID VIAUCCT RECOM.MEXDED.
We have carelully consulered the various forms of structure for the via.
duct, and fiml that that wliich is both the cheapest to construct and the
cheapest to n^aintain is a soli<I via<Iuct formed of stone retaining walls en-
closing an earth bank. The first cost of this is tully one-third less than a
stceT and iron viaduct, and the difference in the cost of maintenance and
repairs is very much gieater than that. We would recommend this to be
the type of viaduct adopted, with 66 feet clear spans of steel girders at all
street crossings. This foi-m of viaduct will extend from the point A on
plan, immediately nast of .Simcoe ."Street, to Beai;hell Street, a distance of
8,800 feet. At this place the grade luns down and the tracks are con-
tinued on the natural level of the ground.
The above is briefly what we consider will afford the best and only per-
manent solution of the water front diflSculty. By these means and these
means only, safe and convenient access is afforded from the City to the
bay by all streets. All running tracks for through business should be
entirely removed from Esplanade level, ami only some tracks in the par-
tial manner afterwards describe I left down on the Esplanade for freight
business. The construction of such a viaduct as this would necessarily
change the character of a considerable amount of freight business that is
done here, and we propose to point out what these changes are and how
difficulties that would arise may be overcome.
G. T. R. FREIGHT YARD.
The present freight yards and sheds of the Grand Trunk would not be,
practically speaking, interfered with. The elevated scheme would leave
the 6. T. R. freight shells in their present position, and access to these
sheds would be i)reserved as at present by means of the subways that have
been described. Brock Street Bridge would remain as at present except
that it would be raised 2 feet 9 inches as before pointed out. By this
bridge access is given to the southern portion of the Grand Trunk yard.
The freight sidings serving the freight sheds, and those contiguous to this
are blind sidings at present, and are reached by the traffic that comes from
the east running past them and then switchmg back into them. This
switching back takes place near Brock Street bridge. In a similar manner
when the elevated scheme is adopted, freight from the east will pass over
the elevated track to a point a few hundred feet west of Brock Street
where the present yard level will be attained, and here it will be switched
back into the freight sidings where rerjuired. The handling of freight, so
far as the G. T. R. yard is concerned, would thus practically be no different
from what it is at present ; a consiilerable space, also, at present occupied
by running tracks and by the Union Station would be set free for yard
purposes.
C. p. R. FREIGHT YARD. , \
The position that we would i-ecommend for the C. P. R. freight yards is
that lying between York and John Streets to the south of the Esplanade
8
and extending from that street to the new Lake Street. The extent of
this blofik is 1,650 feet x about 530 feet (20^ acres). The C. P. R. Company
could obtain access to it from the west with their rails by pus'ting over a
part of the City Water Works lot. There would of course be no train
.'iccess from the east, but all freight business from that quarter would have
to pass westwartls over the elevated road and then switch baf^k into the
freight yard. As thit part of the Esplanade lying between Brnck Street
and .lohn Street appears to have become G T. property absolutely, it would
be necessary to construct a new street from Brock Street to give access to
this proposed freight yard at the west end ; this street is shown on the
plan. Access would also be obtained at the eastern end by York Street,
Esplanade and Lake Street. From this proposed yard easy and convenient
access CDuld be had to elevators or wharves south of Lake Street, ami we
would recommeml that the City should lease such sites to the Company on
long leasHswith rights of ren-^wal.
t XI.OADIXO FREIGHT OX ESIM.A>fADB.
Another kind of freight business that has become established by long usage
and which we think should le provided for, is the discharging of freight
into waggons on the Esplana<le from cars placed on a freight .-iding there.
A very large proportion of the fruit and vegetables arriving in Toronto by
rail is <ielivered in th s manner. Coal, lime, lumber and various cOii»'se
kinds of freight are also deliv^'red in this way. It is doubtless of consider-
al>le value to the City that this privilege of unloading on the public street
should if possible be maintained, and this can be done ove-- part of the
Esplanade front at least without st^rious detriment to the general scheme
For this purpose two tracks, a switching track and a siding track, might
remain on the level of the Esplanade from the Don yard of the <i. T. R.
westerly to the hue of Church Street. These tiacks would have to be
placd to the south of the elevate I track, and stieat ro m alongside
of them would have to be provided by the purchase of a strip of land
parallel to the Esplanade, say 33 feet in width. The tracks would lead from
the G. T. R. freight yard at the Don, to whicii access is obtained from the
elevated railway at or near to Beachell Street, at which placi^ the elevation
has run down to Esplana'Ie level. Direct connection can also i)e made at
this point with railways entering via the Don Valley so that those Inies
aJso could send cars on to the unloading tracks on the Esplanade. But
these unloading tracks should not be allowed to continue further west
than the line of Church Street. The central jmrt of fhe City, where the
main parr, of the Island feiry and steamboat passenger business is carried
on, should be absolutely free from tracks on the level, and therefore it
should be rigidly adhered to that these unloa'ling tracks or any other
tracks on Esplanade level are not permitted to be laid down further west
than Church Street. * . .
