text:
The Railways of Ottawa
Findings of the Circle - Part 3
Finding No. 18 Updated 15 August 2016 Area Industries
18.1 Ottawa Gas
18.2 Canada Atlantic Railway Rideau Canal siding
18.3 Dominion Bridge
18.4 British American Nickel Company at Deschenes
18.5 Internal Plant Tramways
Click here to view a large scale location plan.
On 8 January 1913 the GTR was authorized to construct, within 6 months, a siding from a point on the GTR on lot G, Rideau Front, Nepean twp., now in the City of Ottawa, thence extending in a westerly direction to and into the premises of Ottawa Gas Co. on lot G.
This oblique aerial photo of Ottawa Gas, taken in 1961, is available from the City of Ottawa Archives, reference CA-8495.
Tha above plan is dated June 1916. The 1956 fire insurance plan of Ottawa Gas shows a main track and a long passing siding of about 640 feet running almost the full length of the site. The siding is labelled "Electric Siding". There is also a 90-foot stub siding at the west end of the site and a 400-foot long connection across Lees Avenue from Ottawa Gas to the Currie Coal Tar Distillation Plant (or Tar Pitch Factory).
The east switch of the electric siding is about 150 feet inside the property and at least another 50 feet from the Bank Street line. It seems that the gas works siding diverged slowly and descended from the Bank Street line at Riverside.
An 1958 aerial photograph does not show rolling stock on the site. A 1928 picture does appear to show a couple of pieces of rolling stock on the main track. There is a small building beside the west siding in 1928 which could have been used to store the locomotive. The 1958 aerial photo seems to show some extensions of the trackage at the west end of the site, possibly curving around the gas holder, and some additional buildings not identified on the insurance maps.
Hull Electric Railway (see No. 11) locomotive No. 1, which was built by CGE in Peterborough in 1896, was sold to Ottawa Gas in 1927. An early picture of the Hull Electric locomotive No. 1 is available from the National Archives, reference PA-203601.
There was a steel conveyor to deliver coal from the rail line into the coal shed by the large gas holder. This shed also included oil storage. It is connected to a long steel trestle and overhead electric crane which ran most of the length of the site (almost 450 feet). Three coal or coke piles are visible under this crane, both on the fire insurance plan and on the aerial photograph of 1928. The coke was probably removed by truck for local delivery. There was a weigh scale at the gate.
18.2 Canada Atlantic Railway, Rideau Canal siding - Silicate Brick Company.
In March-May 1892 the Canada Atlantic Railway built a siding from its main line just east of the Rideau Canal drawbridge down to a wharf on the Rideau Canal. The company cribbed the frontage and it was used free of charge by the bargemen for transhipment between barge and railcar.
The Ottawa Daily Citizen reported on 28 April 1892:The C.A. Railway company have about completed their new wharves on the canal. When the rails are laid cars will be able to be loaded from the barges.
The Ottawa Evening Journal also reported on the same date:
The new wharves which the C.A.R. are erecting along the canal are almost complete.
The Ottawa Journal, on 8 August 1895, reported a runaway on the siding:
A freight car ran off the siding running down to the canal east of the C.A.R. swing bridge this morning. The car ran against the bridge, broke a truck and almost canted into the canal.
For some reason no lease was executed on Rideau Canal Reserve land which was not authorized by Order in Council until 29 August 1903. The Silicate Brick Company entered into a lease for land to the south of the CAR wharf and a siding was built into the premises and authorized by order 19788 of 10 July 1913.
This picture shows the siding into the Silicate Brick Company in Canada Atlantic days (the cars are equipped with link and pin couplers).
To the right is the Rideau Canal and on the left Echo Drive.
N.Bruce Ballantyne collection.
In 1915, the City of Ottawa was planning the construction of the Pretoria Avenue Bridge between Pretoria and Hawthorne Avenues and the access road on the east side of the canal would have cut across the by then GTR wharf and the siding. As a result the siding was ordered abandoned by order 24422 of 8 November 1915 and the lease was cancelled.
Dominion Bridge was located on the Sussex Street subdivision of the CPR. It was founded in 1911 and closed soon after 1965.
Picture taken in 1944. Dave Sproul collection. City of Ottawa Archives, E00379.
The switch leading to the shop building is an interesting three-way switch, judging by the position of the two frogs.
This is a screen shot from plans prepared by Paul Delamere
An aerial view looking west showing the nickel plant in the centre and the Hull Electric car barns on the left National Air Photo Library A29.4
In this view the Hull Electric car barns are behind and to the left of the nickel plant.
On 19 November 1921 Board of Railway Commissioners order 31837 authorized the CPR, with the consent of the Hull Electric Railway, to construct, within 6 months, four sidings and a scale track for the British American Nickel Co. as shown in plan No. 1629 of 10 Oct 1921 deposited in the registry office for Hull County on 10 Nov 1921.
British American Nickel was a short-lived (1917-22) nickel refinery served by several CPR sidings at Mile 4.75 of the Waltham Sub (Deschenes). During WWI, the Americans were selling Canadian nickel processed into weapons to the Germans, so the Canadian govt decided to stop selling raw nickel to American Nickel of Pittsburgh and instead to open up a Canadian plant under the watchful eye of the Canadian Govt. Thus, American Nickel created British American Nickel and built the plant at Deschenes. After the war, there wasn't really a rationale for this plant anymore and the company closed it in 1922. Apparently, the ruins were visible until 1985, even though it was torn down much earlier.
18.5 Internal Tramways updated 4 July 2018
Many local industries used tramways as a part of their internal distribution systems or as part of the construction process. The following table summarizes those we have been able to identify
Department of Mines
See Finding No. 16.
Dochert Brick and Tile
See industrial locomotive listing for Arnprior, Ontario. See also The Arnprior Dinkey
McLachlin Bros.
Ottawa Free Press 19 April 1871. Arnprior. This morning, as McLachlin Bros. lumber cars were crossing the bridge in this village, a team attached to a waggon, standing near by, took fright, and started off across the track, and the team were thrown over the bridge. One horse was saved, the other, with the waggon, was sunk. One car was also thrown over the bridge, another smashed up and the bridge itself was badly broken.
Buckingham Plumbago (Walkers)
Built a tramway (double track inclined plane) late 1875. see Findings 20.2 Buckingham Plumbago Mines
Canadian Phosphate
Ottawa Journal 7 July 1888. Buckingham - The High Rock is in grand feather, the twelve new houses and other buildings erected during the winter give it now quite a village appearance. The tramway is greatly improved by reducing gradients and straightening the track. From 70 to 80 tons can easily be brought down to the river now. The output at the lower level mine is very good; the week before last having beaten the record of all former times, 52 tons having been produced in one day
Ottawa Iron and Manufacturing (Haycock Iron Mine)
"(Mr. Haycock) has constructed and in working order a HORSE RAILWAY six miles and a quarter in length from his mines to the Gatineau River." 31 cars were used. Ottawa Free Press 5 October 1874; 17 January 1876.
The Gauge was 3 feet Globe and Mail 14 February 1881. For a map click here.
High Rock Mine
Click here for further details of the mine.
Little Rapids
Allan Phosphate Mine/
Little Rapids Mining Co.
Crown Hill Line
Ottawa Free Press 24 April 1889
--At the High Rock and Crown Hill mines, the tramways have been at work for several days past and several thousand tone of phosphate are ready for shipment.
North Star Mine
The North Star, also, will soon have a tramway of its own; the construction thereof is now in progress. This will make the fourth mining tramway on the Lievre.
Ottawa Free Press 25 July 1891
Much dissatisfaction is felt by miners, forwarders and business men generally at the order given by the government to stop all traffic on the Little Rapids on the Du Lievre after Aug. 10, until the end of the season, in order to build a dam which, it is claimed, might easily have been build last winter. The effect of this will be that all shipments of phosphate will have to be stopped from the North Star, Ross Mountain and High Rock and Union mines unless it is done by means of a tramway and portaging.
Buckingham Aetna and Squaw Hill Phosphate 1890 200 acres in the 12th range of Buckingham, county of Ottawa. Plant included tramways. A tramway from mines to wharf at river bank will be constructed in the spring of 1891.
Canadian Mining Manual 1890-91.
Buckingham Dominion Phosphate Mine 1913 Geological Survey Guide Book No. 3, Excursions in the Neighbourhood of Montreal and Ottawa (XII 1913). p. 107.
The Dominion Mine was opened up in 1910 and the mill was erected in the latter part of that year. Work was continued until the latter part of the summer of 1912. Click here for a map of the mine.
Buckingham Emerald Phosphate Mine Click here for further details and a map of the mine.
Canada Lumber
Renfrew Mercury 20 September 1889.
About 11 o'clock this morning an accident occurred in the lumber yard of the Canada Lumber Co., whereby Wm. Herricks, an employee of the company, lost his life. Two lorries heavily laden with lumber, were running down grade in the yard. Herricks was between the piles and wanted to cross the track, and as soon as the first car passed, rushed out, not knowing the second car was coming. When upon the track the second car struck him down and passing over him, causing such injuries that the unfortunate man lived only a short time.
Haycock
Ottawa Citizen 2 May 1893.
Ottawa as an Iron Centre.--
Time was when the production of iron was carried out to a considerable extent just across the interprovincial line, between Hull and Chelsea. The traveller by the Mountain road to or from the latter village, may still see evidence of the defunct industry, in heaps of broken ore, short stretches of tramway and the gaping mouth of a long neglected tunnel running into the iron mountain almost at the very roadside. The smelting was carried on at Ironsides. Twenty five years ago Mr. Haydock carried on the production of iron there upon quite an extensive scale.--
Quebec Hydro
See industrial locomotive listing for Chelsea, Quebec.
Deschenes
Deschenes mills/
Conroy Mills
Ottawa Free Press 16 January 1893
The Conroy mills at Lake Deschenes, with the many improvements and additions now being made to them will rank among the largest on the Upper Ottawa next summer. The firm have decided to lay tracks through the lumber yards in the spring and use a small locomotive similar to the one at Buell & Hurdman's for shunting purposes. Mr. A. Chapman has the contract for building the bed of the proposed railroad. Also in The Equity, Shawville 26 January.
Canada Lumberman 1 February 1893
The Conroy Mills at Lake deschenes, with its many improvements and additions, will take rank among the largest mills on the Upper Ottawa next summer. The firm have decided to lay tracks throughout the lumber yards in the spring and will use a small locomotive similar to the one at Buell and Hurdman's for shunting purposes.
