Port Dalhousie and the Thorold Railway pay roll for the months of April and May, 1855, signed by S.D. Woodruff, June 13, 1855

Port Dalhousie and the Thorold Railway pay roll for services of engineering and contingencies furnished for the months of April and May, 1855, signed by S.D. Woodruff, June 13, 1855.

Port Dalhousie and the Thorold Railway pay roll for the months of June, July and August, 1855, signed by S.D. Woodruff. There is an envelope included with this document, Aug. 21, 1855

Port Dalhousie and the Thorold Railway pay roll for services of engineering and contingencies furnished for the months of June, July and August, 1855, signed by S.D. Woodruff. There is an envelope included with this document, Aug. 21, 1855.

Port Dalhousie and the Thorold Railway pay roll for the months of March, April and May, 1856

Port Dalhousie and the Thorold Railway pay roll for services of engineering and contingencies furnished for the months of March, April and May, 1856.

Port Dalhousie and the Thorold Railway pay roll for the months of March, April and May, 1856, signed by S.D. Woodruff, June 3, 1856

Port Dalhousie and the Thorold Railway pay roll for services of engineering and contingencies furnished for the months of March, April and May, 1856, signed by S.D. Woodruff, June 3, 1856.

Port Dalhousie and the Thorold Railway pay roll for the months of June, July and August, 1856, signed by S.D. Woodruff, Sept. 2, 1856

Port Dalhousie and the Thorold Railway pay roll for services of engineering and contingencies furnished for the months of June, July and August, 1856, signed by S.D. Woodruff, Sept. 2, 1856.

Port Dalhousie and the Thorold Railway pay roll during Nov. 1856. This is signed by S.D. Woodruff, Dec. 9, 1856

Port Dalhousie and the Thorold Railway pay roll for extension of the service during Nov. 1856. This is signed by S.D. Woodruff, Dec. 9, 1856.

Denver and Rio Grande Railway schedule

Denver and Rio Grande Railway schedule, 1881.

“Frisco Line” St. Louis and San Francisco Railway the direct line through St. Louis schedule

“Frisco Line” St. Louis and San Francisco Railway the direct line through St. Louis schedule, Jan. 9, 1882.

Exploring the relationship between ethnicity and hypertension in Canada

Background: Previous work examining differences in hypertension across ethnic groups employ race as the principal variable. While differences in hypertension have been identified across racial groups, there is great variation between ethnic groups amongst racial groupings that could mask differences in hypertension and cardiovascular disease (CVD) risk. In light of Canada's ethnic diversity, research aimed at identifying specific groups that are at a health disadvantage is essential for understanding the health of the overall population. In addition, this research would be beneficial for creating programs and policies aimed at reducing or eliminating these disparities. Since CVD is the leading cause of mortality in Canada and hypertension is one of the most significant and modifiable risk factors for CVD, it is important to move past crude classifications based on race and examine ethnic group differences. The purpose of this study is to examine the relationship between ethnicity and hypertension in Canada, while employing more narrow classifications for ethnicity than previous studies. In addition, because ethnicity has been shown to be representative of an individual's social experience, this study also aims to investigate whether this relationship can be explained by one or all of the following variable: socioeconomic status, physical activity, body mass index, smoking status, daily alcohol consumption or acculturation. Methods. This study used the 2004 Canadian Community Health Survey, cycle 2.1 to compare 29 different ethnic groups in Canada on whether they had high blood pressure that had been diagnosed by a health professional. Associations were examined using logistic regression. Subsequent logistic regression analyses included socioeconomic status, physical activity, body mass index, smoking status, daily alcohol consumption and acculturation to test for the effect of each of these variables on the relationship between ethnicity and hypertension. Results. Ukrainians, Chinese, Portuguese, South Asians, Aboriginals, Blacks, Filipinos and South East Asians were found to have significantly higher odds of having high blood pressure than Canadians (OR's = 1.50, 1.56, 2.72, 1.38, 1.36, 1.66, 2.21 & 2.24 respectively, p<.001). In addition, the only significant mediating effects were between SES and Aboriginals as well as obesity and Aboriginals. None of the other independent variables accounted for >10% of the risk experienced by the ethnic groups that were significantly associated with hypertension. Interpretation: The odds of having high blood pressure in Canada varies considerably across ethnic groups within racial groups indicating previous research is not specific enough to inform policy and program development. Because this study was not able to explain this relationship using the sociodemographic and lifestyle factors mentioned above, future research should be done to determine what places certain ethnic groups at a greater risk in order to tailor interventions aimed at reducing high blood pressure that are suited to the specific needs of each cultural group.