,. J CITY WH.\RVE3 AND DOCKS TO BE BIII.T. .
In regard to the central part of the water front, viz: that lying between
York Street and Church Street, we think that the wisest policy for the
City to pursue, anl th.it most in the interest of the citizens generally, is to
retain control of this and use it in the public interest. It is here, of aW
places on the water front, that the steamboat passenger business and the
Island ferriage business can properly.be centred and carried on. With the
viaduct scheme established, street cars can be run down to the water front
from all parts ot the City passing under the railway tracks, and conveying
passengers directly to and from tho boats. Here, too, could best be
established the various boat houses under lease from the City for the hire
of pleasure boats and yachts, enterprises that are essential to the summer
eryoyment of Toronto's citizens. Landing wharves and sheds should be
established for the use of passenger steamers plying on the lak«*, while at
either eml of the space mentioned there should be constructed City docks
for the discharge of general freight. These City docks should be main-
taineci by the City tmd used by any vessels on the payment of certain fixed
(barges. Tho policy ot the City should be to maintain direct control of at
least part of the water front, and to control in particular that part where
the chief passenger business and pleasure bu-iness — if we may use the
expression — ot the City is carried on. The access to the Island, and to the
numerous suburban pleasure re-<orts by water become yearly more
important, and this central | ortion of the Ci>y, above spoken of, is that
fi'om which this access can best be obtainel. Nor should we omit to point
out the great value and the great beauty it would be to Toronto to con-
construct on part at lesist of this space a pleasure ground for the citizens.
This space is now cleared of all obstructions, and if Toronto re-acquires
this space an opportunity is afforded of constructing what would be one of
the most beautiful f<atiues of this City. While the water fr.»nt of this
space should be used for water bu-iiness as above described, it would be
almost an act of spoliation to allow that part lying between the Esplanade
ami the wharves to be used for any other but park purposes. To allow
sheds or storehouses to be re-erected here would be to lose an opportunity
of beautifying the City and of restoring to the lake shore some of its best
uses that may never occur again. The money expende i on such a work as
this is money that will be well laid out.
TRACKS EAST OF DOX.
It will lie noticed that we have not recommended the construction of
elevated track-* further east than the Don River. Ihe reasons for this are:
1st. The savmg of expense, and 2nd. Because east of the D<m Uiver the
elevation of the tracks is not in any way required to preserve the access to
the water fiont. No doubt to' elevate the tracks here would be a good
means for »-fFording safe crossings for the streets, but the matter that we
have to deal with at present is the preservation of the water f out, and if
in the future some scheme is required to atibrd such street crossings east
of the Don, and if no other cheaper method can be devised than construct-
ing an elevated way, this can be added. The construction or tho non-con-
struction of elevated tracks east of the Don does not in any way afifect the
scheme for preserving the access to the water front, and therefore, in the
meantime we have not considered it prudent to deal with it.
10
RIVER DON TRAFFIC.
In the same way we have not thought it necessary to touch upon the
qu- stion of elevated tracks along the hank of the Don river in the position
in which the Canadian Pacific are at present desiring to eiiier (he City.
The whole question of whether or not the hankn of the straightened Don
shall he used by vessels as wharves for loading or discharging freight
hinges upon the question whether or not vessels can enter the Don. At
present, owing to the Grand Trunk bridge at the mouth of the river being
a fix.'il bridge, they cannot do so, and though this obstruction may by
legislation bo removed, yet, in the meantime, it remains there. When it
is removed, the necessity of elevated tracks on the banks of the Don may
be conceded, in order that full ush of the Don as a wharf may b'' enjoyed }
but the addition of such elevated tracks would in no way affect 'he scheme
which we have proposed in regard to the settlement of the water front
problem. These elevated tracks would simplj form a continuation of
those which we have proposed, and can be a Ided whenever the need for
their erection arises. At the same time we believe that the opening of the
Don to vessel traffic is a contingency that should not be lost sight of, and
though this opening up may not be done at once, yet the City should not
bIIow this right to be taken away, nor allow herself to be put in such a posi-
tion, either by the occupancy of the banks of the Don by railways or other-
wise as would preclude her from taking full advantage of the opening up
of the river to traffic whenever this may be done.
STATEMENT OF GRADES AND COSTS.
With this Report there is enclosed a tabular statement of th various levels
and grades involved in the scheme. (.Appendix No. 1.) We al!>o enclose
an estimate of the cost of the works we have recommended (Appendix No.
2), and in connection with this estimate we show a comparison of the cost
of overhead bridges constructed to afford access to the water front. (Ap -
pendix No. 3.) It will be seen that the cost of constructing overhead
bridges at as many points as possible would cost much more than the
elevated track, and even then there would be three streets, Simcoe, Lome
and Bay Streets, whose access to the water would be cut off. By the
elevated scheme access would be afforded at every point, and at much
less cost.
The plan proposed for tlin settlement of the difficulties on the water front
may appear costly, but we are confident that nothing short of a scheme
such as we have proposed will afford a satisfactory solution of the problem.