Ottawa Free Press 20 October 1893 -A fatality last Tuesday afternoon (17/10/1893) occurred under circumstances particularly sad at the pretty little village of Deschenes on the northern bank of the Ottawa river opposite Britannia. The victim, a young man of thirty two years named Albert Fournier, was an employe of Conroy Bros. The exact circumstances under which the accident occurred will perhaps never be known. Fournier, with his younger brother, was working on a flatcar which an engine was taking through the lumber yards. It is thought by some that he was trying to stop the car when, his foot slipping, he fell on the track and was run over and crushed. More.
Ottawa Citizen 29 October 1893.
Albert Fournier, employed at Conroy's lumber yard at Deschenes Mills, fell from the top of a moving tramway lumber car on Tuesday, a wheel striking him on one side of his body breaking a number of ribs and causing other serious injuries from which he died half an hour afterward.
Deschenes Fraser Mills Piling ground appears to have been serviced by internal tramway
Gatineau Point
J.R. Booth
Ottawa Free Press 12 September 1889.
Mr. J.R. Booth has a large gang of men employed on the dock being built at his new piling grounds almost opposite the Gatineau Point. A part of the track for the small cars has been completed. The dock will be 100 yards long and slopes out into the river.
Hamiltons mill
The Union, Ottawa 13 September 1865.
Hawkesbury mills - owned by Hamilton.
The feeding gear is immediately set in motion also and in less than five minutes the giant of the forest passes out in an opposite direction, sawn into planks of various thicknesses, where tramways are laid down and carriages ready to receive them. Around these mills as far as the eye can reach, the water is covered with floating lumber, while on the water edge are piled immense heaps of planks, varying in size and in such quantities as to cover about eight acres. Tramways are run through them so that there is very little difficulty in loading barges,--
Eastern Ontario Review 3 September 1894
While working in the lumber yard at Hawkesbury last Saturday Mr. Laurent Harbick aged seventy-five was instantly killed. He was laying a track for the cars to run on when another man came up with a car loaded with heavy timbers. Mr. Harbick bent down to arrange some of the rails when the load of timbers accidentally fell off, three of them striking him on the head killing him instantly. When the timbers were removed the body turned over but the head was crushed into a jetty.
Buell & Hurdman (Buell, Orr & Co.)
Fire Insurance plans NMC 103074 of 1884 and 10404 of 1891 shows leased from E.B. Eddy.
Canadian Lumberman 1 December 1891
The Buell, Hurdman conmpany have purchased a locomotive from the Eddy Company, and have leased one of their lumber yards.
Ottawa Free Press 16 January 1893;
The Conroy mills at Lake Deschenes, with the many improvements and additions now being made to them will rank among the largest on the Upper Ottawa next summer. The firm have decided to lay tracks through the lumber yards in the spring and use a small locomotive similar to the one at Buell & Hurdman's for shunting purposes.
Ottawa Free Press 4 Januaru 1894
Messrs. Buell, Hurdman & Company's little locomotive "Ella C" is undergoing extensive repairs. When it starts work next summer it will likely be under another name. The little engine is the last of a number which was used a few years ago around the sawmills of Hull and the Chaudiere.
Ottawa Citizen 11 September 1896;
The Ottawa Electric Company have prepared plans to extend their line almost as far as Main street, in Hull. It is proposed to construct a wooden bridge from the present terminus to where the car tracks of Buell & Co. cross the roadway and from there to erect an iron trestle to Eddy's small stone building formerly occupied as the office of the company's sash and door factory.
Ottawa Citizen 29 May 1897.
A small engine used by Buell, Orr & Co. in their lumber yard on Thursday (27 May) ran off the track, extending from the firm's mills to the east side of the road leading to Hull, and nearly went over the bridge across the gully below the falls. The fireman sustained a couple of severe injuries.
Brigham's Creek
Ottawa Iron & Steel
Tramway under construction at the Haycock Iron Mine in 1874. Ottawa Citizen 25 June 1874 and 31 October 1874.
Hull and Wright Island
E.B. Eddy
Locomotives used from May 1888, converted to standard gauge. See Finding 5.16 and Industrial locomotive listing for Hull, Quebec. Shown on Fire Insurance plans 103074 of 1884 and 33002 of 1895. Part or all leased to Buell & Hurdman and later Hull Lumber (q.v.).
Fire Insurance plan NMC 10376 of 1898 shows "system of tramways in this yard disused at present but may be revived and location changed when the Interprovincial Bridge is completed and company's private system of switches and sidings are connected herewith."
Brewery Creek
Gilmour & Hughson
System of raised tramways shown in Fire Insurance plan NMC 11921 of 1901, located on the Ottawa River on the west side of Brewery Creek.
Hull Lumber
See E.B. Eddy.
Ironsides
Forsyth iron mine
Internal tramway. Ottawa Free Press 21 January 1880.
Located near Ironsides. -- Tramway cars convey the ore from the "hole in the ground" to the edge of the plateau, where it is dumped to the level below and carted away. -- work carried out under the superintendence of Captain Symons -- tramways will be run in the side shafts when necessary --
The ore is shipped by rail at present -- a team can make two trips a day to the cars - Chaudiere station of the St.L. & O. Railway --
Robbins mine - no tramway mentioned.
Baldwin mine - not being worked.
Haycock mine - status not mentioned.
Kingston Penitentiary
See Kingston Penitentiary
Billings Bridge
Merkley
Brickworks believed to have had an internal narrow gauge tramway.
Dolan & Code
Construction of Canadian Northern Railway. Ottawa Journal 27 March 1912.
Metropolitan Electric
Locomotives were used in the construction of the Britannia Power Canal by the Metropolitan Electric Company. The work was carried out by Messrs. Brewder (or Bruder) & M(a)cNaughton, contractors. May have been abandoned and left at Britannia after completion. Ottawa Journal - 29 November 1899 & 15 June 1912. Ottawa Citizen - 13 January; 8 & 24 February; 3, 4 & 17 April; May 1 & 18; June 30 1899.
There was about two miles of track with at least 28 cars in use.
Ottawa Electric
"Two locomotives and about forty cars are in use ballasting the line" (construction of OER Britannia line). Ottawa Journal 22 November 1899. At least one of these was from the C.P.R. Ottawa Free Press 23 October 1899.
Canal Basin
Currier & Co.
Ottawa Free Press 27 April 1882.
An elevated tramway for conveying lumber to their storehouse is being built by Currier & Co. on the eastern side of the Canal Basin. The tramway reaches from the large store building recently occupied by John Hill as a wholesale house, to the eastern end of Sappers Bridge, at the old stair landing.
Ottawa Times 26 June 1868.
A man named Montreuil, while engaged in coupling the cars on which lumber is conveyed on the tramways at the Chaudiere, accidentally got his head caught between them and was killed. Verdict - accidental death.
Baldwin's mills
Ottawa Citizen 11 May 1876
The Chaudiere lumber yards are completely submerged, and it is feared that unless the water soon subsides, numerous piles of sawn lumber will be carried down the river. During the last 36 hours the river has risen seven inches every 12 hours. This morning the strong current weakened one of the piers supporting an elevated railway in Mr. Baldwin's yard, and finally carried it away altogether. More.
Yesterday afternoon four piles of Mr. Baldwin's lumber tumbled into the water and carried with it about one hundred feet of an elevated tramway.
Ottawa Citizen 21 July 1875, 3 July 1881, 12 October 1897. Shown in Fire Insurance plan NMC 33002, 1895.
Bronson & Weston
Ottawa Free Press71 Jue 1878; 1 April 1880; 29 June 1882; Ottawa Journal 14 April 1890; Ottawa Free Press 26 January 1894; Ottawa Citizen 6 September 1899. Shown in Fire Insurance plan NMC 33002, 1895.
Ottawa Journal 26 May 1897.
The Hull Lumber Co., Chaudiere, have commenced to construct a siding near their saw mills similar to the one in the E.B. Eddy Co.'s yards.
Hurdman's mills
Ottawa Citizen 30 May 1888,
Messrs. Hurdman and Co. have a complete system of tramways from their mills to the yard.
About 10.30 this morning a lad named Brisson, ten years of age, employed at Hurdman's mill, was crossing the level car track on the road to Hull, when the cars came down and caught him. He was thrown violently for some distance, and before the brakes could be applied the first car had passed over both legs. More. (N.B. not clear whether this refers to a mill tramway).
Chaudiere Bradings Brewery/
Ottawa sewer ? This was brought to light through an article in the Ottawa Citizen 23 Nov 2012 "Lost Train to Nowhere Lebreton's Underground Railway" by Ian McLeod.
However, subsequent correspondence with a former Bradings brewery employee indicated that the north-south tunnel contained a conveyor belt only. The east-west tunnel appears to be quite deep (10 metres). Subsequent correspondence with Ian McLeod from people who worked at the brewery indicated:
1. that there was no railway in the brewery at all;
2. there was an underground railway and "One chap recalled how his father, who worked at Brading's, often talked about a little underground train. Another man, recalled how a friend of his in the mining business in Northern Ontario worked on and off at Brading's was sometimes called on to drive a small train there when the regular driver was off sick."
3. another possibility is that the east-west tunnel is/was part of the Ottawa Sewer system and the train was used to remove spoil during construction. Upon completion of the work the small train might have been abandoned rather than going to the expense of removing it.
In short - to date (March 2015) it is not known whether there was a railway here, who built it or if it has survived.
Perley & Pattee
Ottawa Citizen 15 September 1876, 29 May 1888, 1 June 1889, 27 November 1899.
Ottawa Free Press 11 May 1876; 4 August 1880, 2 November 1880, 14 November 1882; 8 November 1893. Shown on Fire Insurance plan, 1888, NMC 32999.
This tramway crossed Bridge street which was protected by a signal.
N.B. Perley and Pattee were purchased by J.R. Booth in the early 1890's.
Pierce & Co.
Ottawa Free Press 14 March 1889 & 24 July 1889; Ottawa Journal 27 March 1889.
Baker and Betcherman
Narrow gauge tramway, no locomotives.
Hartwell's Locks
Used to move soil from Hartwell's locks as infill. Narrow gauge steam locomotives in use.
No information. See Finding No. 19.
Bronson's piling ground and tramway, north of CAR and west of the Rideau Canal, shown on Fire Insurance plan NMC 32999-105.
Hogs Back
Royal Engineers
See Finding No. 8.
