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www.hwdsb.on.ca/dalewood/files/2012/05/A1_Canada-is-Changing-Article.doc

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BY: Aryan

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By: Mohamed
(Scroll down to technical)

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Communications were revolutionized by railways. People could travel for work and pleasure more quickly and more cheaply. Goods such as letters, parcels, and newspapers became cheaper to send. Indirectly, railways improved literacy, and led to the mass media we know today The newspapers received information via the telegraph, and used the railway to distribute their product to the population. Consequently, ordinary people were linked to events very quickly.

Water Waves To Air Waves

Generalizations showing the evolution of major transport changes in Canada:

18th century Canada ran over water using wind and muscle power.

19th century Canada ran on iron wheels using steam.

20th century Canada ran on iron wheels and rubber wheels.

21st century Canada ran on iron wheels, rubber wheels, and in the air, electronically and physically.

Mass Entertainment

Hockey greats Richard, Lach and Blake at the end of the era of NHL team travel on rail.

Mass travel created mass entertainment.

From the 1860's local, national, and international "stars" entertained Canadians

Circus & travelling troupes became important

Theatres, opera houses and cinemas after 1900 became important social organizations.

Literacy & Education

An increased demand for literate workers led to new job openings for women even before WW1, the traditional time seen as a watershed for working women.

Railways unintentionally promoted education.

The modern urban industrialized Canada demanded literacy and numeracy to operate the economy (had to read rail tickets, timetables, and count money).

The Mechanics Institutes of the 1820's-1840's evolved into universities after the 1850's and the rise of mammoth railroads.

Mass Media

Crowds travelled by rail to Toronto's agricultural fair which grew into the Canadian National Exhibition (CNE).

Railways transformed the mass media into a powerful economic, political, and cultural force.

The relationship of sport and politics to the media becomes critical. Canada became a media-driven democracy, and professional sports depended on the mass media

The media influenced gender roles, jobs, aspirations, & public opinion

The media generated fear of railway accidents in 19thc (aeroplane accidents in 21stc).

Technical Advances

Technical change becomes the normal pattern.

Innovation becomes the norm.

Electronic media (radio, TV, computer) started to replace the older media which was identified with railways ("Steam radio" replaced by television).

Literature & Song

Railways became an important theme in Canadian music, art, and literature. The early 19 thc enthusiasm for railways evolved into bitter criticism by the 20 thc. Now, in the early 21 st c public support for rail travel seems to be growing.

Opening lines of the most famous song about railways.(The Railroad Trilogy, by Gordon Lightfoot)

There was a time in this fair land when the railroad did not run
When the wild majestic mountains stood alone against the sun
Long before the white man and long before the wheel
When the green dark forest was too silent to be real

The railway created technologies that had a massive impact on Canadian life. As a central part of the industrial revolution, railways caused change and were also affected by further changes. For example coal fired steam boilers powered the first railways but then diesel and electricity powered engines replaced the steam powered ones. Technology kept changing in the new railway world.

Power Sources

Chronology of energy sources that had a major technical impact on Canada.

Human muscle power was the most important source of power in early Canada. Muscle power is still important but not nearly as much as in the days of the canoe for instance. Dogs and later horses were a shift away from relying on humans.

Steam power replaced water, wind, and muscle power as the major source of Canada's energy. Steamboats were extremely important on our lakes and rivers even after the coming of the railroads.

Electric power gradually replaced steam power after 1890. Canada's vast hydro-electric resources began to be tapped.

Diesel power joined electric power after 1890.

Construction

Keefer a Canadian engineer designed new arrowhead shaped piers to break up the ice.

The sheer scale of railway construction changed the ways Canadians built infrastructure.

Railroads were the largest building projects in Canada from 1850-1920's. There were skilled navvies (navigators) from the canal-building era( 1820's-1840's) but the number of construction workers soared in the late 19 th c.

Innovative metal bridges (Victoria Bridge), buildings (Crystal Palaces of steel & glass bringing the outside in) generated change. For example, new steam-driven cranes and pier footings were designed to build the Victoria Bridge.

The building of other infrastructure (waterworks, sewage, harbours) was facilitated by experience gained from building railways. Engineers, surveyors, and navvies transferred from railroad work to other projects.

By WW1 (1914-18), Canadian railroad engineers operated and built rail lines for the British and other Empire troops on the Western Front.

Industrialization of Work (Factories)

Factories along the Lachine Canal, Montreal, the cradle of Canadian industry.

Industrialization, urbanization, and population growth worked in tandem.

The beginning of factory work in the 1850's led to the urbanization of Canada.

Factory discipline (time clocks) was a major and difficult change from rural ways.

In the 1850's child labour in factories was seen as a solution to the problem of paying for orphan children. Children had to earn their own keep outside a family unit from an early age. It was only in the 1880's that child labour was treated by the law as a social evil.

Electricity & Oil

Electric streetcars are used in cities such as Toronto and are making a comeback.

Technical change within the railway system.

New power sources at first reinforced the railways. For example, electricity improved the system in many ways by making it more efficient and cheaper.

The electric streetcars of the 1890's were cheaper and faster than horse-drawn tramcars. The feeding and care of horses constituted a major expense of city streetcars. Private streetcar systems paid money to the city for the use of the streets (today, city transport is subsidized form public funds).

The electric streetcars allowed the growth of suburbs, and fed "downtown" department stores with customers.

Eventually oil powered automobiles, trucks and aeroplanes replaced trains for passenger and freight travel. This brought railways into decline.

Angus Rail yards peparing to ship tanks by rail for use in WW 2

Mass transit made it easier to raise and supply mass armies.

Troops on trains put down the second Riel Rebellion & Fenian Raids.

The building of the GTR & Crimean War railway involved the same engineers and navvies from Britain.

By WWI, Canadian RR engineers and navvies built and operated rail lines for all British Empire forces.

Recruitment and Conscription for WWI became Canada-wide because of railways.

The departure of the Montreal Garrison by train to Winipeg to put down the Riel Rebellion of 1885.
"Copyright Statement"
Unless otherwise stated, all the photographs in the Introductory sections of the website are from The Gazette (Montreal) Archives. Coloured drawings by Michel Hellman are the copyright of the Jeanie Johnston Educational Foundation.