To allow the C. P. R. Company to acquire lands in the position sought and
to own and control the water front in the manner they propose, would be
little short of disastrous to the City. So much of the water front is already
in the hands of railway companies that the City should strive to the utmost
to prevent any further acquisition of it in a similar manner. The Granfl
Trunk, Northern and other railway companies have in years past acquired
so much of the water front, at a time when the City did not set much store
11
upon it. that this is all t'lP stronger reison why the alienation of what re-
mains should he carefuil> watche<l and g'larded by the City. Much of the
land of the City front that is held by railways is merely used as unsightly
storage yards for freight cars, a pur|>ose which could just as well be served
by yard room out beyond the City limits. Tlio yanl room occupied by the
railways on the City front should ^>e that n<»eded only for freight business
pure and simple and the necessary h idling of passenger cars, and should
not be given up to the storage oi' cars. Th*" amount of 'and which the
. Grand Trunk Raihvav now owns and controls on the City front is far in
excess of tht' legitimate nee<ls of its freight and passenger business pure
and simple; and. recognizing this, there i< the greater reason why the City
should for the futu e be extremely guanied in permitting the establish-
ment of freight yards or repair shops on the City front. The space re-
conunemletl in this lieport for lh»* freight yards of the C. P. R. is sufficient
for carrying on the freight business that has to be brought down to the
water front. More land than that should not be given, and the City, while
permitting this purcha-e, should tirmly resist any attempt on the part of
the railway company to i xercise the rights of ownership or control over
the water front lying beyond, except under lease from th«» City.
We would point out to your honorable Committee the great necessitv theie
is lor limiting the ).owei-s of the railway companit-s in regard to the
compulsory ac<iuirement of land in such positions as th<* fiont of
thisCiiy. Uncler the compuNory clauses of ^he G"ner;il Railway Act, a
railw.iy company has power to buy land anywhere, and can over-ride the
rights of individuals or corporations. If the central part of the City is lai^l
out in the m <nner we recommend, and re«erve<l for the vessel business and
the pleasure traffic of the City, there yet seems to be nothing to prevent
any railway company from iu^quiring by compulsory purchase the very land
that the City had laid out as a pleasure ground, and those wh.-irves and
itocks whiclf she had constructed for public use and public benefit. We
think that in the settlement of this question there should be some definite
limit set t" the right of railwavs in acquire land so situated, and some certain
security should be given for th<' permanent ownership of the land which
the City desires to hold. At present this ownership depends largely upon
the personal opinion of the members of the Corporation. If a majority
were willing to permit a compulsory sale of the City front to a railway
Company there would be no possibility of preventing it. There can be no
doubt that the large amount of land acquired by the G. T. R. and other
companies in the past time has been acquired chiefly for this reason, that
the City at that time was not sufficiently alive to the importance of retain-
ing control of the water front.
STATION GROUNDS OWNBD BT THB CANADIAN PACinC RAILWAY.
We have examined the station grounds owned and occupied by the
Canadian Pacific Railway at North Toront-», West Toronto and Park-
dale. At North Toronto there are 2u^ acres, at West Toronto Junction
44 acres, and 'it Parkdale 11 acres. At or near to the point where the Don
12
branch leaves the main line of the Canadian Pacific Railway ia a place that
we would suggest for the establishment of a yard, should the Company
require more room. Here freight trains could be broken up and those cars
switched out that had to be sent down to the City front, or to the lake
shore. Through freight should go by the line to the north of the City, and
provision should be made for the storage and repair of cars in other places
than on the City front. It should be the aim of the City to restrain as
much as possible and keep within bounds the use of the water front for
freight purposes.
Respectfully submitted.
Granvillb C. Cu.vningham,
Assistant City Engineer.
VlLLIEUS Sankby,
City Surveyor.
ToBONTO, 17 th September, 1889.
APPENDIX No. 1. ' • •:' .
Table of Levels for the Elevated Railway on the Water Front, Toronto.
Esplanade level , 47*0 above datum-
Rail level of elevated track on Esplanade &frO "
Rail level of station at Parliament House block OS-O ''
Present level of ground at Front and Simcoe Streets.... 61-6 "
Present level of ground at Front and .John i^treets 67-0 •'
Rail level at John Street subway 630 "
Street level underneath in subway 46*0 '•
Rail level freight tracks at Brock Street bridge 518 "
Bridge level over tracks 75*75 "
Rail level passenger tracks at Brock Street , 54*8 "
Bridge level over passsenger tracks 74*3 "
Granville C. Cunningham,
Assistant City Engineer.
..I
APPEVDIX No. 2 SHEET 1.
Summary of total cost of elevated tracks, station buildings, land, damages, etc.,
for City front, Toronto.
Total cost of elevated track, station, subways, approaches,
&c., as per Sheet No. 2 11,700,000 00
Purchase of land at various points to widen streets, &g,, for
station site on Parliament Building block, and sum to
recoup C. P. R. for purchase of land and work done on
same 1,277.000 00
Grand total $2,977,000 00
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WATER PROMT,
CITV OF TORONTO.