Mackenzie Avenue Unknown
Short railway used in construction of the Revenue Building. From a picture in the City of Ottawa Archives.
New Edinburgh
Edwards mill
Ottawa Free Press 28 March 1893 and 14 April 1893.
Parliament Hill
Goodwin also
Used in the construction of the Dufferin Bridge and later to move spoil from Parliament Hill to Majors Hill. See Finding No. 20.
Rideau Falls
The Union, Ottawa 10 October 1861
At the Rideau Falls--
A railway along the river front for two thousand feet, carries the lumber after it is sawn, and there are half a dozen railways branching towards the river , where slides carry it to the vessels at the wharves--
Rideau Locks
Short (standard gauge?) tramway used in the construction of the line between Nepean Point and Ottawa Central Depot. From National Archives photo PA-32188.
Rigaud Rigaud Granite Quarries 1925 Board of Railway Commissioners order 36600 of 14 July 1925. Canadian Pacific Railway is authorized to construct, within 6 months, a siding to serve Rigaud Granite Quarries at grade across John Street. Approves less than standard clearances from the gauge side to the narrow gauge trestle.
See industrial locomotive listing for Rockland, Ontario.
Johnson's quarry
Mill No 2
Ottawa Free Press 3 March 1893.
A railway track is being built from Johnson's quarries near Rockland, to the bank of the Ottawa River, some three miles long, to convey stone for shipment for the Soulanges canal. Mr. Stewart is superintending the work, a large number of men being quartered at Mr. James Johnson's. These quarries show an unusual depth of the best stone and will probably be worked for the next six or seven years.. Another immense quarry is located on Mr. Johnson's property but is as yet undeveloped.
Eastern Ontario Review
The tramway at Mill No. 2, which was undermined by high water collapsed on Friday, and fell toward the river, while 25 men, one horse and three car-loads of luimber were on it. Four men were slightly injured. It will take three weeks to repair the damage done.
M.J. O'Brien
Narrow gauge railway in explosives factory. See industrial locomotive listing for Renfrew, Ontario.
Finding No. 19.1 Updated 5 February 2005
The Glebe Tramway
The book "The Story of the Glebe" by John Leaning refers, on page 20, to a railway in the Glebe.
"....for a while, a rail-track to carry fill from a hill on the site of the future Glebe Collegiate to fill in the low area at Second and Third Avenues at Bank Street".
A phone call with Mr. Leaning indicated that this was built in the 1890 period but no further details.
Finding No. 19.2 Updated May 2009
The Tramway at the site of Carleton University.
This tramway was described by Lee Gault in Branchline of August 1971.
THE OTTAWA NARROW GAUGE RAILWAY - 1912.
by Lee Gault
Taking my cue from the name of our Society, I was inspired to contribute a little local history for the Newsletter.
It is about a narrow gauge railway, which operated in the City of Ottawa during the 1912 era, it is not recorded in the Railways of early Ottawa nor can it be found on any Ottawa maps of that period. I am pleased, therefore, that I was able to confirm that my recollections, of such a narrow gauge line was not a recent affliction of the mind "brought on by association with a bunch of railroad nuts". Graham Lancaster, also a native of Ottawa, and his brother Bill were able to remember the same operation in far greater detail. The line did not carry passengers or freight but transported earth and clay to fill in a swampy area, including an inlet of the Rideau River at the south end of Bronson Avenue, now known as Brewer's Park.
A parcel of the higher land adjacent to the CPR tracks south of Dows Lake belonged to the Orr family and according to memory became part of the Rogers Estate. A Mr. V. Rogers undertook to fill in the large swamp and inlet by an ambitious project. He brought in narrow gauge railway equipment consisting of two 0-4-0 saddle tank steam engines and several four wheel side-dumping cars plus one or two steam shovels. One line was used to remove a small hill or mound from the Seneca area for fill and the second line ran from Cunningham's Hill, which is now part of the Carleton campus. This second line ran east from the hill, over a wood trestle to cross the spillway creek from Hartwell Locks, then went under the CPR tracks through a stone culvert near White Bridge (it was white). It continued more or less parallel along the Rideau to the Brewer Park filling operation. The track was moved as the filling progressed by simply pinching it over a few feet at a time with crow bars powered "by brawny muscles and bits of encouragement from the section foreman." The steam shovel scooped gobs of clay from the hill to fill the cars and the engine hauled it's unit train away to the point of dumping.
I do not know what Mr. Roger's plans were, other than to improve and enlarge the estate. The operation came to a close about the beginning of World War 1 but the equipment remained on the scene for some time. The two engines were protected by a. wooden shed. They were hauled away about 1918 by the Dominion Cartage Go, with Bert Holloway in charge. He used low slung lorries drawn by six horse teams. They were loaded on flat cars and headed out to Prescott, destination unknown.
There is a lot of sticky clay in Brewer's park as testimony of the forgotten filling operation. Also, the stone culvert under the CPR right-of-way, which is shown on Ottawa maps of 1915 or later, remains and is used for a pathway to the Campus, The spillway at Hartwell Locks has been closed off and the creek bed disappeared with the construction of Carleton University.
What a treasure this line would have been to our hi-balling members.
An interesting article by Jean-Claude Dube and John Calvert in the May 2009 issue of OSCAR, page 18-19, (Ottawa South Community Association) gives a description of the Ottawa South Property Company which carried out this work. This can be found at: http://www.oldottawasouth.ca/documents/oscar/2009/2009-05-May.pdf
Finding No. 20.1 Updated 31 October 2014
The Dufferin Bridge or Parliament Hill Tramway The Ottawa Citizen of 19 July 1872 reported:
"Mr. Goodwin, the contractor for the new bridge, has erected an elevated tramway across the Canal, by means of which he proposes conveying the clay excavated on the western hill in grading Wellington street, across the Canal, for the purpose of filling in the Eastern abutments of the bridge."
In September 1873, the tramway was extended westwards and used to move spoil and rock from Parliament Square to Major's Hill (cars started to run on this section on September 26). This was carried out by Mr. Gibson and the work may have involved a new bridge or alterations to the original one. In 1874, the papers reported an accident which occurred to a man walking along a tramway near Parliament Hill. Horses were used to move car loads (or loreys) of earth, although they were unhitched before the bridge and presumably moved over it by gravity. The man, Patrick Conklin, was crossing the bridge and was about to be overtaken by some cars. He jumped on to the railing which gave way and he fell head first some forty feet to the ground. He recovered in hospital.
A second accident resulted in the derailment of a car on the bridge in August 1875.
Some of the rails and cars were shipped by the barge "Davis" to the Buckingham Plumbago Company on 10 October 1875, this company proposed to build a tramway from the mine to the Ottawa River. A temporary tramway was constructed to take the rails and cars down to the canal locks for loading. However, the last of the rails was not removed until 12 July 1876. The mud cars, the property of Mr. Gibson, which had been stored all winter (1875-6) on Majors Hill, were removed to the St. Lawrence and Ottawa Railway Sussex Street station in August 1876 and shipped west to be put to work on one of Mr. Gibson's railway contracts.
The tramway bridge is shown at the bottom of National Archives photo C-493.
The date given is November 1873 but it may have been earlier as the tramway was extended to Parliament Hill in September 1873.
Sources: The Citizen, Ottawa - 19 July 1872, 17 and 27 September 1873; 24 August 1874 and 14 July and 18 August 1876.
The Times, Ottawa - 25, 26 and 28 August 1874, 6 May 1875, 18 August 1875 and 11 October 1875.
The Free Press, Ottawa - 21 July 1874; 24 August 1874; 26 May 1875 and 11, 12, 14 and 15 October 1875.
Finding No. 20.2 Updated 31 October 2014 Buckingham Plumbago (Graphite) Mines
1877 Topley Photo "The Dominion of Canada Plumbago Company's Mines"
http://data2.archives.ca/ap/a/a026504.jpg
Ottawa Citizen, 1 March 1873
Proposed Enterprise.
Another enterprise of a larger character has been originated by a number of gentlemen connected with the important mining interests of the Riviere Aux Lievres. They have developed very rich mines of plumbago and phosphate of lime, and are extracting it in large quantities, but they find it more difficult to transport their freight over the four miles between Buckingham and the Ottawa river than the hundreds of miles it must be carried after it is conveyed to that point before it reaches the Eastern markets. Mr. Garrett, of the mining and lumbering firm of Garrett and Roberts, has suggested that a railroad might be constructed from the village to the wharf for the transportation of the immense quantity of minerals and lumber that must now be drawn in wagons over the worst of country roads before it can be shipped.
The project has been well received by every mill and mine owner on the Lievres. An organization has been effected under the title of the Buckingham and Lievres Railroad and Navigation Company and an act of incorporation will be secured for it as soon as possible. The object of the company is to construct a railroad from Buckingham wharf to the village and to place a line of steamers on the Lievres to connect the northern terminus of the road with the Little Rapids, twelve miles above the village. This will afford the lumbermen and the mine owners a cheap and rapid means of shipping their freight to the Ottawa river, and for procuring supplies, etc., for their mines and mills. Few of our readers are aware of the mineral richness of the country north of Buckingham.
http://news.google.ca/newspapers?id=2W8uAAAAIBAJ&sjid=p9kFAAAAIBAJ&pg=6334,3980750&dq=train+|+railway+|+railroad&hl=en
Ottawa Free Press, 11 October 1875
A quantity of railroad iron, sold by Mr. Gibson, contractor, to the Buckingham Plumbago Co., was, this morning, shipped on board a barge at the canal locks. A temporary tramway was erected for the purpose of loading on the metal.
The Times, Ottawa, 11 October 1875
The Buckingham Plumbago Company have purchased the rails used by Mr. Gibson, the contractor for excavating the Parliament Square. They purpose laying a tramway from the works to the Ottawa River to facilitate the transshipment of the produce of the mine.
The iron rails which were employed in the construction of Mr. Gibson's tram railway on Parliament Square and Major's Hill, were yesterday shipped by the barge Davis to the plumbago mines in Buckingham. The trucks were also taken down. It is evident from this that the Plumbago Company means business.
Account of a visit to the Buckingham Plumbago mine.--
After a pleasant ride down the river we arrived at the Buckingham Wharf. At least it is called Buckingham Wharf, although in reality about four miles from the village. Alighting from the boat, we observed the tramway cars and track lying at the wharf, awaiting transportation to the mines. This material, it will be remembered, was purchased from Mr. Gibson, contractor, of this city.--
THE TRAMWAY
The tramway is already being built, and when finished will be 300 yards in length. It will be double track, on an inclined plane, so that the velocity of the loaded cars will carry the empty cars up to the mines. --
Ottawa Free Press, 1 November 1875
--The rails for the tramway are still at the wharf, and will not be conveyed to the mines until sleighing sets in.