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Communications were revolutionized by railways. People could travel for work and pleasure more quickly and more cheaply. Goods such as letters, parcels, and newspapers became cheaper to send. Indirectly, railways improved literacy, and led to the mass media we know today The newspapers received information via the telegraph, and used the railway to distribute their product to the population.

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By: Mohamed

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By: Mohamed

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Canada A Country by Consent: The Industrial Revolution

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Deprived of making a subsistence living in their farms and villages, a lot of people moved to the city where they encountered slums and dangerous working conditions in the factories. The benefits of the Industrial Revolution were accompanied by many evils including child labour, long working hours and boom-and-bust economic cycles.

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By. Daniyal

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The building of the Canadian Pacific Railway (C.P.R.) was fundamental in bringing the nation of Canada together. Find out more by watching this Telling Times short documentary.

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By. john

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The Open Door Web Site : History : The Industrial Revolution : Steamships

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The Open Door Web Site : History: The Industrial Revolution : Information about the Building of Steamships

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By. Daniyal

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The development of steam-powered railways in the 19th century revolutionized transportation in Canada and was integral to the very act of nation building. Railways played an integral role in the process of industrialization, opening up new markets and tying regions together, while at the same time creating a demand for resources and technology.

The development of steam-powered railways in the 19th century revolutionized transportation in Canada and was integral to the very act of nation building. Railways played an integral role in the process of industrialization, opening up new markets and tying regions together, while at the same time creating a demand for resources and technology. The construction of transcontinental railways such as the Canadian Pacific Railway opened up settlement in the west, and played an important role in the expansion of Confederation. However, railways had a divisive effect as well, as the public alternately praised and criticized the involvement of governments in railway construction and the extent of government subsidies to railway companies.

Early Railways

In the early 17th century, mining railways were introduced to England; powered by horses, these early railways carried ore and coal from pitheads to water. In Canada, a primitive railway of this type may have been used as early as the 1720s to haul quarried stone at the fortress of Louisbourg. In the 1820s, an incline railway of cable cars, powered by a winch driven by a steam engine, was used to hoist stone during the building of the Québec Citadel. Another railway was used during the building of the Rideau Canal to carry stone from the quarry at Hog's Back in Ottawa.

The Railway Age

Steam locomotion, together with the low rolling friction of iron-flanged wheels on iron rails, enabled George Stephenson (the first of the great railway engineers) to design and superintend the building of the Liverpool and Manchester Railway (1830), which began the railway age in England. By 1841 there were some 2,100 km of rail in the British Isles and by 1844 the frenetic promotion of railways aptly called "The Mania" was under way. Many of the lasting characteristics of the railway were established in this early stage: steam locomotion, the standard gauge (1.435 m), and the rolled-edge rail (which bellied out on the underside for strength).

Early Railways in British North America

Railway fever came a little later to British North America; the colony had a small population and much of its capital was tied up in the expansion of its canals and inland waterways. Nevertheless, it did not take long for politicians and entrepreneurs to realize the potential benefits. The Province of Canada (1841) was an enormous country. Its roads were poor and its waterways were frozen for up to five months per year.

The first true railway built in Canada was the Champlain and Saint Lawrence Railroad from La Prairie on the St Lawrence River to St Johns on the Richelieu River ( Saint-Jean-sur-Richelieu). Backed by John Molson and other Montréal merchants, the line opened officially on 21 July 1836. Built as a "portage" between Montréal and Lake Champlain, in practice the railway carried little freight.

On 19 September 1839, the first railway in the Maritimes opened; the Albion Mines Railway was built to carry coal from Albion Mines some 9.5 km to the loading pier at Dunbar Point (near Pictou, NS). The Montreal and Lachine Railroad (1847) was another short (12 km) line built to supplement water transportation.

Railway Mania

More ambitious was the St Lawrence and Atlantic Railroad, promoted initially by John A. Poor of Portland, Maine, and Canadian entrepreneur Alexander Tilloch Galt. The dual purpose of the line was to provide Montréal with a year-round ocean outlet and Portland with access to a hinterland. Promotion of the railway set a pattern often repeated later. In the initial enthusiasm, Montréalers subscribed £100,000 but paid only 10 per cent of that amount. Galt raised another £53,000 in England and mortgaged his land company to get the project moving.

But it was the Guarantee Act, 1849, sponsored in the Canadian legislature by Galt's friend Francis Hincks, which ensured the railway's completion (1853). Under the Act, railways that were longer than 75 miles (120 km) were eligible to receive a government grant that guaranteed interest of up to 6 per cent on half its bonds once half of the railway had been completed. While the Act established government assistance for railway construction, it also inspired a railway building mania in Canada, and led companies and governments to overextend themselves financially.

Another collaboration between Canadian and American interests lay behind the Great Western Railway, which began construction in October 1849 and was completed from Niagara Falls to Windsor, Canada West (Ontario), in January 1854. In this case Conservative politician and businessman Allan MacNab arranged for partners in Canada and the United States, and persuaded the legislature to proffer a loan of £200,000, profiting mightily himself.

The most ambitious pre-Confederation railway project in Canada was the Grand Trunk Railway (GTR) - a bold attempt by Montréal to capture the hinterland of Canada West and traffic from American states in the Great Lakes region. The GTR aroused great anticipation, but Canadians had neither the money nor the technicians to build it. The success of Hincks and other promoters in raising money for the GTR and other railway projects was largely due to their determination and the seemingly unbounded enthusiasm of British investors for railways.

By the time it was completed from Sarnia to Montréal in 1860, the GTR was £800,000 in debt to the British banks of Baring Bros and Glyn Mills. Edward Watkin, sent out by head office to reorganize the railway, declared the GTR "an organized mess - I might say a sink of iniquity." The GTR relied on government assistance in order to continue operations, and in 1862 the Grand Trunk Arrangements Act provided yet more resources to the railway company. The public, which had earlier been enthusiastic about the GTR's potential, viewed such handouts with contempt and hostility.

Economic and Industrial Impact

The financial difficulties experienced by all early railways forced massive public expenditures in the form of cash grants, guaranteed interest, land grants, rebates, and rights-of-way. In return, the railways contributed to general economic developments, and the indirect benefits for business and employment were significant. Unlike canals, railways extended into new territories and pushed the agricultural and timber frontiers westward and northward.