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13
APPENDIX No. •i.—^-^HEET 2.
Summary of cost of elevated tracks, stafinn, station ground Ac, Jor City
front, Toronto.
Coat of we»t approach to station ground on Parliament
Building site from Bathiirst Street, including retaining
walls, raising Brock Street bridge, &c . $130,000 <)0
Subway on line of John Street 4U,0<M) 00
Preparing station ground, building retaining wall, &o 4"i,300 00
* Rails, ties and ballast 4",000 00
Station building, complete 5(X),0LH) 00
Solid viaduct, complete, from point A near Simcoe Street to
Beachell Street, including 17 street openings, each 6fi
feet in width 701,'2<X) 00
Add for contingencies, engineering, &c 14f»,9(X) 00
*1.70(),U0U (K)
APPENDIX No. 3.
Comparison of Coat of Overhead Bridges with Elevated Railroad on
the water front.
Between Beachell Strict and Simcoe Street. By the overhead bridge
scheme it is propo.icd to block Simcoe, Lornf< and Bay >treets, cutting
them off from the water.
It is proposed to construct bridges on York and Yonge
Streets; cost (without land) $iyG,(XJO 00
Land for same 20.i,(XX) 00
12 streets cross to the enst of Yonge Street, between it
and Beachell, and if overhead crossings were made for
each, this cost would be 181, HOa each 981,6(10 00
While the cost of street access for those would be fully 800.000 00
$1,777,600 00
The co&t of the elevated road from Beachell Street to Simcoe
Street, giving perfectly free and safe access under the
tracks at 17 points, and blocking none of the streets. ... ^"91,"20() 00
Land damages on this part 273,OtX) »
. , , $l,0li4,-J«K) 00
In constructing these overhead bridges it would be found that it was
cheaper and better to purchase an independent street line lor the ramp,
rather than to construct this ramp on the line of the existing street Fo:-
instance, in constructing an overhead bridge across the tracks at Yonge
Street, if a ramp were constructed in the middle of Yonge Street, between
Front Street and the Esplanade, rising up to a height of twenty*four feet
14
ahoTA the rails on tho EapI<in<i(I«>, tho (Innings of th'« to the street woiil<l he
•o great as to practically <i<>stroy it. The ramp loa'ling t'l tho overhead
croming would have to be at least forty-six feet wide. This, i:i tho ini<l<lle of
a sixty-six foot street, would leave only narrow ten fe(>t ways on either side.
.Such a ctindition of things would practically destroy Yonge Street, and the
damages arising from the construction of the ramp would be the value of
both sides of the street, besiilos tho damage to neighhorinir places for
blocking their way. This cost would be enormous, and for this reason it
would Ih» found much less costly to purchiiso indepondent street access
close to the streets ai>ove name<l. It is upon this assumption that the
foregoing fstimate of damage is basfd ; that independent street aocess
would be >)OUght ,
(S«I.) OkaNVH.I.E f\ '"UVNINOIIAM,
* A»aislaiit I'iti/ Eni/ineer
TonoxTO, September 2lst, 1889 •
John Blevinit, E»q , City Clerk, Toronto :
MR, — In .July last we received from you copy of an order made by '' the
.Special Committee of the City Council ap])omted to piotect the City's
interest in the ma'ter of the expropriation of a pi»rtion of tiio Ksplanade,
Ac." The order i-* as follows:
••That the City Engineer, .\s»ista't Engineer and City Purveyor l>e instructed
to examine : ( I ) The locality in question ; (2) the plans of station grounds
on the Elsplanade fyled by the Canadian Pacific Kuilway Company with the
Minister of Railways on loth October, I8M8; and (8) the other station
grounds already acquired both at North I oronto ami West 'I oron to Junction,
and to prepare plans and report as to whether no other ground suitable for
the purpose can be acqui-ed, and whether the lana already acquired and
sought lo be acquired is not in excess of the accommodation necessary for
the traffic or legitimate requirements of the Company, and to report on the
probftble cost of elevating the tracks on the water front, and. lurlher, that
Col Gzowski and Walter Shanly, Esq., C.E., be appointed Consulting En-
^ gineers to act with the City Engineer- on behalf of the City in this matter."
Acting on the authority thus vested in us we did not delay to place our
selves in communication with Mr. Cunningham, Assistant Engineer, and
Mr. >"ankey, City Surveyor, (the City Engineer, Mr. Sproatt, was then and
for some time afterwards absent on vacation), and after going over the
ground and examining plans, &o., we arranged with them for the preparing
of certain other plans and the collating of certain other kinds of informa-
tion essential to a full understanding of the matters to be dealt with.
1.-)
The work tliUH oiitlinod could not be done in a day, and aocorlinj^ly it wai
not until ihc early dnyn nf this month that the required information, in
its several forniH, wan ronipleted bo as to allow of the diHcuHHion and, as
far an now possible, the perfecting of a plan, with estimate of cost, best
adapted to mt>ot the wants of nml harmoiiizo all interests involved in the
somewhat complicated Ksplanaie question.