This 1877 Topley picture comes immediately after the picture of the Buckingham Plumbago Mines shown above.
It is captioned merely "Scenery" but one can surmise this is a picture of one of the mines.
The rails here would appear to be wooden, the iron rails would likely have been used on the "main line".
Ottawa Journal 12 February 1894
Ten tons of graphite a day. Mr. Walker's plumbago factory near Buckingham. "Graphite City" is 35 or 40 minutes drive from Buckingham.
There is a full description of the facilities.
From the ore shed to the crushers there is a train way to the mine. When the mine gets started fourteen cars will be put on this line to bring the ore from the mine.
It is expected that within two years there will be a railroad to the Lievre River, a few miles away where a shipping dock will be built.
John E. Udd, in his book "The Mines of Ottawa" lists Walker's Mines.
After a detailed description of the location "About 8 km north-west of Buckingham, it was worked by W.H. Walker and sold to the Dominion of Canada Plumbago Company in 1875. Twenty-five persons were reported to have worked on the property in 1889. No production was reported in 1892. It was worked again in 1894 (1895). The company was reported as having been l;iquidated in 1897 (1897). The deposit was worked again in 1902 and was famous for the quality of its products."
Map from Geological Survey Guide Book No. 3, Excursions in the Neighbourhood of Montreal and Ottawa (XII 1913).
Detail from map below
Finding No. 21 Updated 9 April 2019
Railway Structures Destroyed (Mainly) by Fire
Over the years, a large number of Ottawa area railway structures have been destroyed by fire. What follows is a list of those we have been able to identify. They are shown in alphabetical order by location.
Alexandria GTR station - 23 July 1915 {4}
Alfred Centre CNR station - 9 March 1919. {3}
Apple Hill CPR station burned in wreckage of collision between two freight trains - 6 September 1916 {4}
Athens CNR station - 12 March 1942, the new station was authorized on 23 June 1942. {3}{4}{Steve Hunter}{Bob Moore}
Aylmer CPR station - April 1891. {4}
Aylmer CPR station - 24 November 1926. {1}
Aylmer CPR station - 30 January 1967. {5}
Beachburg CNR station - destroyed by fire 27 February 1931. {4}
Bedell overhead highway bridge at m. 99.88, Winchester sub. - 12 May 1934. {3}
Bellamy's CPR station, 12 November 1886. {4}
Braeside CPR station, 22 June 1919. {4}
Bristol Pontiac and Renfrew Ralway enginehouse destroyed by fire shortly before April 1891. {4}
Britannia OER station, before 26 August 1908. {4}
Brockville Brockville and Ottawa roundhouse 7 July 1870 {4}
Brockville GTR freight sheds, partially destroyed - 11 July 1909 {4}
Brockville GTR locomotive shed - spring 1971. {Phil Jago}
Brockville CNR Perth Street crossing gate tower, derailment caused a stove to explode - Christmas 1970 {Phil Jago}
Buckingham CPR station - mid-April 1891. {4}
Caldwell CNR station - 28 August 1924. {4}
Cardinal GTR station - 6 February 1922. {2}
Carleton Place CPR carpenters shop - 27 July 1897. {4}
Carleton Place CPR roundhouse roof - 12 December 1911. {4}
Carlsbad Springs GTR station burned September 1906.
Cascades CPR station may have burned in 1910 but needs to be confirmed {Bruce Ballantyne}
Casselman CAR station and freight shed burned and bridge over South Nation river badly damaged by fire - 5 October 1897. {4}
Casselman CNR station - 12 September 1937. {2}{4}
Cheney CAR. station - 5 October 1897. {4}
Chats Falls Union Forwarding and Railway feight house, wharf and a "few rods" of railway - 21 September 1861 {4}
Chats Falls Union Forwarding and Railway - half a mile of track - 20 August 1870 {4}
Chats Falls Union Forwarding and Railway - half a mile of trestle - 4 July 1871 {4}
Clarence Creek CAR station possibly 6 Oct 1897 {4}
Clarendon CPR (K&P) station burned 2 December 1917
Crysler Ottawa and New York Railway station - 1 September 1908. {4}
Dalkeith - GTR pump house, engine room and water tank - 7 December 1907 {4}
Dalkeith - GTR station, before April 1914. {2}
De Beaujeu - see St. Polycarpe Junction.
Deschenes Hull Electric Railway power house - 19 October 1909. {1}{4}
Deschenes Hull Electric Railway power house (unused for four years) - 24 May 1932 {4}
Douglas CAR station - 17 March 1902. {4)
Dwyer Hill CNR station and freight shed - 12 May 1941. {2}
Eganville GTR station and freight shed - 22 April 1915. {2}{4}
Embrun O&NY trestle - 11 July 1908. {1}{4}
Farrelton ON&W station - 27 October 1902 {4}
Federal (Rideau Junction) Canadian Northern Railway coal plant - October 1916. {1}
Finch CPR/NYC station and freight shed - late 1926. {3}
Forfar CNR station - 27 September 1941 {4}
Forfar CNR roadmaster's house - after fall of 1979. {Steve Hunter/Phil Jago}
Gatineau CPR station - 29 May 1992 {5}
Glasgow CNR station - 26 March 1945. {3}
Glen Robertson GTR station - c.1916. {2}
Glen Sandfield GTR station - 15 August 1920 {4}
Gracefield O&G station - 18 December 1895. {4}
Gracefield CPR station - 3 September 1926. {1}
Haleys CPR station - demolished by a derailment of the Soo Express and subsequently caught fire - 10 December 1900. {4}
Hammond CAR station possibly 6 Oct 1897 {4}; GTR station - 13 June 1914 {2} {4}
Hawkesbury CAR roundhouse 26 November 1898 {4}
Hawkesbury CNOR station - 28 December 1904 {2}
Hawkesbury GTR station, partially destroyed by fire - 14 April 1910 {4}
Hull north end of the Interprovincial Bridge - 29 March 1946. {2}
Kemptville St. Lawrence and Ottawa station - destroyed in a storm 8 June 1874 {4}
Kinburn CNR station - June 1935. This was noted by Aubrey Mattingly but from later photographs this doesn't appear to have been the case. Maybe this was a minor fire which did not destroy the fabric of the building.
Kingston CPR (K&P) car shops -12 September 1905. {1}
Kingston Kingston, Portsmouth and Cataraqui Electric Railway workshop - 1 June 1902 {4}
Kingston Kingston, Portsmouth and Cataraqui Electric Railway car barns - 12 January 1909. {1}{4}
Kingston Kingston, Portsmouth and Cataraqui Electric Railway car barns - 3 March 1930 (this ended service) {1}{Bernie Geiger/UCRS}
Jasper (first) station - believed destroyed by fire in 1871
Jasper (second) station - destroyed by fire 17 June 1971 {4}
Laframboise - Canadian Northern station hit by lightning - 10 September 1912. {4}
Limoges - see South Indian
Manotick C.P.R. station and agent's house - Spring 1889. {4}
Maxville GTR station platforms and five boxcars loaded with pressed hay - 7 July 1911. {4}
Nolans CNoR station destroyed by fire when a kerosene lamp tipped over. (local story).
Newboro BW&SSM station - early August 1892 (hit by lightning). {4}
Ottawa Ottawa and Prescot Railway engine house - 14 November 1857. {4}
Ottawa Ottawa and Prescott Railway Sussex Street/McTaggert Street station - 7 May 1860.{4}
Ottawa CPR, car shed at the Chaudiere - 3 February 1890. {4}
Ottawa CPR, formerly St. Lawrence and Ottawa freight shed, formerly station, on Sussex Street - by July1895. {4}
Ottawa CAR Elgin Street roundhouse - 3 August 1899. {1}
Ottawa CAR Ottawa East car repair shops at Stewarton - 21 March 1902. {1}{David Jeanes}
Ottawa GTR freight shed - 16 August 1918. {1}
Ottawa Hull Electric waiting room under the Chateau Laurier - 16 January 1922. {4}
Ottawa Hall Fuels Ltd., warehouse, coal trestle,stockpiles (also 22 railway cars) - 26 June 1956 {4}
Ottawa CNR car department office and stores building (eastern end), former CAR first passenger station (Elgin Street) - 21 December 1941.{4}
Ottawa City Passenger Railway New Edinburgh stables hit by lightning and destroyed - 11 August 1891. {4}
Ottawa, Mann Avenue New York Central station - 2 April 1945 {4}
Ottawa Electric Railway storehouse adjacent to Albert street car barn - 6 January 1894. {4}
Ottawa Electric Railway Mill Street stables and machine shop - 5 May 1925. {1}
Ottawa Electric Railway Rockcliffe street car barn - 25 September 1927. {1}
Ottawa Electric Railway Rockcliffe street car barn - 23 June 1937. {4}
Ottawa Rochesterville, J.R. Booth piling grounds, trckage and platforms. 27 August 1894 {4}
Ottawa West Canadian Pacific (formerly Canada Central) roundhouse - 26 October 1883. {4}
Ottawa West Canadian Pacific Union passenger depot - 14 November 1895. {4}
Ottawa West the Great Fire of Ottawa-Hull 26 April 1900 destroyed the CPR station, freight shed and facilities. {1}
Ottawa West central and east sections of roundhouse - 20 February 1905. {4}
Ottawa West east wing of roundhouse - 12 April 1910. {1}{4}
Ottawa West third CPR station burned 1968 -1969. (Bruce Chapman)
Pana NYC (O&NY) station burned 6 December 1986 {4} . It had been used as a house after closure of the line in 1957.