The effect of railways on emerging urban centres was crucial and dramatic. Toronto's dominant position in south-central Ontario was clearly established by its rail connections. It benefited from its connections with the Great Western and its central place on the GTR, neither of which it had done much to help build. It also tapped the northern hinterland via the Ontario, Simcoe and Huron Railway (completed to Collingwood, on Georgian Bay, in 1855, with a branch line to Belle Ewart on the south shore of Lake Simcoe), the Toronto, Grey and Bruce Railway (completed to Owen Sound, on Georgian Bay, in 1873), and the Toronto and Nipissing Railway (extended to Lake Simcoe in 1877). Toronto was also home to the first locomotive built in Canada; the Toronto No. 2 of the Ontario, Simcoe and Huron line was built by James Good of Toronto in 1853.

While railways were also constructed in sparsely populated and nonindustrial areas such as Newfoundland, they were not as profitable and tended to diminish in size and importance over time. The development of a Newfoundland Railway system is a case in point. In 1919, the Grand Trunk Railway was earning $16,000 per mile while the Newfoundland system was earning $1,500.

The railways played an integral role in the process of industrialization, tying together and opening up new markets while, at the same time creating a demand for fuel, iron and steel, locomotives, and rolling stock. The pioneer wood-burning locomotives required great amounts of fuel, and "wooding-up" stations were required at regular intervals along the line.

Entrepreneurs invested in the manufacture of almost everything that went into the operation of the railway, and consequently railways had a positive effect on levels of employment. Some small towns became railway service and maintenance centres, with the bulk of the population dependent on the railway shops; for example, the Cobourg Car Works employed 300 workers in 1881. The railway also had a decisive impact on the physical characteristics of Canadian cities: hotels and industries were built around tracks, yards, and stations, making the railway a central feature of the urban landscape.

The railway greatly stimulated engineering, particularly with the demand for bridges and tunnels. Canadians contributed a few inventions, notably the first successful braking system (W.A. Robinson, 1868) and the rotary snowplough (J.W. Elliott, 1869; developed further by O. Jull), which made possible safe, regular travel in Canadian winters. The great Canadian railway engineer Sir Sandford Fleming devised his famous zone system of time to overcome the confusion of clocks varying from community to community along the rail routes.

The Transcontinentals

The second phase of railway building in Canada came with Confederation in 1867. As historian George Stanley wrote in The Canadians, "Bonds of steel as well as of sentiment were needed to hold the new Confederation together. Without railways there would be and could be no Canada." In fact, the building of the Intercolonial Railway was a condition written into the Constitution Act, 1867. Because of the grand scale of the new nation, and the fact that political considerations often overrode economic realities (e.g., in the circuitous routes the Intercolonial and other railways took to avoid American territory), government assistance was crucial in building the transcontinental railways.

The Intercolonial was owned and operated by the federal government and was largely financed with British loans backed by imperial guarantees. Despite the badgering of commissioners determined to make political advantage, Fleming built the Intercolonial to the highest standards and completed it by 1876.

The Canadian Pacific Railway

In 1871, British Columbia was lured into Confederation with the promise of a transcontinental railway within 10 years. The proposed line - 1,600 km longer than the first US transcontinental - represented an enormous expenditure for a nation of only three and a half million people. Two syndicates vied for the contract, and it was secretly promised to Sir Hugh Allan in return for financial support for the Conservatives during the closely contested 1872 election. The subsequent revelation that Allan was largely backed by American promoters, and that he had sunk $350,000 into the Conservative campaign, brought down the government ( see Pacific Scandal).

On 21 October 1880, the government finally signed a contract with the Canadian Pacific Railway (CPR) Company, headed by George Stephen, and construction began in 1881. The "Last Spike" was driven on 7 November 1885 and the first passenger train left Montréal in June 1886, arriving in Port Moody, BC, on 4 July. Completion of the railway was one of the great engineering feats of the day and owed much to the indefatigable supervision of William Van Horne and the determination of Sir John A. Macdonald. While Macdonald's government was criticized for the generous terms offered to the company, it considered the railway crucial to the nation.

Though ostensibly a private enterprise, the CPR was generously endowed by the federal government with cash ($25 million), land grants (25 million acres), tax concessions, rights-of-way, and a 20-year prohibition on the construction of competing lines on the prairies that might provide feeder lines to US railways. Whether or not the country received adequate compensation for this largesse has been hotly debated ever since. However, the CPR was built in advance of a market and by a very expensive route through the Canadian Shield of Northern Ontario. Macdonald's controversial decision in favour of an expensive all-Canadian route seemed to be vindicated during the North-West Rebellion; how would the American government have reacted to Canadian troops moving across American territory? The CPR also had a profound effect on the settlement of the Prairie West, and new cities, from Winnipeg to Vancouver, were heavily dependent on the railway. Other western towns were strung out along the railway like beads on a string.

The Canadian Northern Railway

The flood of immigrants to the Prairie West after 1900 and the dramatic increase in agriculture soon proved the CPR inadequate, and a third phase of railway expansion began. Numerous branches sprouted in the West, of which the most notable was the Canadian Northern Railway, owned by the two bold entrepreneurs Donald Mann and William Mackenzie. The Canadian Northern grew by leasing and absorbing other lines; it also constructed new links to Regina, Saskatoon, Prince Albert, and Edmonton, and pushed on through the Yellowhead Pass. It was linked to the East, with its main eastern terminus at Montréal, and also operated mileage in eastern Québec and the Maritimes.

Though sometimes portrayed as rapacious promoters, Mackenzie and Mann built their railway to serve western needs that were not being met by the CPR, and they invested most of their own fortunes in the enterprise. Nevertheless, the railway received public assistance of $250 million, most of it in the form of provincial and federal bond guarantees.

A Third Transcontinental Railway

Meanwhile, Prime Minister Laurier enthusiastically encouraged the development of a third transcontinental railway by the Grand Trunk company, now led by Charles M. Hays. Although it would have made sense for the GTR to co-operate with the Canadian Northern company, mutual jealousies made such co-operation difficult. Therefore, the federal government itself decided to build a line from Winnipeg to Moncton (the National Transcontinental Railway or NTR) and to lease it to the GTR on completion. The NTR was built through the empty expanse of northern Québec and Ontario in hopes of encouraging development there; begun in 1905, it was completed in 1913 at a cost of $160 million. The GTR's subsidiary, the Grand Trunk Pacific (GTP), constructed the more profitable line westward from Winnipeg. The GTP began construction in 1906 and was completed in 1914 through the Yellowhead Pass and along the spectacular Skeena River valley to Prince Rupert, BC.