Since then we have been in almost daily intercourse with Mesrs. Cunning
ham and Sankey, and the whole subject, covering plan and cost of con
. Btruction un<l estimated probable amount for luiids and ilamagos, has licun
fulh and soarchingly canvasMud Mr. Ciumingham's report will be found
to be an able and exhaustive exposition of all matters involved and has
our unqiialitied endorsement, but we titink it desirable that we should
over our own signatures revi 'W the questions at issue, giving u descriptive
outline of the propose! scheme of improvement and recommending its
adoption as the one way ny which all conflicting interests may be recon.
oiled and all n-asonable accommodation secured in fair proportions to the
railway companies, t > navigation an 1 to the citizens a^ large.
The carrying out of any plan combining all the main objects aimed at
could not under any circumstances be other than a large undertaking for
a growing city sucb as Toronto, having other large and indispensable works
to provide for, hut as we find things to day there exist certain special con-
ditions whiah must add largely to the difficulties and cost of Ksplanade
improvements as compared with what would have to be encoiiiitt'r.-d liul
all to be done *'out of the new " Evils, rajudly growing to be intolerable,
have to be remedied, and their continuance and extension provideil
against for all time.
The special conditions may be stated as follows : The water front of ilie (,'ity
known as *» the Esplanade," is gradually, but not slowly, assuming the
character of a vast railway station in the occupancy of Canada's two great
railway corporations.
Except at two points (to the west of Union Station) where overhead
, bridges have been constructed, the bay, or harbour, cannot be reached
from the (Jity without the crossing at grade of not fewer than six lines of
rail over which the running of trains, by day and by night, is yearly on the
increase.
Commensurate with <he gi-owth of the City is the increase of inconvenience
and danger due to the sixteen level crossings between Union Station and
the Don — a distance of coufiderably l^as than two miles. The Bay and the
\l- Island form two of the most attractive features of the City. The good will
he largely taken out of both unless the railway obstruction be effectually
abated.
The railway companies, while not always in harmonious accord between
themselves, would seem to have one object in common — the complete
absorption of the water front for their own uses. One corporation already
possesses more than a third of the harbor line ; the other h.is acquired, or
is seeking to acquire, all that is most valuable oK what remains. The
objects of the Companies would, therefore, seem to be to a gr^at extent
antagonistic to the interests of navigation and what may be termed the
natural privileges attaching to the water. While believing, and fu\vo-
eating, that the railways should be afforded all possible proper facilities
for their City traffic on the Esplanade, and the Companies duly protecte 1
in the exercise of their rights and in quiet possession of their properties,
we are equally strong in the convi<tion that they (t^he Companies) can be
left secure in the e- joyenent of all their Just privileges without, as now,
placing the people of Toronto at a disadvan'age in the enjoyment of theirs.
The main points of "improvement" to be considered are:
Ist. The doing «way to the greatest extent practicable of " level erodings,"
and at the same time preserving intact all, or as many as po.^sible. ol the
existing streets leading to the Bay.
2n(l. The preservation, wholly untouched by radway tracks, of a portion of
the water front for citizens' uses only, in connection with the Bay.
3;<l A Union Passenger Station lo meet the futme needs of a la»ge City.
Ti'king up tliese points in the foregoing oidi r we come first to the ques-
tion ol
STKEET UROSSINOS.
To get rid of the level crossing evil, there are just two modes of tieatment
|io>sible — to lift the streets over the rai.ways, or else lilt the lailways over
the streets.
The fiist named method means the building of overhead bridiie-. From
John Street to Cherry Street there are seventeen streets leading down to
the Esplanade, every one of them with the exception of John Street open
and in common use. Owing to the natural conformation of the ground it
wouM not be practicble to liridge all of th<se streets — about sevi-n might
bo dealt with on the overhead plan. As highways to the water the oiher
I en would have to be abandoned or else kept open, subject, as now, to all
the dangers and inconveniences of track crossing.
The natural conformation of ground, above referred to as making the
bridging of all the streets not practicable, would also cause the bridges,
where built, to be very expensive of construction and inconvenient in use
\*hen built. The " Ramp " system would of necessity have to be adopted
in sloping the roadways down to Esplanade level ; an awkward round«bout
way of ascent and descent for heavily laden vehicles. Reference to the
plans accompanying Mr. Cunningham's Report will make easily understood
the mode of construction that would have to be followed in the bridging of
streets. The cost of seven such bridges would, including damages to pro-
perty, exceed a million of dollars.
We now come to the alternative plan — the lifting of the railways over the
streets, in other words the
17
VIADUCT ST9TBM.
On this plan the rails woalH be laid at an elevation above Esplanade level
Aufflcient to give fifteen feet clear headway to every street from Simcoe to
Cherry Street, both included. Not one street need be abandonel or in-
terfered with in any way, but all left free and open to the wat'jr, unim-
peded by tracks or trains From every point of view the viaduct plan is
so widely superior to the overhead bridges plan that we unhesitatingly re-
commend its adoption. Fuither on we will touch on the mode of con-
struction which we think the most desirable.