Perth CPR car shops - 5 July 1902. {1}{4}
Perth CPR locomotive house - 21 November 1926. {1}
Petawawa CPR station and two cars of plasterer's materials - 2 July 1883 {4}
Prescott CPR Prescott roundhouse - 12 April 1909. {4}
Prescott CPR offices, freight shed and nine boxcars on freight shed siding - 20 November 1912. {4}
Prescott Canadian Car and Passenger Transit building - 1970. {Phil Jago}
Renfrew CPR Roundhouse partially destroyed 11 January 1926 {4}
Renfrew CNR station 8 January1987 {4}
Rideau (near Kingston) GTR station - 13 July 1912. {2} {4}
Rideau (near Kingston) CNR station - 16 December 1933. {2}
Sharbot Lake K&P pumphouse and part of Union station - 7 May 1898. {4}
Smiths Falls CPR roundhouse - 24 August 1893. {4}
Smiths Falls CPR coal dump - 17 January 1913. {4}
Smiths Falls CPR freight shed - 2 March 1922. {1}
Smiths Falls CPRstation, ground floor burnt out - 6 January 1930 {1}
South Indian CAR station and water tank - 5 October 1897 {4}
South Indian GTR passenger and freight station - 1909.{3}
St. Polycarpe Junction GTR station - 12 May 1914. {4}
St. Polycarpe Junction GTR/CPR station, before 15 September 1925. {3}
Thurso CPR station - 23 December 1947. {4}
Tweed CPR station - 27 December 1941. {4}
Vars GTR station - 9 August 1907. {2}
Yonges Mills Section Foreman's house - 1990's. {Phil Jago}
{1} Railway and Shipping World.
{2} Files in National Archives.
{3} Orders of the Board of Railway Commissioners and subsequent bodies.
{4} Local newspapers. (see https://churcher.crcml.org/circle/downloads.html or https://churcher.crcml.org/circle/papers%20by%20year.html )
{5} Bytown Railway Society, Branchline.
Finding No. 22 Updated 17 January 2003
Railway Pole Routes
Pole routes were used extensively by the railways to communicate between stations and offices. Although not used now, these could provide the historian with some clues as to the locations of some photographs, particularly by reference to the number of cross arms. The configuration of pole routes varied from time to time and the following tables show the situation in the Ottawa area in the 1960's. These show only those sections which included a dispatchers' phone. Additional wires and cross arms were used to work crossing circuits.
Canadian National - Number of Cross Arms
Beachburg sub.
Ottawa to Nepean
Nepean to Brent
Renfrew sub.
Nepean to Golden Lake
Golden Lake to Whitney
Locksley sub.
Whitney to National Junction, Pembroke
2 at 45º angle
Alexandria sub.
Coteau to Glen Robertson
Glen Robertson to Ottawa
Canadian Pacific Railway - Number of Cross Arms
M&O sub.
Vaudreuil to Hurdman
3 but 4 if crossing signals needed
Lachute sub.
Lachute to Hull
Belleville sub.
Smiths Falls to Glen Tay
Glen Tay to Agincourt via Trenton
Havelock sub.
Glen Tay to Agincourt via Havelock
Winchester sub.
Vaudreuil to Smiths Falls
Smiths Falls to Chalk River
Maniwaki sub.
Hull to Maniwaki
Waltham sub.
Hull to Waltham
Cornwall sub.
Soulanges to Hurdman
Prescott sub.
Bedell to Prescott
Brockville sub.
Brockville to Smiths Falls
Eganville sub.
Payne to Eganville
Carleton Place sub.
Ottawa West to Carleton Place
*From the Dispatching office in Smiths falls to the junction of the Chalk River and Belleville Subs north of Cornelia Street in Smiths Falls (Now called SCOTT in the timetable), there were 8 crossarms, 4 for the Chalk River, 4 for the Belleville/Havelock subs.
Bruce Chapman
In May 2017 Chris Hall prepared the following:
Beachburg Sub Mile 0 to Wass- Current pole line built around 1953 to take on circuits for the Renfrew Sub. Mainly copper wire (mostly removed) and some steel multistrand for signal power. Fibre optics lines still on poles. Remaining circuits are active today for CTC. In area of track relocation at Bank Street, signal circuits were buried. Prior to 1953 were original CNoR lines (iron wires) and poles, probably 2-3 crossarms from Hurdman to Federal. Some original 1912-1916 era insulators were re-used and are still in place. Orignal CNoR pole spacing 150 feet, current is 120 feet.
Beachburg Sub Wass-Nepean- Current pole line from around 1953, similar to line east of Wass. Still on north side. Circuits probably dead west of Federal. Fibre optics cable currently on poles, all insulators replaced during 1950's upgrade. Orignal CNoR pole spacing 150 feet, current is 120 feet. South side had CP line added around 1966 (insulators dated 1964) to replace the lost line from Bells Corners to Ottawa West. Began with 3 crossarms, reduced to 2 and still stands. This line continues east along the south side of the Walkley line through the yard to Hawthorne, then runs along the east/north side of the old NYC all the way to Ottawa Station. Line is heavily damaged in many spots and out of service. These have multistrand steel wires, likely copper core. Spacing is around 125 feet.
Walkley Line- CPR line on south side as mentioned previously, CN on north side with signal circuits. Through the yard area both CN and CP lines ran through the bush south of the yard. CN line connected to poles on Alexandria Sub east of Hawthorne. Spacing between poles around 125 feet.
Beachburg Sub Nepean to Brent- 6 wires on north side, removed in 1996. Some iron wires remain on poles in Pembroke and Beachburg to this date. Orignal CNoR pole spacing 150 feet lasted until removal.
Smiths Falls Sub- Federal to Mile 1.0 had 20 circuits, likely for signal power and CTC approach signal. West of Mile 1.0 typically 6 wires to Napanee (probably iron) with extra crossarms for crossing circuits. Entire pole line removed from Federal to Napanee in 1973/74. Original 1912 insulators were still in use at time of removal. Orignal CNoR pole spacing 150 feet lasted until removal.
Renfrew Sub- Likely one crossarm Nepean to Whitney, pole line removed west of South March station sometime after 1968. Line from Nepean to South March is copper and fairly modern, likely upgraded for CTC approach signals around 1953. Pole spacing currently around 120 feet, original probably 150 feet.
Alexandria Sub- 3-4 crossarms, pole line likely rebuilt in 30's or 40's, some original iron wires remained until fairly recently. Pole line destroyed in many places during ice storm of 1998, disabling CTC. Worst leaning poles removed shortly after, other poles being removed slowly to date. Hawthorne to Carlsbad Springs still has poles, 1 mile east of Carlsbad does too, no poles left on most of the remainder of the line. On north side Bell Telephone had a pole line with up to 50 circuits (4-5 crossarms) which was removed sometime after 1965. Between Hawthorne and CSTM on south/west side of "old Alex" subdivision some poles remain, iron wires still attached in areas- only spot left in Ottawa with iron wires. A few original 1880's insulators were still to be found all along the entire line until recently, with many newer ones added over the years. Current pole spacing around 120 feet, original spacing unknown, but probably 150 feet.
L'Orignal Sub- 2 crossarms, some copper and some iron wires. This line likely had 2 crossarms (old air photos show 2 in shadows cast by poles in Cyrville area) as it replaced the original telegraph line along the Ottawa to L'Orignal Road (later Hwy 17) that originated in 1847. Unsure if circuits were relocated to Alexandria Sub after 1939, but likely. Circuits were still being added or upgraded after 1927 by types of insulators found. Orignal CNoR pole spacing 150 feet lasted until removal.
Carleton Place Sub- CN line on south side had 4-6 iron wires. Built in 1870's, pole locations remained unchanged, although rotten ones swapped out. Spacing about 150 feet. Removed between 1955 and 1965. CP line on north side was up to 4 crossarms, less in later years. This line replaced an earlier line on same side with poles spaced further apart. Likely revamped in 1920's, but many older insulators retained. Poles spaced about 120 feet on CP line, original CP line likely 150 feet. Date of removal of CP line likely around 1990 abandonment, poles in Bells Corners stood later, "New" line coming off Beachburg Sub still standing east of Moodie Drive.
Finding No. 23 Updated 7 November 2018
The Miniature Train at Britannia Park
Bruce Ballantyne has provided this picture of the miniature live steam train that operated in Britannia Park until the 1950's. Bruce writes:
"Note that the photo was taken in a strategic location and time with the passing of a CP passenger train on the Carleton Place Sub with Pacific-type #1227 hauling the train (#1227 was one of the last steam engines to run out of Ottawa into early 1960). Also note the little water tank and pipe at the left for filling the little engine's tender. From the looks of the kids, I would say the photo was taken in the early 1950s. I don't know when the train and tracks were removed."
As a follow up, Bernie Geiger writes that in 1962:
1. The train was running counterclockwise (to even out the wheel wear?).
2. The water tower was still there.
3. The locomotive (4-4-0) was pulling two cars, similar or identical to the previous ones.
4. The wire fence (next to the CPR mainline) in the background has been replaced with a picket type fence.
Bernie provides this additional picture.
Al Craig pointed out that the miniature railway was operated originally on Toronto Island (about 1905), then it was put into storage for a while. After that George Cooper bought it, brought it to Ottawa, and petitioned the City to operate it in Britannia Park, which he did.
About 1958 or 1960 Cooper moved it with him to Orillia where it was operated in a park there at least until about 1998.
The locomotive (believed to have been built by Cagney in 1892) may now have moved from Orillia to The Herschell Carrousel Factory Museum on Thompson Street in North Tonawanda. It was restored by Mammoth Locomotive Works, Palisade, CO and placed on exhibit in 2013 by the Herschell Carrousel Factory Museum in North Tonawanda, NY.
The Britannia Amusement Park is covered in this web site http://cec.chebucto.org/ClosPark#Britannia
These pictures and an explanation were provided by Bob Nash following a visit to the Herschell Carrousell factory Museum in November 2018
Finding No. 24 Updated 16 March 2003
Change of Gauge at Prescott Junction
The Bytown and Prescott Railway was built to the standard gauge (4' 8½") whereas the Grand Trunk Railway, with which it connected at Prescott junction, was built to the provincial 5' 6" gauge. Interchange of cars was not possible between the two lines and this did not, pose great difficulties at first, particularly bearing in mind that much of the traffic on the Bytown and Prescott was conveyed by car ferry across the St. Lawrence River where it was put on the standard gauge American network at Ogdensburg.
However, the Grand Trunk broad gauge system became extensive and the Bytown and Prescott (which became the Ottawa and Prescott and later the St. Lawrence and Ottawa) found itself at a disadvantage, particularly when the second railway into Ottawa, the Canada Central, was built to the wide gauge and had the advantage of easy interchange with the Grand Trunk at Brockville. The Grand Trunk was also feeling the effects of the break of gauge with standard gauge railways and a solution was developed.