Nationalization

The ill-planned proliferation of railways proved disastrous. Rumours of outrageous patronage in the building of the NTR were later confirmed. The Canadian Northern and GTP were constantly begging aid from the public purse. The First World War delivered the knockout blow, ending immigration and stifling the flow of British capital. In confusion and frustration Prime Minister Robert Borden called a royal commission, headed by Sir Henry Drayton and British financier W.M. Acworth, which in May 1917 recommended the nationalization of all railways except the CPR. By the 1920s, the Canadian Northern, Intercolonial, Grand Trunk Railway, and Grand Trunk Pacific were brought together to form the Canadian National Railways (CNR).

The North

The period after the formation of the CNR was essentially one of consolidation, although several lines were pushed into northern frontiers. The Hudson Bay Railway, beginning at a line built by Mackenzie and Mann to The Pas, MB, in 1906, was finally opened to traffic in 1929. The Pacific Great Eastern began pushing slowly into the interior of BC in 1912. It was completed from Squamish to Quesnel by 1921, and finally reached Prince George and Dawson Creek in the 1950s. Northern Alberta Railways (owned jointly by CNR and CPR) ran lines from Edmonton North to Grande Prairie and to Dawson Creek by 1931.

Perhaps the most successful of these ventures was the Ontario Northland Railway, which reached James Bay in 1932. Owned by the Ontario government, the railway led directly to a mining boom in the Timmins-Porcupine area as well as to the emergence of the giant pulp and paper industry. The Quebec, North Shore and Labrador Railway, completed in 1954, provided access to the massive iron-ore deposits of interior Québec and Labrador. The Great Slave Lake Railway was opened in 1964 between Roma, Alberta, and Hay River, NT.

Challenges

More recently, railways have faced challenges from other modes of transportation. This has prompted significant changes at both the Canadian National Railway and the Canadian Pacific Railway, including the privatization of CN in 1995 and the streamlining of operations at CP. Both railways are important carriers of bulk commodities in North America, particularly coal and grain. Many finished goods are also transported by rail, using railway containers that can easily be transferred between train, ship, and truck. Due to the relatively low cost of rail transport, rail is a cost-effective option for the long-distance transport of Canadian and American goods to market.

However, passenger travel has declined significantly. In order to compensate railways for the loss of passenger fares, the Canadian government offered direct subsidies to the railways from 1967 to 1977. This ended with the creation of VIA Rail in 1977, which became a Crown Corporation in 1978. VIA is responsible for most intercity passenger operations, but contracts out to CN and CP for the maintenance and operation of trains. In the 2000s, financial pressures led to the reduction of intercity service, although VIA still operates many passenger trains in the Québec-Windsor corridor.

Legacy

Did the railways achieve the ends expected of them? Did they repay the large infusions of public money? A final accounting can likely never be done, particularly in terms of judging the satisfaction of nationalistic and long-term economic goals. Regulation of the railways (now the responsibility of the Canadian Transportation Agency) and freight-rate agreements (notably the Crow Nest Pass Agreement) have been highly controversial, and very different views have been taken by western farmers and the railway companies on these issues ( see Transportation Regulation).

At the same time, the railwaymen - from Fleming and Van Horne to Allan, Mann, Mackenzie, Stephen and Lord Shaughnessy - have been among the most prominent figures in Canadian history, evoking by turns admiration for their outstanding engineering feats and contempt for their perceived bleeding of the public purse. The building of the transcontinentals perhaps provided for Canada the closest approximation of a heroic age.

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The development of steam-powered railways in the 19th century revolutionized transportation in Canada and was integral to the very act of nation building. Railways played an integral role in the process of industrialization, opening up new markets and tying regions together, while at the same time creating a demand for resources and technology.

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http://www.saburchill.com/history/chapters/IR/033.html
by vardhman

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By:john

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http://www.teamsters362.com/the-industrial-revolution-the-rise-of-labour-unions/
by vardhman

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https://sites.google.com/site/klps8history/home/7
by vardhman

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https://blogs.ubc.ca/mannis2/tag/industrialization/
by vardhman

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By. Daniyal

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The first locomotive to be constructed in Canada was built by the James Good family (1853) of Toronto. Named Toronto, the locomotive had a set of 4 driving wheels and 4 small front wheels for better travel through curves.

Locomotives and Rolling Stock

A locomotive is a self-propelled vehicle which hauls nonpowered vehicles on railway track. The first locomotive used in Canada was the Dorchester, built by Robert Stephenson and Co in England (1835). It ran between La Prairie and St-Jean, Qué, on Canada's first railway, the CHAMPLAIN AND SAINT LAWRENCE (1836). It had a 0-4-0 wheel arrangement (no front truck, no rear truck, 4 main wheels) with 1.2 m diameter driving wheels. In working order it weighed 5½ t and ran at an average speed of 23 km/h.

The first locomotive to be constructed in Canada was built by the James Good family (1853) of Toronto. Named Toronto, the locomotive had a set of 4 driving wheels and 4 small front wheels for better travel through curves. This wheel configuration, 4-4-0, was referred to as the American type and was the predominant style of locomotive during the 1850-90 period. By 1887 the CANADIAN PACIFIC RAILWAY owned nearly 400 of these locomotives.

The Pacific locomotive was introduced in Canada in 1905 to provide faster service for passenger trains. This locomotive had larger cylinders than the American, greater boiler capacity and tremendous hauling power. During the first part of the 20th century locomotives continued to grow in size and power output.

In 1927 CANADIAN NATIONAL RAILWAYS introduced the Northern locomotive. It had wheels in 4-8-4 configuration and was used for freight and passenger service east of the Rockies. At about the same time, CPR brought into service 2 types of locomotives, the Royal Hudson (4-6-4 configuration) and the Selkirk. The Royal Hudson locomotive was used for high-speed passenger service. The Selkirks (2-10-4 configuration) were the largest locomotives to operate in Canada and were used in the Rockies between Calgary and Kamloops.