WATER FROXT RESERVB.
We deem it to be absolutely essential to the well-being of commerce be-
tween the City and the railways that there should he ample room on the
Esplanade for the handling ot freigbt, but we also believe that all needed
accommodation can be afforderl without giving up the entire harbor front
to railway uses.
West of Simcoe Street the Grand Trunk Railway Company own large
grounds, occupied by numerous tracks, with freight shed and other build-
ings. In the plan now under consideration it is not even suggested to
meddle with any of these. From Batburst Street to Simcoe Stroft all
Grand Trunk property would, in so far as the City's intentions are con-
cerned. 1)6 left undisturbed.
At the Don the same Company hoM larg.» Ian J possessions with which, or
the structures thereupon, the viaduct wouKI not interfere. In respect of
freighting conveniences, then, at either end, tiie contemplateil new works
would leave the <irand Trunk just about where it is today, save ihat in
the mode of transfer of freight from west to east and vice versa, some
ohmge would require to be made. This latter point will be found enlarged
upon in Mr. Cunningham's report.
The Canadian Pacific Railway is a new-comer in Toronto and can hanlly
yet be said to be domiciled on the Esi)lanade. Any disturbance, there-
fore, created by the changes the City has in view will be derange meat of
plan rather than of fixtures, and differences between the parties ought
surely to be susceptible of being accommodated without any extraordinary
degree of friction.
At the Don the Company has acquire«l land enough to meet the- wants ot
whatever business they may build up ui that quarter. This land will not
be impinged upon in the carrying out of the viaduct scheme.
In the west they have, by lease or purchase, or both, acquired, or set about
acquiring, many water lots from John Street to York Street. It is to be
hoped that the company may succeed in securing the whole of that frontage,
giving them a lenjith of about 1,650 feet along the water and securing to
them space enough for a commodious freight yard for west end business.
Access to it from the City will be found provided for on tne plan of Esplan-
ade improvements accompanying the iteportof the Assistant City Engineer.
M
It is also proposed to lay two tracks on Esplanade level, alongside and to
the south of the viaduct, from the Don, where they would connect with
the Grand Trunk and with the Pacific lines, as far west as (^"hurch Street.
These tracks to be for the accommodation of that class of railway business
which (legitimatized by usage) is now carried on upon that portion of the
Esplanade, the cars being loaded or unloaded oy sliippers or receivers of
freight to suit their own time and convenience.
From the above it may be gathered that, fiom the west, no tracks on
Esplanade level would reach further east than York Street, or from the
east no further west than Church Street. 'I'hat is exactly what is designed
and that all through connection be made over the elevated lines on the
viaduct.
The space between York Street and Church Street would then form what
we have termed the " Water Front Reserve," wholly freed from railway
tracks and a}iproachable on the land side without let or hindrance by four
of the leading streets of the City. This reserve would measure some 2,460
feet along the bay with an average depth, or width, of about 740 feet ; com-
prising an area of some 42 acres, in this calculation the " New Windmill
Line" is taken as the front of the enclosure.
The question of what to do with this fine piece of public property will be
for the City to decide. Of its great value to the citizens generally there
can be no doubt to all, whether looked at from the practical and useful or
from the pleasure and ornamental stand point. In the season of open
water it would be one of the "lungs cf the City." The port for steamers,
yachts, pleasure boats and the Park and Island ferries, and would afiord
free, safe and pleasant access to Toronto's noble Bay the year round.
UXIOX PASSENOKR STATION.
The proper site for this, it may in fact be said the one available site in con«
nection with the elevating of the railway tracks, is the block of land where
stand the old Parliament Buildings — now soon to be abandoned. The
block extends from John Street to Simcoe Street, 940 feet, and has a depth,
Front Street to Wellington Street, of 440 feet. For station uses it would
be necessary to acquire the whole Front Street front by about one half the
depth of the property. The station building, looking to the now assured
growth of Toronto, should be 7.50 feet long by 150 feet wide, and, not count-
ing the price of the land, could be built for about |<50'),000 in a style of
architecture to be an ornament to the City, and, in plan, to secure every
possible convenience to the railways and the public. The plan of
Esplanade improvements and Mr Cunningham's Report will show and
explain the position and track arrangement of the proposed station house
and surroundings, and the changes necessary to be made in the adjoining
streets
PLAN OF ELEVATED RAILWAY AND VUDUOT.
The general level of the ground along where the station would be is about
16 feet above Esplanade level The west approach to the station would
19
commence on Esplnninle level near Bathurst Street, and from there slope
upwards on a sufficiently easy grade (in railway phraseology "42 feet per
mile,") reachmg the higher level near Windsor Street. The construction
of this incline wouid be of solid earth work retained between walls of
masonry. It would infringe on no ground now in railway use »t Esplanade
level, but would occupy the slope and "boulevard " south of Front Street.