The Ottawa Citizen documents some through movements between the St. Lawrence and Ottawa and the Grand Trunk as follows:
For Chicago. Nine cars belonging to the Canada Rolling Stock Company are at the St. Lawrence and Ottawa Railway station today to be loaded with sashes and doors to be sent through to Chicago without transshipment. (12 March 1871)
Mr. Luttrell of the St. L. & O. Railway left town yesterday after making arrangements with the wholesale merchants of this city for heavy shipments of goods for the west. The freight will be sent without transshipment on change-gauge cars. (29 April 1871)
Seventeen cars laden with lumber were dispatched yesterday for Boston, to be delivered without transshipment via the St. L. & O. Railway. (18 May 1871)
Cars belonging to the National Car Company are at the St. Lawrence and Ottawa Railway depot, being loaded with beds, mattresses and bedsteads from Whiteside & Co.'s establishment, to be sent through to Chicago without transshipment. (7 November 1871)
This section of the Grand Trunk was converted to standard gauge on 3-4 October 1873, after which time cars could be interchanged freely.
How did the cars move from one gauge to the other? This question is answered in:
The American Railroad Freight Car : From the Wood Car Era to the Coming of Steel by John H. White Jr. (John Hopkins Univ. Press, Baltimore. 1993.) page 450.
ADJUSTABLE-GAUGE TRUCKS
"Before exploring other aspects of arch-bar trucks, we should study with greater care the 1868-1869 Grand Trunk truck mentioned earlier (Fig. 7.20). Because of its 5-foot 6-inch gauge, the Grand Trunk could not exchange cars with its connecting lines and was thus cut out from the economies of the interchange service just then developing. Just as the Union Line had experimented with broad-tread wheels to solve a similar problem, so too did the National Despatch Line, another fast freight line, develop a way to overcome the gauge difference, National Despatch adopted telescoping axles so that wheels could be reset for a 91/2-inch difference in track gauge.
"The scheme selected was patented by C. D. Tisdale of East Boston, Massachusetts, with the first patent having been issued in March 1863. Special wheels with extra-large hubs were fitted with key wedges. The axles were notched so that the wheels could be set at standard or 5 -foot 6-inch gauge. The keys were locked in place by a long safety pin and giant rubber bands. The position of the wheel was shifted by a gradually diverging or converging track. In the shift from broad to standard, the keys would be loosened and removed at one end of the tapering track, workmen in a 4-foot-deep pit removed the keys from below the train. A long shed was built over the pits to protect the workmen. With the keys out, the train was slowly pushed down the track, and the wheels-would be forced inward as the train moved along the converging rails, Once at the end, the workers would reinsert and lock the wedges and the train could go on its way. The change could be done in five to ten minutes. When shifting to broad gauge, a third rail set inside the tapering track pushed the wheel out to the wider gauge. Shifting stations were located at Point St. Charles, Montreal, and Sarnia, Ontario. The plan was first tried in November 1863, yet no serious consideration was given to it until early 1868. The tests proved so promising that by late in the following year two hundred adjustable-gauge cars were running between Chicago and Boston via the Michigan Central, the Grand Trunk, the Vermont Central, and several connecting lines in New England. The problems of the northern east-west route seemed to have been resolved, and three hundred more cars were ordered by National Despatch.
"Just months later, however, the Grand Trunk announced plans to rebuild its entire line to standard gauge. Major conversions were completed in 1872 and 1873, with all parts of the system having been remade to the Stephenson gauge by September 1874. This disruptive and costly conversion might have been avoided had the changeable-gauge trucks worked as well as advertised. Problems obviously had developed. The keyway grooves were said to weaken the axles. Misgivings over the safety of the telescoping axles were voiced as early as 1846, long before the Grand Trunk test. Considerable skepticism was expressed as to the reliability of the workmen charged with loosening and tightening so many wheels day in and day out. Even on the short freight trains of that time, could the men be trusted to pursue their jobs with care? Crouching in a dank pit for ten hours with a rumbling train overhead could be tiresome and lead to boredom and negligence. It seemed like a scenario for disaster. Even if the axle crews proved true to their duty, the normal wear of the shifting wheels would beget loose fits, and even a slight wobble could cause a derailment."
In spite of the potential disadvantages, the Grand Trunk felt this to be an advantage as this extract from the Ottawa Citizen of 12 July 1872 notes:
The Grand Trunk Railway authorities have recently issued a notice to the effect that the restrictions and difficulties existing hitherto at Port Huron, as regarded forwarding goods to the Western States, have at length been removed, and that the change of gauge cars of the Company enable it to ship goods, household effects, &c. to Chicago and other Western ports of entry without detention.
There is no reference in this account to a gauge change facility at Prescott Junction although this must have existed there, if only for a brief period. Another interesting and unexpected item of our railway history.
(With thanks to David Knowles for the reference)
Updated 9 April 2019
Findings Circle


text:
NYC's Swanky New Marriage Bureau
We wrote last year about New York City's plan to spruce up its marriage bureau in an effort to attract more matrimony-minded couples (and ...
by Zach Patton | January 8, 2009 AT 3:00 AM
We wrote last year about New York City's plan to spruce up its marriage bureau in an effort to attract more matrimony-minded couples (and more matri-money, too). NYC is currently second to Las Vegas in the number of marriage licenses it issues, and the Big Apple wants a bigger piece of the pie.
The $12 million renovation, which opens next week, replaces the old marriage bureau -- a cramped, 70's-era warren of bland, unsightly offices -- with a soft-lit marble showplace with expansive dressing rooms for brides-to-be.
And there's a city-run store, too, according to the New York Times :
Forget the wedding band? No problem. The new bureau offers an elastic faux-diamond band for $9. No flowers? They are available as well -- $4 to $7 for a single stem and $25 to $50 for a bridal bouquet. There is also hairspray ($4), disposable digital cameras ($16.25) and tissues, at $1.75 a pack, for the weepy types.
The Times also has a video tour of the new space.

redpajama_set_name: RedPajamaCommonCrawl


text:
Metro funds redirected to fight coronavirus
Special council meeting to consider spending as city deals with R1.5bn hole in budget
Nomazima Nkosi
Senior council reporter
Stock photo.
Image: 123rf.com/betonstudio
The Nelson Mandela Bay municipality redirected R100.2m from the Urban Settlement Development Grant to fund Covid-19 related projects.
This payment is contained in the early adjustments budget report for the 2020/2021 financial year that council still has to approve.
Councillors are expected to vote on the adjustments budget at a special council meeting on Wednesday.
Previously, Bay CFO Selywn Thys said the National Treasury had permitted metros to redirect unspent and uncommitted funds from the urban settlement allocation to implement their Covid-19 response plans.
This, as the city's operating budget showed an increase of R156m due to funds being moved from the capital budget, which decreased by R266m, to fight the spread of the coronavirus pandemic in the city.
In his executive summary, acting mayor Thsonono Buyeye confirmed that Treasury had not transferred grants from the last quarter of the 2019/2020 financial year.
The metro has a hole of more than R1.5bn in its budget.
"When tabling the 2019/2020 late adjustments budget on June 29 it was indicated that an amount of R753.8m had not yet been transferred by National Treasury from the 2019/2020 portion of various grants that were meant to be transferred to the municipality.
"This relates to the equitable share allocation [of] R255.4m, USDG R390m, public transport network operations grant R98.2m and neighbourhood development partnership grant of R10m
"It can be confirmed that these grants are yet to be transferred to the institution and the situation has escalated to the current financial year 2020/2021 where a combination of R840,117,000 has not yet been transferred by National Treasury to the municipality's bank account.
#Covid19 | All you need to know about the coronavirus
"In essence this means that by the time of concluding this budget, a total of R1,593,917,000 is outstanding in terms of actual grants being made to the municipality," Buyeye said.
The withholding of grants negatively impacts on service delivery.
This, as the city's Assistance to the Poor and Expanded Public Works programmes are funded by the equitable share which subsidises water and electricity for most indigent residents.
The National Treasury initially withheld the funds because the metro failed to act on a forensic investigation into the IPTS about three years ago, which uncovered alleged large-scale corruption and how hundreds of millions of rand had been wasted.
The appointment of Mvuleni Mapu as acting city manager on June 8 also became a bone of contention.
However, Mapu was arrested for fraud and corruption and released in August, with economic development head Anele Qaba quickly appointed in his place.
In September, Qaba stepped aside and on Friday, COO Mandla George was appointed by council as the interim accounting officer.
The next scheduled payment for the Bay's IPTS from National Treasury — of R79,000 — is due for release on October 23.
The redirecting of the grant to help fight the spread of the novel coronavirus will likely form part of the investigation by the Special Investigating Unit — which was unleashed by President Cyril Ramaphosa to probe Covid-19 expenditure.
Last month, The Herald reported that the Hawks had set their sights on seven companies that supplied Covid-19-related items.
Municipal spokesperson Mthubanzi Mniki failed to comment by print deadline on Monday.


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Previous Positron Emission Tomography (PET) studies of 5-HT1A receptors have shown an influence of several genetic factors, including the triallelic serotonin transporter gene-linked polymorphic region on the binding potential (BPND) of these receptors. The aim of our study was to investigate the relationship between a 5-HT1A promoter polymorphism and the binding potential of another selective 5-HT1A receptor antagonist, [18F]MPPF, in healthy subjects.
Thirty-five volunteers, including 23 women, underwent an [18F]MPPF scan and were genotyped for both the C(-1019)G 5-HT1A promoter polymorphism and the triallelic serotonin transporter gene-linked polymorphic region. We used a simplified reference tissue model to generate parametric images of BPND. Whole brain Statistical Parametric Mapping and raphe nuclei region of interest analyses were performed to look for an association of [18F]MPPF BPND with the C(-1019)G 5-HT1A promoter polymorphism.
Among the 35 subjects, 5-HT1A promoter genotypes occurred with the following frequencies: three G/G, twenty-one G/C, and eleven C/C. No difference of [18F]MPPF BPND between groups was observed, except for two women who were homozygote carriers for the G allele and showed greater binding potential compared to other age-matched women over the frontal and temporal neocortex. However, the biological relevance of this result remains uncertain due to the very small number of subjects with a G/G genotype. These findings were not modified by excluding individuals carrying the S/S genotype of the serotonin transporter gene-linked polymorphic region.
We failed to observe an association between the C(-1019)G 5-HT1A promoter polymorphism and [18F]MPPF binding in healthy subjects. However our data suggest that the small number of women homozygote for the G allele might have greater [18F]MPPF BPND relative to other individuals. This finding should be confirmed in a larger sample.