Petrography, Petrochemistry and petrogenesis of Huronian volcanic rocks of the Elliot Lake region, Ontario

In the Elliot lake region of northern Ontario, Yolcanlc lava piles represent the lowermost units of the Huronian SUpergroup. These rocks general1y trend east-west and belong to the Elliot lake Group. They are s1tuated on the north and south limbs or the QuIrke lake Syncline. The volcanIc rocks of this study contain a secondary minerai assemblage consisting of actinolite, biotite, chlorIte, eptdote/cllnozoislte tttanomagnettte and calcite characteristic of greenschist metamorphism. Compilation of data suggests that metamorphism of the volcanic rocks proceeded between 325- and 425-C and between 2.4 and 4.7 kb. Geochemtcally these lavas represent tholeiitic and calc-alkaline assemblages. The tholeiites are character1sttcally enriched tn Fe and Tt and consist mainly of basalts, basaltic andesites and andesites. These rocks are believed to have formed by the partIal melting of a peridottte source at low P-T. In contrast, the calc-alkaline rocks are depleted in Fe and TI, but show a signIficant enrichment In 51 and Zr; andesIte Is the major rock type for thIs assemblage. I·t Is postUlated that the calc-alkalIne sU1te of rocks was the result of eIther the partIal meltIng of abasaltic·magma at shallow depth, or the melttng of s1al1c crustal materIal due to the added we1ght of tholeiitIc material on an unstable crust and to downwarplng processes Inttlated by convection cells.

Buffalo, Brantford & Goderich Railway, County of Welland account book, 1853

The Buffalo and Brantford Railway Company was formed in 1850. The railway was renamed the Buffalo, Brantford & Goderich Railway in 1852 to reflect the plans to extend the line to Goderich. Financial problems led to a British group taking over the railway a few years later and the name was changed to the Buffalo & Lake Huron Railway. It was June 1858 before the line to Goderich was completed. Source: (http://brantford.library.on.ca/genealogy/railways.php#buffalo) March 8, 2010

Second Welland Canal - Book 3, Survey Map 19 - Petersburgh and Humberstone

Survey map of the Second Welland Canal created by the Welland Canal Company showing the areas in and around Petersburg and Humberstone. Identified structures associated with the Canal include North and South Back Ditches, Bridge Tender's Building, Towing Path, Old Back Ditch, and Covered Drain. Features of the First Welland Canal are noted in red ink. Surveyor measurements and notes can be seen in red and black ink and pencil. Local area landmarks include bridge, barns, ruins of Stone Mill (burnt), Wesbern (Wabern) Hotel and spoil banks. Roads labelled running parallel to Canal is the south Road Allowance. Roads perpendicular to Canal include Road Allowance between 1st and 2nd Concession, Road to Waterloo Ferry, Road Allowance between 2nd and 3rd Concessions. Properties and property owners/renters are identified as follows: A. Augustine, Captain Duffil, O. Farres, I. Schooley, George Augustine, E. Schooley (Schooly), R. and J. Kilmer (Killmer), J. Urich, J. Thompson (Tompson), M. Reeb, G. Wilson, J. Klee, John Steel, E. Augustine, Furry, J. Jackson, Robert House, R. White, J. Crame, D. Saff, J. Kinnard, J. Schooley, Dickson, C. Erhoff, and G. Rother."Village of Petersburgh" - Scale 2 Chs. per Inch "Humberstone" - Scale 4 Chs. per Inch,