It would be wide enough for four lines of rail, the two inner (northerly)
tracks (or passenger t?ains, the two outer ones for freight service. From
the point near Windsor Street the passenger tracks would curve gently
northward, entering the station at John street. Tiie freight lines would
keep straight on, passing outside the station building along wliat is now
the edge of the Esplanade slope, where they would he kept in place by ft
retaining wall. A little to the east of ihe station the four lines would
again come into companionship, and at that point the viaduct proper
would begin, whence angling across the present Union Station lot it would
reach Esplanade Street, just east of York Street. From there the viaduct
would be along (over) Esplanade Street all the way to Berkeley Street and
then into Mill Street. At Trinity Street the eastern slope would commence,
and, descending at the same late of gradient as the western one, would
touch Esplanade level at or near Beachell Street— where the rails would
join th<^ existing ones of the (Iraud Trunk and those still to be laid by the
Canadian Pacific Hallway.
From Batlinrst Street to Beachell Street the whole length covered by the
])roposed work is 13,70.') feet=2j'„ miles.
Of which the viaduct proper, .'^imcoe Street to Beachell .Street, occupies
8,9-.'()leet=:lT7g miles.
The height of the viiiduct to be such as to give 15 feet clear headway to
every street except Beachell Street, which, of necessity, would have to be
left "at grade."
PLAN OF CONSTRUCTIOX.
In debating the plan or system of construction for the elevated railway, or
viaduct, we carefully weighed tiie respective merits of (I) The steel
trestle work syst. m ; (12) Solid work of masonry and earth ; and found the
advantages both in point of structural cost and future maintenance to be
so largely in favor of the latter that we decided to recommend its adoption,
and accordingly upon that plan the estiina e of cost has been based.
With the height of viaduct to be dealt with in this case (about 18 feet),
solid work will be cheaper than the steel work by fully $700,00'*.
In respect of the never ending item of "maintenance," the saving of outlay
would be so • noimously on the side of the solid plan as almost to debar
comparison between the two systems.
The steel structure would all require looking after and frequent repairs
The item ol painting alone, necessary every few years, would amount to a
startling sum, while the track system, not resting on ballast, would quickly
wear out and therefore be constantly in need of mechanical renewals.
zo
The solid structure, on the other hand, once completed would call for no
outlay below the level of the ties. It would ^^e permanent and enduring
in all its parts. The track system would be that of any ordinary railway,
resting on earth as firm as the natural ground and requiring no more than
the usual per mile outlay for repairs and renewals. The bridges would of
course add something more than the average to maintenance account, but
not enough to warrant the addition being mnde a special item in the half-
yearly statement of repairs.
The mode of construction to be followed is as follows :
Two parallel walls of heavy masonry, carried up to a height of about IS
feet above Esplanade surface, retain between them an earthen emViank-
ment. The top width of the structure from out to out of wall-coping to he
50 feet, giving ample room on the earthwork for four tiacks. The street
openings, in every instance of the full width of 66 feet, to be crossed by
steel plate girders. A simpler or more enduring form of construction for
the whole work could not well be devised. '
COST.
The whole cost of the whole undertaking is placed at $2,977,000 (X)
Of which for lands and damages 1,277,000 00
Leaving for construction $1,700,000 00
It is not claimed that the sum put down opposite " I^nds and Damages " is
any more than an approximation to what the expenditure under that
heading may possibly reach, experience having taught us that the cost of
what in railway works is included under the general designation of right-of-
way can never be confidently pronounced upon until after publication of
awards. The City Surveyor has been at much pains in furnishing informa-
tion as to lands and buildings to be interfered with by the proposed
structures, together with their assessed valuations.
Of the sum allotted to construction, we are confident that it will i)rove
ample for the carrying out of the work in the most substantial and
permanent manner. Details of the nmount will be found in the appendices
to Mr. Cunningham's Report.
FINANCIAL QUESTION.
It may be proper to say here that, as the matters on which our counsel has
been asked do not include financial arranjtcments, it was our intention to
confine our opinions to engineeriiig questions only, viz.. Plans ari Estimate
of Cost; but having read the recently published Report of Mr. A. M.
Wellington, C.E., addressed to the Toronto Boanl of Trade, we observe that
he enters pretty freely into the financial question, suggesting certain
arrangements between the City and the Grand Trunk and Canadian Pacific
Railway Companies, with regard to which we would just say, without
venturing an opinion as to how far these 8uggestic»i8 might be made
applicable to the carrying out of the scheme of impiovemunt, that we think
21
that aiTangements of the kind will be best discussed between those who
have the care and direction of the City'p finances and the railway com-
panies interested.
While on this subject, however, we desire to point out certain matters
connected with or resulting from the completing of the project under
debate which strike us &s sure to effect tangible economies to the com
panies — as well in the outlay of capital as in working expenses.
They, the companies, would be relieved ot the cost of bridging some of the
streets and of maintaining gates and guards at all other remaining level
crossings.
The construction of a new Union Station would release from pas^senger uses
the now existing station, occupied jointly by the two companies, and, with-
out disturbance of the rails leading to it frcm the west, leave it available
lor other purposes.