The binding potential (BP) of [11C]WAY100635 at 5-HT1A receptors is reported to be influenced by several genetic factors, including the serotonin transporter gene-linked polymorphic region (5-HTTLPR) [1, 2]. We have recently evaluated the impact of this polymorphism on the BP of another selective 5-HT1A receptor antagonist, [18F]MPPF (4-(2'-methoxyphenyl)-1-[2'-(N-2-pirydynyl)-p-fluorobenzamido]-ethyl-piperazine), given that [11C]WAY100635 and [18F]MPPF demonstrate several functional differences . [18F]MPPF is characterized by an affinity for 5-HT1A receptors in rat hippocampal membrane homogenates (Ki = 3.3 nM) which is lower than that for [11C]WAY100635 (Ki = 0.8 nM) , and more comparable to that of endogenous serotonin (5-HT) (Ki = 4.17 nM) . Furthermore, in contrast to [11C]WAY100635, [18F]MPPF is reported to be sensitive in vivo to the concentration of extracellular 5-HT [6–8]. Accordingly, we previously observed that healthy women homozygote carriers of the S allele of 5-HTTLPR had significantly greater [18F]MPPF BP than carriers of at least one LA allele .
In the present study, we have extended our research to examine a possible association between C(-1019)G 5-HT1A promoter polymorphism and [18F]MPPF BP. This polymorphism is located in the regulatory region of the 5-HT1A promoter which inhibits transcriptional repression of the 5-HT1A gene [9, 10], and is part of a 26 base pair imperfect palindrome . This palindromic region is recognized by two transcription factors; the nuclear deformed epidermal autoregulatory factor (NUDR, Deaf-1) and Hes5. This recognition occurs in an allele-specific manner, such that these proteins bind to the C allele but not the G allele. The G allele is reported to abolish repression by NUDR in raphe but not hippocampal neuron cultures . Thus, the G allele is supposedly associated with higher expression of 5-HT1A receptors in the raphe nuclei and decreased 5-HT release, consistent with the association reported between G/G genotype and major depression [11, 12].
The association of C(-1019)G 5-HT1A promoter polymorphism and 5-HT1A receptor binding has been studied in humans in three [11C]WAY-100 635 PET studies [1, 12, 13]. One of these studies was performed using a homogenous group of healthy subjects and failed to detect any significant relationship between C(-1019)G 5-HT1A promoter polymorphism and [11C]WAY-100635 BP . The other two studies, performed using a mixed population of depressed and healthy individuals, demonstrated greater BP in the raphe nuclei, the amygdala, and the hippocampus in carriers with at least one G allele compared to the C/C genotype [12, 13].
In the present study, we sought to identify possible associations between C(-1019)G 5-HT1A promoter polymorphism and [18F]MPPF BP in a homogenous group of healthy subjects, and further examined the potential confounding impact of triallelic 5-HTTLPR polymorphism.
Thirty-five healthy subjects were selected on the basis of (i) no sign or history of neurological, psychiatric, cardiovascular, pleuro-pulmonary or haematological illness, (ii) no ongoing central nervous system (CNS)-active treatment including neuroleptic, antiparkinsonian, methyl-dopa, β-blocker, monoamine oxidase inhibitor-A or -B, tricyclic antidepressant, thymoregulator or antimigraine treatment, (iii) no hormone replacement therapy, and (iv) a score below the threshold for depression (< 7) for the GHQ-28. All subjects gave their informed consent to participate in this study, which was approved by the local Ethics committee (CCPPRB, Centre Léon Bérard, Lyon) in accordance with the Declaration of Helsinki and French regulations on Biomedical Research.
Genomic DNA was extracted from endobuccal cell swabs, according to the BuccalAmp DNA Extraction Kit from Epicentre. Allele-specific polymerase chain reaction (PCR) amplification was performed according to the protocol originally described by Hong et al. , and enabled us to classify each subject into one of the three following groups: C/C, C/G or G/G. In addition, all subjects were genotyped for the triallelic 5-HTTLPR polymorphism and classified as S/S, S/LA and LA/LA (as reported previously; see  for details).
All subjects also underwent a 3-D anatomical T1-weighted sequence on a 1.5-T Siemens Magnetom scanner (Siemens AG, Erlangen, Germany). Data were acquired in the sagittal plane with 1 mm3 voxels and an anatomical volume that covered the whole brain. Magnetic resonance images (MRIs) were visually analysed by a neurologist to ensure that no brain lesion or malformation was present.
The methodology of tracer production, scan acquisition and data pre-processing was the same as previously described . To summarize, [18F]MPPF was acquired with a CTI Exact HR+ scanner for 60 min after the injection of 186 ± 24 MBq of [18F]MPPF. Specific activity ranged between 37 and 111 GBq/μmol . Sinograms were normalized, attenuated, scatter corrected and then reconstructed with filtered backprojection (Hanning filter: cutoff, 0.5 cycle/voxel). This yielded a dynamic set of 35 volumes of 128 × 128 × 63 voxels with a voxel size of 2.04 × 2.04 × 2.42 mm3. All PET acquisitions were performed during the afternoon, and the patient's level of vigilance was supervised throughout the entire PET acquisition to avoid somnolence or sleep.
Parametric images of binding potential (BPND [non displaceable], according to consensus nomenclature ) values were obtained using a simplified reference tissue model (SRTM)  previously validated by our group for [18F]MPPF studies . Cerebellar white matter, which is assumed to be devoid of 5-HT1A specific binding , was used as a reference region . Parametric images of BPND were transformed into a standard stereotaxic space (MNI template of the ICBM Project, ) using Statistical Parametric Mapping (SPM2, Wellcome Trust Centre for Neuroimaging, UCL, London, UK; http://www.fil.ion.ucl.ac.uk/spm/). Normalized BPND images were then smoothed using an 8 × 8 × 8 mm FWHM isotropic Gaussian kernel .
The BPND global values were extracted for all subjects using SPM and were compared among C/C, C/G and G/G subgroups using an ANOVA and the Statistical Program for the Social Sciences (SPSS, version 12). The significance threshold was set at p < 0.05.
We searched for possible statistical differences between BPND images according to C(-1019)G 5-HT1A promoter functional polymorphism using the linear model at each and every voxel . Given that all subjects are healthy volunteers, we hypothesize an invariant residual variance between groups. All analyses were performed using SPM2 on the normalized smoothed parametric BPND images. We chose an "ANCOVA by condition" design matrix, an explicit mask that includes the whole brain and brainstem, and uses global BP as a co-variable of no interest.
To further address the potential confounding role of gender, we performed subanalyses of the 23 women and 12 men, separately. Age was considered as a co-variable of no interest. We retained clusters with a threshold of p < 0.001 uncorrected at the voxel level, and a corrected threshold of p < 0.05 at the cluster level after SPM standard correction for multiple comparisons.
We further analysed [18F]MPPF BPND in the dorsal and median raphe nuclei using a region of interest (ROI) delineated on the average [18F]MPPF BPND image obtained from the normalized scans of our subjects by setting the threshold activity at 90% of the local maximum in the brainstem. The ROI was then displayed on the MRI template to verify its proper location in the peri-aqueducal grey matter of the brainstem. This ROI extended on the 13 consecutive slices displaying the raphe, with a total volume of 1400 mm3. For each subject, ROIs were then applied on normalized and smoothed parametric BPND images to extract a mean BPND value for this ROI. The mean BPND values of raphe were compared among C/C, C/G and G/G subgroups in the total population, as well as in women and men separately, using an ANOVA and SPSS (version 12). The global BPND values and age were considered as co-variables of no-interest. The significance threshold was set at p < 0.05.
In order to rule out that our findings were influenced by the previously demonstrated association between 5-HTTLPR polymorphism and [18F]MPPF BPND, we reprocessed all above analyses after excluding the eight subjects who were homozygote carriers of the S allele (four men and four women).
All of our 35 healthy subjects (12 men and 23 women) were Caucasian. The allele frequencies of C(-1019)G 5-HT1A promoter polymorphisms were comparable to those of others studies with European subjects; 38.6% with the G allele, 61.4% with the C allele, and three individuals (8.57%) homozygous for the G allele [11, 13]. Accordingly, the genotype distribution (see table 1) was in Hardy-Weinberg equilibrium (χ2 = 2.48; df = 1, p = 0.11). Regarding 5-HTTLPR polymorphism, homozygote carriers of the S allele were distributed as follows: two among the C/C group, six among the C/G group and none among the G/G group.
C(-1019)G 5-HT1A promoter polymorphism distribution.
There was no difference in the mean global BPND between the various allelic subgroups (C/C group: mean ± SD = 0.52 ± 0.09; C/G group: mean ± SD = 0.58 ± 0.17; G/G group: mean ± SD = 0.48 ± 0.13; p = 0.7), nor any significant influence of gender (p = 0.1).
When considering the whole sample of 35 subjects or the subgroup of 12 men, no significant difference in [18F]MPPF BPND was observed between the three genotypes of C(-1019)G 5-HT1A promoter polymorphism (C/C, C/G, G/G).
In contrast, when the analysis was restricted to the subgroup of 23 women, we found significantly greater regional [18F]MPPF BPND in homozygous carriers for the G allele compared to C/C and C/G individuals, while no difference was observed between these two latter populations. Differences between G/G and C/C subjects were observed in the anterior portion of the left superior and middle frontal gyri (pcorrected = 0.042) as well as over the right and left orbitofrontal cortex (pcorrected = 0.001) (see table 2), whereas differences between G/G and C/G individuals were found in the right and left mesial frontal pole (pcorrected < 0.001), the anterior aspect of the right middle and inferior temporal gyri (pcorrected = 0.004), the right orbitofrontal cortex (pcorrected = 0.014) and the right frontal dorsolateral cortex (pcorrected = 0.007) (see additional files 1 and 2). The same significant clusters were observed when women with C/G and C/C genotypes were combined and compared with the G/G group (see figure 1 and table 2).
SPM analyses performed in the subgroup of 23 women. k is the cluster size expressed in voxels.
NS: no significant. Only significant findings are shown.
SPM analysis of 23 women demonstrating differences between G/G genotype and C/G and C/C genotypes. Women with G/G genotype demonstrated greater [18F]MPPF BPND than women with C/G and C/C genotypes in the right and left mesial frontal pole, the right second and third temporal cortex (T2, T3), the left superior and middle frontal gyri (F1 and F2), the right orbitofrontal cortex, the right dorsolateral frontal cortex and the left inferior frontal gyrus (F3). All displayed regions had a height threshold at pcorrected < 0.05 at the cluster level after correction for multiple comparisons. Colour scale: Z score.