The diesel engine, invented by Rudolf Diesel in the late 1890s, was first used in a diesel-electric locomotive in the US (1924). CN Railways operated the first diesel-electric locomotive in Canada. Built in 1929, it was actually 2 locomotives coupled, developing 950 kW of power each.

Until the end of WWII diesel locomotives in use in Canada were low-horsepower switching engines. After the war, railways began to use diesel-electric locomotives for main-line freight and passenger service. By 1960 both CN and CP railways had stopped using steam locomotives in regularly scheduled trains.

The diesel-electric locomotive uses a diesel engine to power an electric generator. The generator provides electrical energy to drive the motors on each locomotive axle. Diesel-electric locomotives are more economical to operate than steam locomotives. They have higher fuel efficiency, lower maintenance requirements and fewer breakdowns. Several units can be coupled for long trains, requiring only one engineer to operate all of them. Today most freight trains are hauled by units of approximately 220 kW (3000 hp) with 4 or 6 axles. Locomotives for passenger trains have higher gearing which gives them a higher normal operating speed.

The first electric locomotives in Canada went into service in 1906, when the St Clair tunnel at Sarnia was electrified to overcome problems with steam locomotive smoke. The Mount Royal tunnel in Montréal was electrified in 1915. Electric locomotives are clean and have low maintenance. They are not dependent on a single energy source; they can use electricity generated by coal, oil, nuclear or hydropower.

Electric locomotives have the ability to withstand overload power levels for short periods, making them well suited to mountainous regions where steep grades and heavy trains predominate. Their fast acceleration makes them preferable for passenger service. They have 2 major disadvantages: they can run only where overhead wire (catenary) for electric power has been installed; and they and their power supply equipment are expensive and thus economical only in regions of heavy traffic.

Rolling Stock

Rolling stock consists of nonpowered railway cars for the transport of freight and passengers. On the earliest railways, passenger cars were merely modified stagecoaches. Freight cars were of 2 basic types: open-deck flatcars and enclosed boxcars. Until 1910 most rolling stock was constructed of wood on iron or steel frames. Today, freight and passenger cars are constructed of steel and aluminum.

Modern freight cars are capable of carrying up to 100 t of freight. Freight cars are of a wide variety: boxcars for general merchandise; tank cars for liquids; refrigerator cars for perishable goods; hoppers and covered hoppers for bulk commodities; flatcars for large machinery, containers and highway trailers; tri-level automobile carriers; plus various special-purpose freight cars. The caboose, the last car in the freight train, provides office space for the train crew as well as a position from which to observe the train.

The passenger coach is the standard piece of railway passenger rolling stock, seating usually 60 to 90 people. Commuter cars used in short runs have higher-density seating. Club cars are the premium of passenger rolling stock, providing more room per passenger as well as an attendant for service. For long-distance rail travel, sleeping cars provide berths and small rooms for overnight accommodation. On-board meals are provided in a dining car, and at the seat in club cars.

Locomotives are constructed in Canada by General Motors Diesel of London, Ont, which builds locomotives from the designs of the Electro-Motive Division of General Motors in the US. Freight cars are constructed in Canada by the following companies: Hawker Siddeley (Trenton, NS); CanCar Rail (Thunder Bay, Ont); National Steel Car Corporation of Hamilton, Ont; Procor, Ltd, of Oakville, Ont (builders of tank cars); and Marine Industries of Sorel, Qué. Passenger cars are constructed by Bombardier and CanCar Rail.

Future designs of locomotives will be influenced by fuel economics. Diesel-electric locomotives will probably be made more fuel-efficient. Electric locomotives may be placed in service as the price of diesel fuel increases. Research is being carried out on the use of coal as a fuel in diesel locomotives. For passenger service, higher-speed trains will be placed in service, perhaps in advanced electric or magnetically levitated and propelled trains. Freight cars will become more lightweight in construction. Containerization of cargo will increase the ability to transfer freight between the various transportation modes. Highway tractor-trailers with railway wheels for train service will reduce the need for flatcars and hence reduce train weight.

See also RAILWAYS, TRACK AND YARDS.

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The first locomotive to be constructed in Canada was built by the James Good family (1853) of Toronto. Named Toronto, the locomotive had a set of 4 driving wheels and 4 small front wheels for better travel through curves. A locomotive is a self-propelled vehicle which hauls nonpowered vehicles on railway track.

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http://www.thecanadianencyclopedia.ca/en/article/locomotives-and-rolling-stock/
by vardhman

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http://www.dlc-ubc.ca/wordpress_dlc_mu/jeff1/files/2010/07/7-Factory-System-and-Society.pdf

By: Aryan

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http://www.canadahistory.com/timeline.asp
by vardhman

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https://en.wikipedia.org/wiki/Second_Industrial_Revolution
by vardhman

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https://en.wikipedia.org/wiki/Technological_and_industrial_history_of_Canada
by vardhman

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http://www.thecanadianencyclopedia.ca/en/article/industrialization/

By: Vardhman

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By. Daniyal

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​The Canadian Pacific Railway company was incorporated in 1881. Its original purpose was the construction of a transcontinental railway, a promise to British Columbia upon its entry into Confederation.

The Canadian Pacific Railway company was incorporated in 1881. Its original purpose was the construction of a transcontinental railway, a promise to British Columbia upon its entry into Confederation. The railway - completed in 1885 - connected Eastern Canada to BC and played an important role in the development of the nation. Built in dangerous conditions by thousands of labourers (including 15,000 Chinese temporary workers), the railway facilitated communications and transportation across the country. Over its long history, CPR diversified, establishing hotels, shipping lines and airlines, and developed mining and telecommunications industries. In 2001, Canadian Pacific separated into five separate and independent companies, with Canadian Pacific Railway returning to its origins as a railway company.

A National Imperative

Commencement of a transcontinental railway within two years and completion within 10 years were conditions of British Columbia's entry into Confederation in 1871 ( see Railway History). Competition for the lucrative contract for the railway was bitter, and in 1872, shipping magnate and railway promoter Sir Hugh Allan was awarded the charter. However, Allan had also contributed around $350,000 to the Conservative party's election campaign - when this became public knowledge in 1873, Sir John A. Macdonald's government was forced to resign ( see Pacific Scandal).