The risk of casualities due to streets crossing the rails at grade is constantly
increasing in Toronto with the increase of population and traffic. Immunity
from that class of accidents, and consequent erpense, would be assured by
the construction of the viaduct, and would effect a sure saving of money to
the railway corporations, while at the same time bringing with it a relieving
sense of security to them and to the public.
Concurrently with the doing away with the evil of level crossings would
come the advantage to the Companies of being able to run through trains
uninterruptedly and at speed from end to end of the Esplanade, instead of,
as now, creeping cautiously along with a danger point in sight at eveiy
street. The money-gain in this change in the movement of trains, and it
would apply upon all trains, would form no contemptible item in reduction
of working expenses.
Besides those pointed out above, other material advantages to both railway
companies will doubtless develop as the plan of improvement recommended
comes to be considered and discussed in fuller detail.
The City, too, would find some valuable assets at its account tending to
retluce the estimated cost of the projected undertaking. In the amount
herein above set down for lands and damages is included the purchase of
the whole block occupied by the Parliament Buildings, on the adsumption
that the Government may not be willing to dispose of it except en bloc.
The whole would not be needed for station and street use.«, so that about
half of the property, with the entire Wellington Street front, would be
available for sale in valuable building lots.
The re-possession of certain properties now owned by one of the railway
companies, and payment for which is included in our estimate, will form
another considerable asset for the Citv.
n
TORONTO BEYOND THIS DON.
Our instructions do not seem to contemplate our dealing with the elevat*^!
railway question beyond Esplanade limits eastward, but notin;z that Mr.
Wellington, in the Report to which we hHve above alluded, suggests carry-
ing his high level line over the Don by means of a drawbridge, and there-
fore extending it some distance east of ttie river, we wish to aay that we
do not consider any such extension either necessary or desirable at the
present time. The difficulties, financial and other, to lie encountered in
maturing the scheme recommended by us will be found quite enough to
tax the ability of the City financiers without the introduction of what we
will call the discordant drawbridge element with its attendant expenses-
When at a future day it may be found desirable to extend the viaduct
system over the Don there will be no difficulties to overcome except the
inevitable financial one and the controversy certain to grow out of wanti' g
to cross the river by draw-bridge.
OUTLYING STATION GROUNDS, CANADIAN PACIFIC RAILWAY.
Of these there are three : West Toronto Junction, 44 acres ; North Toronto,
20 acres; Parkdale, II acres. •
These binds will, we believe, all be wanted and come in u-iefiiily for riiilw.iy
jiurposes and to the general advantage of the public. The line to the
north may be said to give the City a second front. It has aire idy greatly
stimulated growth in that direction, and will of course require enlarged
station accommodation, with room lor workshops, &c., as the growth
advanc«'S, but we fail to see what bearing the possession of these properties
by the Pacific Railway Company can possibly have on the Ksplanade
question, so obviously is it m the City's interests that every Treasonable
facility for freighting on the water front should be allowed to all railways.
THE DON.
The works known as the '• Don Improvements Act," 49 Victoria, cap. 66,
1 he Act provides that a space of 125 feet be reserved on the western bank
of the stream for the use of a street and railway tr.icks — but the latter i«»
be not for the exclusive use of any one road I'he spane is quite suffirieni
for laymg down four lines of rail with a street or waggon road alongsid*-.
Four tracKs ought to be sufficient for all railway uses at this place and the
manner of using them should be a matter of niutu>«l arrangement or agree-
ment between the City and the several railway companies,
The improvement of the River Don is, beyond all doubt, a great benefit to
the City from a sanitary point of view. The straightening and widening
of its originally narrow and tortuous channel, and the increasing of its
depth, give more freedom to the cunent, while the reclaiming by means
of the dredged material of a large area of low and swampy land furnishes
valuable sites for the erection of buildings for warehouses, fac tories and
other business purposes, and should tend to largely recoup the outlay
incurred.
23
CONCI.CSIOH.
It will be seen from what we have written that in general design the plan,
the adoption ol' which we advise is similar to that recommended by Mr.
Wellington, the elevating of the railways, the reserving of a portion of the
water front from railway intrusion and the placing of the passenger station
being features common to his Report and ours, though in details we are on
most points far apart. For the ever-increasing risk to life and detriment to
property consequent on City and railway traffic being carried on upon the
same plane in a net-work of rails there is but one eftVctuai leraedy jiossible
— the lifting of the tracks high above Esplanade levfl. The cost of the
undertaking will undoubtedly be a serious obligation for the City to
face, but after ail not so vry much more serious for the Toronto
of to-day than was the construction of the existing Esplanaiie and the
liberal aid given to railways by the Toronto of five and thirty years
ago. The present condition of things upon the City front cannot be per.
mitted to continue, and the remedy to be applied should be complete and
thorough, leaving nothing to be done or undone, at enormously increased
expense, half a generation hence. Toroi4to, we believe, will quickly "grow
up " to the proposed improvement, great as the undertaking may now
seem — the improvement itself tending to make the cost less burdensome
from year to year.
Respectfully submitted.
C. S. GzowsKi.
W. Shanly.
1
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