Reprocessing the above analyses after exclusion of the eight homozygote carriers for the S allele of the 5-HTTLPR polymorphism only slightly modified our findings. Indeed, only the subgroup of 19 women demonstrated significant differences in [18F]MPPF BPND in relation to C(-1019)G 5-HT1A promoter polymorphism, with greater BPND for those with G/G compared to those with C/C and C/G (see table 3). Significant clusters affected the same brain regions as those described above, but were more extensive and included the bulbar serotoninergic nuclei (pcorrected = 0.021) (see figure 2).
SPM analyses performed in the subgroup of 19 women after the exclusion of the homozygote carriers of the S allele of the 5-HTTLPR polymorphism.
k is the cluster size expressed in voxels. Only significant findings are shown. NS: no significant.
SPM analysis performed after exclusion of homozygote carriers for the S allele of the 5-HTTLPR polymorphism. Of the subgroup of 19 women analysed, a comparison of the G/G and C/C genotypes demonstrated comparable findings to those illustrated in figure one, with an additional significant cluster over the bulbar serotoninergic nuclei. Colour scale: Z score.
We failed to identify an association between C(-1019)G 5-HT1A promoter polymorphism and [18F]MPPF BPND in the dorsal and median raphe, even when the analysis was restricted to women, and also after excluding homozygous carriers for the S allele for 5-HTTLPR polymorphism (see table 4).
Mean [18F]MPPF BPND values of raphe nuclei.
In this PET study, no clear cut association was identified between C(-1019)G 5-HT1A promoter functional polymorphism and [18F]MPPF/5-HT1A receptor binding. This negative finding could reflect an unsatisfactory statistical power. However it should be stressed that the primary analysis upon which this conclusion is drawn contrasted 21 subjects with C/G genotype and 11 subjects with C/C genotype, in accordance with the general empiric consensus that neuroimaging studies that include groups of 12 subjects benefit from adequate statistical power. The 9 additional subjects with C/G genotype are likely to compensate the marginally reduced statistical power related to the 11 subjects in the C/C group. Overall, we believe that the statistical power of our main negative findings, though necessarily uncertain, is fully consistent with that used in the great majority of PET studies worldwide.
The women homozygote carriers for the G allele appeared to demonstrate greater [18F]MPPF BPND in various frontal and temporal brain regions than those carrying at least one C allele. However, the significance of this latter finding, which was shown to be independent of the previously reported association between 5-HTTLPR polymorphism and [18F]MPPF BPND in women, remains uncertain, due to the small number of individuals with a G/G genotype. Indeed, only three of our 35 healthy subjects (9%), including two women, were homozygous for the G allele, a figure consistent with the 8-10% prevalence of this genotype in the general population. This small number of subjects carries the risk of spurious PET findings, despite the strong statistical significance of our SPM analysis. It must be stressed that there is no easy solution to this limitation. The number of controls who can be scanned in any given PET centre is constrained by ethical issues, providing little justification to study larger populations than those reported here. Conversely, mixing data from healthy controls with those from patients suffering from various psychiatric disorders, reported in previous studies [12, 13], makes it impossible to identify the direct effect of genetic polymorphism from that of its associated pathologies. An alternative for a future study would be to first screen the C(-1019)G 5-HT1A promoter polymorphism in a sufficiently large series of normal subjects in order to select an appropriate number of subjects homozygote for the G allele who will then undertake a [18F]MPPF PET study.
There is still very few data regarding the functional impact of C(-1019)G 5-HT1A promoter polymorphism on the serotoninergic system. Direct assessment of this polymorphism in rodents is made difficult by the fact that it is not present in rat or mouse genes. However, the G(-1019) allele was shown to abolish the repression of 5-HT1A autoreceptor transcription mediated in the raphe nuclei by NUDR in vitro. The resulting over-expression of 5-HT1A autoreceptors should lead to a reduction of 5-HT release and a possible homeostatic over-expression of post-synaptic 5-HT1A receptors . However, not all studies support this view. In particular, the mRNA expression and protein density of 5-HT1A post-synaptic receptors were shown not to respond to a reduced 5-HT concentration following lesion of the raphe or administration of PCPA [24, 25]. Moreover NUDR can act as a repressor or an enhancer, depending on cell type and promoter sequence [26, 27]. In particular, it was found that NUDR enhances rather than represses 5-HT1A transcriptional activity in hippocampal and septal cells . Overall, the complex organisation of gene regulation in vivo, as well as the possibility of compensatory mechanisms, makes it difficult to draw any firm conclusion regarding the impact of C(-1019)G 5-HT1A promoter polymorphism on 5-HT1A receptor expression in humans.
Three [11C]WAY-100635 PET studies have previously investigated this issue, and have reported discordant results [1, 12, 13]. Two series included a mixed population of depressed or bipolar patients and healthy subjects, and both found greater [11C]WAY-100635 BP in carriers of at least one G allele compared to the C/C genotype, over the raphe nuclei, the amygdala, and the hippocampus [12, 13]. Conversely, the third series, which, like our study, investigated a homogeneous population of normal individuals, failed to detect any association between C(-1019)G 5-HT1A polymorphism and [11C]WAY-100635 BP . The data from these three series also differ in terms of gender distribution, with a greater [11C]WAY-100635 BP reported in women in the two mixed population studies [12, 13]. In our studies, gender proved to be a crucial factor regarding the genetic variables that influence [18F]MPPF BPND which association with 5-HTTLPR and C(-1019)G 5-HT1A polymorphisms were found exclusively in women . Similarly, another PET study demonstrated an association between monoamine oxidase A (MAO-A) polymorphism and [11C]WAY-100635 BP selectively in women . Other preclinical and clinical reports support sexual dimorphism in serotoninergic neurotransmission (see for review ). In particular, women and men differ in terms of blood and cerebral 5-HT concentration [30, 31], and availability of 5-HT1A receptors .
Other important methodological issues need to be considered when interpreting available PET data, including age of subjects, data analysis, and the molecular characteristics of ligands. Binding of [11C]WAY-100 635 and [18F]MPPF to 5-HT1A receptor is reported to significantly decline with age, especially in women [32, 33, 15, 34]. We have addressed this issue by incorporating age as a co-variable of no-interest in our analyses, in contrast to most previous studies which have failed to address this or provide information regarding the age distribution in each genotype subgroups. It should also be noted that we searched for differences between groups at each and every voxel using SPM analysis, in contrast to previous studies which have solely used different sets of predefined ROIs. However, the main difference between our study and previous series lies in the molecular characteristics of [18F]MPPF compared to [11C]WAY-100 635. Specifically, [18F]MPPF exhibits a relatively low affinity for 5-HT1A receptors, comparable to that of endogenous 5-HT, and appears to selectively bind to externalized receptors , whereas [11C]WAY-100 635 demonstrates greater affinity and a non-selective binding to both internalized and externalized receptors . These differences may make [18F]MPPF more sensitive than [11C]WAY-100 635 to the extracellular concentration of 5-HT, as suggested in rodents . In particular, [18F]MPPF BPND might increase as a result of decreased 5-HT release . Accordingly, the greater [18F]MPPF BPND observed in healthy women homozygote carriers for the G allele, if confirmed, could reflect the downstream consequences of an increased expression of 5-HT1A autoreceptors in the raphe nuclei, i.e. a decreased release of 5-HT as well as a subsequent increased expression of post-synaptic 5-HT1A receptors. However, the lack of clear-cut changes in [18F]MPPF BPND over the dorsal and median raphe nuclei does not support such a mechanism.
An original aspect of our study was to take into account both 5-HTTLPR and C(-1019)G 5-HT1A promoter polymorphisms, and to ensure that any effect of the latter on [18F]MPPF BPND was not due to an imbalanced distribution of 5-HTTLPR alleles among the different groups considered. Interestingly, while both polymorphisms are associated with common features regarding [18F]MPPF BPND (same gender specificity and greater [18F]MPPF BPND in subjects with supposedly lower extracellular concentration of 5-HT), these were observed in distinct brain regions. Whereas differences in [18F]MPPF BPND associated with 5-HTTLPR polymorphism were previously reported predominately over paralimbic regions (parahippocampal, orbitofrontal, insula, cingulate) , [18F]MPPF BPND associated with C(-1019)G 5-HT1A promoter polymorphism, was primarily localised to the frontal and temporal neocortex in this study. These distinctive patterns might reflect the involvement of specific serotoninergic projection pathways.
Overall, our study failed to demonstrate any significant association between C(-1019)G 5-HT1A promoter polymorphism and regional distribution of [18F]MPPF BPND in our entire sample. This negative finding was also observed in C/C and C/G women but our data suggest that the small number of women homozygote carriers for the G allele display greater [18F]MPPF BPND relative to other individuals. Confirmation of this latter finding, together with the previous studies of 5-HTTLPR polymorphism, indicates that these two polymorphic regions are relevant co-variables of age and gender, which should be considered for future [18F]MPPF studies in normal individuals as well as patients.
AL coordinated the study. FL participated to the execution of the study. CB carried out the genotype analyses. MA participated to the [18F]MPPF radiosynthesis. AL, NC and SB processed and analyzed the PET data. AL, NC, PG, and PR interpreted the results. AL, PG and PR drafted the manuscript. All authors read and approved the final manuscript.


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Telmatoscopus zeus és una espècie d'insecte dípter pertanyent a la família dels psicòdids.

Descripció
 Mascle: ales d'1,85 mm de longitud i 0,77 d'amplada, pàl·lides i sense marques; sutura interocular lleugerament arquejada; occipuci lleument protuberant; front amb una àrea rectangular pilosa; palp núm. 2 més llarg que el 3; antenes d'1,35 mm de llargària i amb l'escap una mica més llarg que el pedicel; fèmur i tíbia d'igual mida.
 La femella no ha estat encara descrita.

Distribució geogràfica
Es troba a Indonèsia: Papua Occidental.

Referències

Bibliografia
 Ježek, J., 1989. Contribution to the taxonomy of the genus Telmatoscopus Eat. (Diptera, Psychodidae). Acta Musei Nationalis Pragae. 44B:75-104.

Enllaços externs
 Arctos
 ION

zeus

redpajama_set_name: RedPajamaWikipedia


text:
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