Macdonald returned to power in 1878, with the completion of the railway as one facet of his National Policy, and the contract was finally awarded to interests led by Donald A. Smith, J.J. Hill and George Stephen. The Canadian Pacific Railway was incorporated on 16 February 1881. The difficulties of construction and demand for early completion of the line ensured generous provisions to the company, including $25 million in cash, 25 million acres (about 10 million ha) of land in a belt along the railway, the cost of surveys totalling $37 million and the monopoly over transportation south to the US for 20 years. (Due to the high cost of construction, the CPR would later receive an additional $22.5 million in loans under the Railway Relief Act of 1884.)

These terms were loudly denounced by opposing interests at the time and remained contentious with the development of the Prairie West. However, in the face of American expansion westward, Macdonald and the federal Conservatives considered completion of the railway a national imperative.

Construction

Under the management of W.C. Van Horne, construction was rapidly pressed across the plains. Sandford Fleming had recommended a route through the Yellowhead Pass but a more southerly route through Kicking Horse Pass was decided upon late in 1881. Construction through the rock and muskeg of the Canadian Shield almost equalled in difficulty the engineering feats of construction through the mountains of British Columbia.

The difficulty in obtaining an adequate work force in British Columbia led to the controversial importation of thousands of Chinese workers. Around 15,000 Chinese labourers helped to build the Canadian Pacific Railway - working in harsh conditions for little pay, they suffered greatly and historians estimate that at least 600 died. Their employment caused controversy, particularly in British Columbia, where politicians worried about the potential economic and cultural impact of this influx of Chinese workers. (The same year the CPR was finished, the government passed the Chinese Immigration Act, which established a " head tax" for anyone of Chinese origin entering the country, and the Electoral Franchise Act, which excluded "persons of Mongolian or Chinese race" from voting.)

The line through to the Pacific coast was completed on 7 November 1885 with the driving of the "Last Spike" at Craigellachie in Eagle Pass, British Columbia.

The section from Callander to Port Arthur ( Thunder Bay), Ontario, was used to move troops westward during the North-West Rebellion, though it was not quite complete. The first through passenger train left Montréal on 28 June 1886 and arrived at Port Moody, British Columbia, on 4 July.

During construction, the CPR became involved in the sale and settlement of land (1881), acquisition of the Dominion Express Company (1882) and the acceptance of commercial telegraph messages (1882). The company provided its own sleeping and dining cars on trains and constructed tourist hotels (e.g., at Lake Louise, Alberta) and dining halls along the route in the western mountains. This foothold on the tourist industry benefited the CPR later in its international development of hotels, steamships and airlines ( see Hotel; Tourism).

Developing Business

Following construction, the greatest challenge facing the CPR was to develop business to make the line self-sustaining. Though settlement proceeded rapidly in the wake of the rail lines, population in western Canada was insufficient to sustain the line fully for many years. To increase business, the corporation became very active in promoting trade in the Pacific. Within days of the arrival of the first train on the west coast in 1886, sailing vessels chartered by the CPR began to arrive from Japan, bringing tea, silk and curios. By 1891, the company had secured a contract from the British government to carry the imperial mails from Hong Kong to Britain via Canada. The result was the purchase of three ocean passenger-cargo vessels, forerunners of the present-day fleet.

Hotels

By 1900, the mountain hotel system had expanded into the major cities, led by the Hotel Vancouver (1887), Québec's Château Frontenac (1893) and Montréal's Place Viger (1898). Other services expanded simultaneously. A line was opened (1889) across northern Maine from Montréal to Saint John, giving the CPR direct access to an all-weather Atlantic port.

Rail Construction

Attempts to capture traffic from the western American states were made with construction of a line to North Dakota (1893) and control (which remains today) of what is now the Soo Line Railroad Company in the United States. Branch lines were greatly extended to feed traffic to the East-West main line. Rapid settlement followed construction of branches in southern Manitoba, in Saskatchewan from Regina to Prince Albert (1890), and in Alberta from Calgary North to Strathcona ( Edmonton) in 1891.

Mining

Expansion into the Kootenay mining region of southern British Columbia (1898) involved the acquisition of a railway charter that included a smelter at Trail, BC. This was the nucleus of the CPR's involvement in mining and metallurgy, formalized by the formation of Cominco Limited in 1906, a CP-controlled company (in 2001, Cominco was acquired by Teck, another mining company).

Fleet

The CPR's Pacific fleet was improved and, in 1903, the company purchased the Beaver Line shipping company and opened service in the North Atlantic. In 1909, CPR purchased the long-established Allan Line, and formed Canadian Pacific Ocean Services in 1914-5 (after 1921, Canadian Pacific Steamships Limited).

Expansion and Competition

Between 1899 and 1913, the CPR increased its trackage from approximately 11,200 km to 17,600 km. More than half of the new track was in the Prairie provinces, and it was intended both to provide branch lines into areas of need and to ensure that the CPR would remain competitive in relation to the developing transcontinental lines of the Canadian Northern Railway and the Grand Trunk Pacific Railway.

The widespread expansion of the company, much of it under the presidency of T.G. Shaughnessy (1899-1918), placed a heavy drain on company resources, but continuance of the National Policy, with its substantial tariffs, meant continuing high freight rates in the West.

Attacks on these rates in 1896 helped to bring about the defeat of the Conservatives. The Liberals reduced rates with the Crow's Nest Pass Agreement in 1897 and, under the Manitoba Grain Act of 1900, required railways to provide loading platforms for farmers. In addition, charters were granted to the Canadian Northern Railway to develop the huge area of northern prairie left vacant by the CPR.

Canadian National Railway (CNR), formed by the government of Canada between 1917 and 1923, was a major challenge. The CNR consolidated the failing Grand Trunk Pacific, Canadian Northern, Intercolonial and Canadian Government Railways, and competed with the CPR in hotels, telegraphs, steamships and express services as well as railway services.

Second World War

Despite this massive, government-supported competition, CPR survived as a commercial enterprise. During the Second World War it provided not only transportation, but also the production of armaments and materiel in its own shops. During the conflict, much of its merchant fleet was commandeered for military transport purposes, resulting in the loss of 12 vessels.