Second Welland Canal - Book 3, Survey Map 20 - Village of Port Colborne

Survey map of the Second Welland Canal created by the Welland Canal Company showing the areas in and around Port Colborne and Grantham Township. Identified structures associated with the Canal include Basin, Guard Lock, Two Lock Tender Houses, Lock House Lot, Collectors Office House, Towing Path, North and South Back Ditches, and land reserved for future improvemnt of basin. Surveyor measurements and notes can be seen in red and black ink as well as pencil. Local area landmarks dentified include Bridge, Rail Road Swing Bridge, Spoil Bank, Water Tank, Frazer Street Railway Station, Buffalo and Lake Huron Rail Road, Welland Rail Road, and land reserved for "Gardens for Lock Tenders". Local businesses identified include A.K Scholfield Store House Lot and Wharf, two stores and a tavern. Roads running parallel to Canal include King St., "present Travel Road", and the Southern Road Allowance. Roads running perpendicular to Canal include Kent St., Charlotte St., Clarence St., Princess St., Elgin St., George St., Frazer St., Alma St., Eastern Road Allowance. Properties and property owners are also identified and include P. White, John Flynn, George McMicking, Charles Carter, William H. Merritt, A.K. Scholfield, F. Gallgher, Ed McCabe, M. Smith, E. Lawder, J. Hanley, J. Harris, P. Gibbons, M. McGoveran, M. Madden, J. Hardison, T. Nihan, D. Gibbons, J. Cross, William Mellanby, Elis Gordon, Jane McCardy, L.G. Carter, T. Greenwood, C. Armstrong, J. McGillivray, T. Schofield, Mrs. Lanue, D. Mc_______, K. Minor, J. Manly and John McRae.

Two Black Gentlemen Photographed by John Cooper, London/St. Thomas, Ont. [n.d.]

An undated cabinet card of two Black men photographed by John Cooper, who operated as a photographer in London, Ont. and St. Thomas, Ont. from 1857 - 1890. The reverse of the photograph features the photographer's stamp in coloured ink. This photograph was in the possession of Iris Sloman Bell, of St. Catharines. The Sloman - Bell family have relatives who include former Black slaves from the United States. John Cooper is listed as a photographer and daguerrean artist in 1857 - 1890 in London, Ont. and in 1874 in St. Thomas, Ont. Source: Phillips, Glen C. The Ontario photographers list (1851-1900). Sarnia: Iron Gate Publishing Co., 1990. "Cabinet card photographs were first introduced in 1866. They were initially employed for landscapes rather than portraitures. Cabinet cards replaced Carte de visite photographs as the popular mode of photography. Cabinet cards became the standard for photographic portraits in 1870. Cabinet cards experienced their peak in popularity in the 1880's. Cabinet cards were still being produced in the United States until the early 1900's and continued to be produced in Europe even longer. The best way to describe a cabinet card is that it is a thin photograph that is mounted on a card that measures 4 1/4″ by 6 1/2″. Cabinet cards frequently have artistic logos and information on the bottom or the reverse of the card which advertised the photographer or the photography studio's services." Source: http://cabinetcardgallery.wordpress.com/category/cabinet-card-history/

Erie & Niagara Railway Collection, 1864-1884

William Alexander Thomson (1816-1878) was a promoter and developer of railway systems in western Ontario. He incorporated the Fort Erie Railroad Company in 1857, purchased the Erie and Ontario Railroad in 1863, and incorporated the Erie and Niagara Extension Railway Company in 1868 (later renamed the Canada Southern Railway). Thomson was also elected to the House of Commons for Welland in 1872, and re-elected in 1874. He was known for his support of public management of the currency and is seen as a pioneer advocate of government monetary policy. He was also an advocate of radical agrarian economic doctrine, believing that Canadian laws favoured mercantile interests over those of the producers of goods, and that this hindered national development.