Airlines

Canadian Pacific Air Lines (later CP Air) was organized in 1942 with the purchase of Grant McConachie's Yukon Southern Air Transport and numerous other flying concerns. Under McConachie's leadership after 1947, CPA developed into an international carrier serving the Far East, Australasia, most of South America and several European countries ( see Aviation). In 1987, CP Air was acquired by Pacific Western and the two companies began operations as Canadian Airlines International (CAI). It was later expanded with the purchase of Wardair. A rigorously competitive market and government regulation caused significant changes to the airline industry in the 1990s. CAI was taken over by Air Canada in 2000.

Diversification

Until the late 1950s, CP's diverse interests were looked upon as ancillary to the rail system. Beginning around this time, management embraced a policy of full diversification by making each operation fully self-supporting. Thus, operations that had been handled by specific departments in the railway corporate structure were set up as enterprises in their own right; e.g., Marathon Realty Co Ltd (1963), which took over the administration of real estate other than that required for railway use; CP Hotels Ltd (1965); and CP Oil & Gas Ltd (1958), which later became PanCanadian Energy Corporation.

Non-transportation interests were vested in a holding company, Canadian Pacific Enterprises Limited, founded in 1962, leaving the railway, air, ship and highway transportation fields under the jurisdiction of the parent company. In 1968, a new corporate identity program gave the names CP Rail, CP Ships, CP Transport and CP Air to the various transportation modes.

In 1967, the communications wing was integrated, along with CN's parallel organization, into a new, jointly owned company known as CNCP Telecommunications Ltd. (In 1990, CNCP became Unitel Communications, which was later sold to other communications providers).

In 1971, to reflect its broader orientation, the company's original name was altered to Canadian Pacific Limited (CPL).

Restructuring

In 1996, the company was restructured, with Canadian Pacific Railway becoming a subsidiary of the company rather than a division (in effect, CPR would operate independently, with no cross-subsidies from the other divisions). The company also sold a number of its enterprises, including Marathon Realty (1996) and its interest in Laidlaw Inc. (1997).

In 2001, the company separated into five independent companies: Canadian Pacific Railway, CP Ships, PanCanadian Energy Corporation, Fording Coal and Canadian Pacific Hotels (renamed Fairmont Hotels & Resorts Inc.). The restructuring meant that CPR was once again purely a rail company.

PanCanadian merged with the Alberta Energy Company Limited in 2002 to become EnCana, one of the world's leading energy producers, while CP Ships was sold to a German conglomerate in 2005, becoming part of the Hapag-Lloyd shipping company. Fording Coal was purchased in 2008 by Teck Cominco.

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​The Canadian Pacific Railway company was incorporated in 1881. Its original purpose was the construction of a transcontinental railway, a promise to British Columbia upon its entry into Confederation. The Canadian Pacific Railway company was incorporated in 1881. Its original purpose was the construction of a transcontinental railway, a promise to British Columbia upon its entry into Confederation.

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By. Daniyal

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1800 | History Timeline | In Search of the Canadian Car

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Steam ships and railways facilitated the movement of people and goods across and between continents. Populations moved away from rural areas to the cities.

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http://www.thecanadianencyclopedia.ca/en/article/canadian-pacific-railway/

By: Aryan

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http://www.autotrader.ca/newsfeatures/20160901/a-brief-history-of-auto-manufacturing-in-canada/#QDzUywwpplF7IWc3.97
by vardhman

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By. Daniyal

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Few inventions have had as great an impact on the world as the automobile. The first Canadian automobile, built in 1867 by Henry Seth Taylor, was regarded as a novelty, as were the single-cylinder vehicles that were imported from the US in 1898.

Automobile

Few inventions have had as great an impact on the world as the automobile. The first Canadian automobile, built in 1867 by Henry Seth Taylor, was regarded as a novelty, as were the single-cylinder vehicles that were imported from the US in 1898. In 1904 Canada's automotive industry began with the establishment of Ford Motor Company of Canada, Ltd. By 1913 there were some 50 000 motor vehicles in Canada; between 1918 and 1923, Canada became the world's second largest vehicle producer and a major exporter of automobiles and auto parts.

Today, Canada is the eighth largest auto producer in the world and the third largest exporter, after Japan and the US. More than 80% of Canadian-made cars are exported. The automotive industry is the largest manufacturing sector in Canada, representing 12 % of manufacturing GDP and 24 % of manufacturing trade. Canada's annual exports of automobiles and auto parts exceed $65 billion and $30 billion respectively. With one of the world's highest ratios of automobiles to inhabitants, Canada is often regarded as automobile-dependent. Canada has more than 33 million people and more than 18 million registered automobiles, of which more than 75% are private cars.

Early automobiles were used by the wealthy for racing and amusement. Although these vehicles had engines, they truly were "horseless carriages" - little more than lightweight buggies with motive power. They were unreliable, expensive and sometimes dangerous. The earliest automobiles were hand-made and sometimes built to order. Ransom Olds conceived the idea of interchangeable components, which made assembly-line production possible. By thus reducing costs, the automobile was made available to many customers for whom the price had previously been too high

As automobile sales increased, so did production. Detroit, Michigan, which became the automotive centre of the world and nearby Windsor, Ontario, prospered. Automobiles made it easier for people to travel, enabled salesmen to cover more territory and encouraged travel. They allowed people to live farther from work and consequently had a profound effect on urban design. Automobiles created the demand for more streets, highways and freeways. They soon spawned service stations, garages, insurance underwriters and numerous other types of services. Today the automobile, together with its suppliers, infrastructure and supporting industries, represents an important component of the economy, notably the construction industry. Transport consumes about half of all the petroleum used in Canada, and automobiles take half of that quantity - as much as all of the other modes of transport combined.

The enormous impact of the automobile has not been without costs. Roads, highways and freeways require land that might otherwise be used for housing, parks or agriculture. Concern over the loss of land to the automobile has led to pressures by environmental groups. Their pressures resulted in the cancellation of plans to build the Spadina Expressway in Toronto and plans to expand highways in national parks in the West. However, it is often the poor use of lands for roadways that is the real problem; traffic congestion due to inadequate roads results in higher levels of vehicle emissions. Motor vehicles account for approximately one-eighth of the greenhouse gas emissions in Canada.

Each year Canadian cars produce millions of tonnes of carbon dioxide, carbon monoxide, various particulates and other types of gas. They contribute to the smog that plagues many Canadian communities ( see Air Pollution; Pollution) and contribute to global warming. Researchers and environmentalists have been seeking solutions for decades. The first auto emission controls were established in the 1970s, and since then the release of toxic substances into the air by cars has decreased. Automobile fuel no longer contains lead and emission control equipment is now mandatory. National air quality standards were established by the Canadian Environmental Protection Act (CEPA), which was first enacted in 1988 and amended in 1999, with CEPA 1999 coming into force on 31 Mar 2000. It is the primary federal statute dealing with the environment. The main objective of environmental legislation is to reduce the contribution of vehicles and engines to air pollution in Canada by developing and regulating emission performance standards for vehicles, engines and equipment manufactured in Canada and imported into Canada. The CEPA provides for the adoption of emission regulations from other countries, including those in the United States, which are the most stringent. This approach allows harmonized products in North America and combined environmental and economic benefits.

Federal initiatives to curb vehicle emissions include Transport Canada's ecoTECHNOLOGY for Vehicles Program, which is designed to educate Canadians about advanced environmental vehicle technologies and their benefits, and to help them make informed decisions about purchasing cleaner vehicles. Advanced technologies will be significant in helping the auto industry to achieve the 5.3 megatonne reduction target for greenhouse gas emissions from light duty vehicles in Canada. The industry has agreed to pursue this target under a voluntary agreement with the government to be met by 2010, following which new fuel consumption regulations will come into effect for the 2011 model year.

Motor vehicle accidents are one of the leading causes of death among Canadians. All provinces have passed legislation that makes the use of seat belts and child restraint systems compulsory. In the 1990s, motor vehicle safety features began to include air bags. Although safety legislation and initiatives have been met with scepticism and generated much debate, surveys of their efficacy have shown significant reductions in death and injury through their proper use. The introduction of air bags in light duty vehicles prompted an extensive survey that showed that between 1990 and 2000, seat belts saved a total of 11 690 lives and air bags saved 313, according to Transport Canada. The first seat belt legislation in Canada was passed in 1988. The number of traffic fatalities across the country decreased from 4283 in 1987 to 2889 in 2006. Today, most Canadians drive automobiles that are powered by gasoline or diesel fuel. Hybrid vehicles, which use a combination of electricity and gasoline, are becoming more popular. Some vehicles are powered by propane, liquified natural gas and other petroleum products, but their availability is limited in some areas.

See also Automobile Associations.

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Few inventions have had as great an impact on the world as the automobile. The first Canadian automobile, built in 1867 by Henry Seth Taylor, was regarded as a novelty, as were the single-cylinder vehicles that were imported from the US in 1898.

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By. Daniyal

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By. Daniyal

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Before the industrial revolution began in Canada, the economy was run by trading the many natural resources (fish, lumber) and much farming. However, as the industrial revolution began, many technological advances were made and the vast majority of people who worked on farms began to flock to cities. Due to the population of workers in cities increasing, housing had to be made to compensate. There were numerous people living in extremely cramped, piteous dwellings that lacked sewage systems and running water. This caused many diseases, such as the numerous cholera outbreaks.

The Industrial Revolution was a big change in technology, brought about by improvements in machinery and by use of steam power. It led to factories and to large industrial cities. It brought great wealth to some, and great poverty to others. Workers often lost their way of life when machinery replaced handmade articles, particularly in the textile industries. Workers were forced to take lowpaying jobs in factories, and to live in filthy cities.

The Industrial Revolution began in the Britain. It had several major advantages- coal, iron, and waterpower. It also had wealth from its overseas trade and a government which was controlled by landowners and businessmen who were eager to invest in new methods.

Nearly one million British, Irish, and Scottish came to the British colonies in North America, particularly Upper Canada. This period of greatest emigration from Britain, the period from 1815-1850, was known as the Great Migration. This was due to the empty promises of "all the land they could want", and "unlimited natural resources". Instead, they were cramped into atrocious compartments, laboured in dangerous jobs, and were paid meagre sums.

As the people rushed to the cities, social programs lagged far behind industrial advances. In Upper Canada , this period is often referred to as the "Gilded Age" because, though overall output and profit were massively increased, most workers were subject to wage slavery and the unhealthy and inhumane conditions of piteous homes.

In Canada , industrial revolution is often quantified as a Canal Age that took place in the late nineteenth century. During this time, export goods such as timber, produce, amd furs could be shipped more easily. This encouraged the prosperous growth of export trade and eventually the rise of modern manufacture in the early twentieth century. Canadian producers were able to sell their goods to local manufacturers, though the nation maintains close economic ties with Europe .

The father of the Industrial Revolution was Thomas Savery. He invented the steam engine, which harnessed the power of steam to power locomotives. This way, raw materials could be much more easily and effectively transported from place to place.Cyrus McCormick created the reaper which allowed quicker and cheaper harvesting of grain. John Deere created the first steel plow in 1837 helping speed up farming in Upper and Lower Canada. In 1846, Elias Howe created the sewing machine which revolutionized the manufacture of clothing.

The bottom line is, even though the industrial revolution boosted Upper and Lower Canada's economy, it created horrible working and living conditions for the workers.

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The Industrial Revolution and Its Effect on Upper and Lower Canadians

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Before the industrial revolution began in Canada, the economy was run by trading the many natural resources (fish, lumber) and much farming. However, as the industrial revolution began, many technological advances were made and the vast majority of people who worked on farms began to flock to cities.

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By: Aryan

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By: Aryan

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http://www.cpr.ca/en/about-cp/our-history
By. Daniyal

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http://www.thecanadianencyclopedia.ca/en/article/automobile/

By vardhman

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http://www.canadiancar.technomuses.ca/eng/frise_chronologique-timeline/1900/

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http://www.thecanadianencyclopedia.ca/en/article/railway-history/

By Aryan

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http://www.canadiancar.technomuses.ca/eng/frise_chronologique-timeline/1800/

By: Aryan

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https://talonssephr.edublogs.org/2011/04/06/the-industrial-revolution-and-its-effect-on-upper-and-lower-canadians/

By vardhman