Pay roll voucher #30 from the Engineer Department of the Welland Railway for the Southern Division for the month of August, Aug. 31, 1857

Pay roll voucher #30 from the Engineer Department of the Welland Railway for the Southern Division for the month of August, Aug. 31, 1857.

An investigation of geological and geochemical characteristics of late-Quaternay sediments in the Georgian Bay Region, Southern Ontario

Core samples of postglacial sediments and sediment surface samples from Shepherd Lake on the Bruce Peninsula, Harts Lake on the Canadian Shield, and two cores from Georgian Bay (core P-l in the western deep part and core P-7 in the eastern shallow part) have been analyzed for pH, grain size distribution, water content, bulk density, loss on ignition at 4500C and 11000 C, major oxides (Si02 ,A1203,!FeO,MgO,CaO, Na20,K20,Ti02 ,MnO and P205) and trace elements (Ba,Zr,Sr,y,S, Zn,Cu,Ni,Ce and Rb). The sediment in Georgian Bay are generally fine grained (fine silt to very fine silty clay) and the grain size decreases from the Canadian Shield (core p-7) towards the Bruce Peninsula (core P-l) along the assumed direction of sediment transport. This trend coincides with a decrease in sorting coefficient and an increase in roundness. Other physical characteristics, such as water content, bulk density and loss on ignition are positively correlated with the composition of sediments and their compaction, as well as with the energy of the depositional environment. Analyses of sediment surface samples from Shepherd Lake and Harts Lake indicate the influence of bedrock and surficial deposits in the watershed on pH condition that is also influenced by the organic matter content and probably I ! I man's activities. Organic matter content increases significantly in the surface sediment in these small lakes as a result of either natural eutrophication or anthropogenic organic loading. The extremely high organic matter content in Shepherd Lake sediment indicates rapid natural eutrophication in this closed basin and high biological productivity during postglacial time, probably due to high nutrient levels and shallow depth. The chemical composition of the Canadian Shield bedrock is positively correlated with the chemical characteristics of predominantly inorganic lake sediments that were derived from the Shield rocks by glacial abrasion and by postglacial weathering and erosion of both bedrock and surficial deposits. High correlation coefficients were found between organic matter in lake sediments and major oxides (Si02,AI203,.~FeO, MgO,CaO,K20 and MnO) , as well as some trace elements (Ba,Y, S,Zn,Cu,Ni and Rb). The chemical composition of sediments in Harts Lake and core P-7 in Georgian Bay on the Canadian Shield differs from the chemistry of sediments in Shepherd Lake and core P-l in Georgian Bay on the Bruce Peninsula. The difference between cores P-l and P-7 is indicated by values of Si02 , AI203 ,:LFeo,Mgo,CaO,Ba,Zr,Sr,y and S, and also by the organic matter content. This study indicates that the processes of sediment transport, depositional environment, weathering of the rocks and surficial deposits in the watershed, as well as chemical composition of source rocks all affect the chemical characteristics of lake sediments. The stratigraphic changes and variations in lake sediment chemistry with regard to major oxides, trace elements, and organic matter content are probably related to the history of glacial and postglacial lake stages of the Georgian Bay Region and, therefore, the geochemical data can make a useful contribution to a better understanding of the Late-Quaternary history of the Great Lakes.

Pen and sunlight sketches of scenery reached by the Grand Trunk Railway and connections : including Niagara Falls, Thousand Islands, Rapids of the Saint Lawrence, Montreal, Quebec, and the mountains of New England.--

At head of title: "The tourist route of America".

Pen and sunlight sketches of scenery reached by the Grand Trunk Railway and connections : including Niagara Falls, Thousand Islands, Rapids of the St. Lawrence, Montreal, Quebec, and the Mountains of New England. --

At head of title: "The tourist route of America."

Summer resorts reached by the Grand Trunk Railway and its connections : Including Niagara Falls, The Thousand Islands, Rapids of the St. Lawrence River, The White Mountains, Montreal, Quebec, The Saquenay River, and the seashore. --

Compliments of Passenger Department.

Tourist travel via Grand Trunk Railway System : and connections, including Niagara Falls and Gorge, the Highlands of Ontario, comprising Georgian Bay, Muskoka Lakes ; St. Lawrence River, Montreal, Quebec, the Saguenay River, the Rangeley Lakes, White Mountains, and the Atlantic Sea-Coast /

Previous editions of this work have appeared under the title: Gateways of tourist travel.

Geochemistry and petrogenesis of the McElroy and Larder Lake assemblages, Abitibi Greenstone Belt, Northeastern Ontario

The McElroy and Larder Lake assemblages, located in the southern Abitibi Greenstone Belt are two late Archean metavolcanic sequences having markedly contrasting physical characteristics arid are separated from one another by a regional fault. An assemblage is an informal term which describes stratified volcanic and/or sedimentary rock units built during a specific time period in a similar depositional or volcanic setting and are commonly bounded by faults, unconformities or intrusions. The petrology and petrogenesis of these assemblages have been investigated to determine if a genetic link exists between the two adjacent assemblages. The McElroy assemblage is homoclinal sequence of evolved massive and pillowed fl.ows, which except for the basal unit represents a progressively fractionated volcanic pile. From the base to the top of the assemblage the lithologies include Fe-tholeiitic, dendritic flows; komatiite basaltic, ultramafic flows; Mg-tholeiitic, leucogabbro; Mg-tholeiitic, massive flows and Fe-tholeiitic, pillowed flows. Massive flows range from coarse grained to aphanitic and are commonly plagioclase glomerophyric. The Larder Lake assemblage consists of komatiitic, Mg-rich and Fe-rich tholeiitic basalts, structurally disrupted by folds and faults. Tholeiitic rocks in the Larder Lake assemblage range from aphanitic to coarse grained massive and pillowed flows. Komatiitic flows contain both spinifex and massive textures. Geochemical variability within both assemblages is attributed to different petrogenetic histories. The lithologies of the McElroy assemblage were derived by partial melting of a primitive mantle source followed by various degrees of crystal fractionation. Partial melting of a primitive mantle source generated the ultramafic flows and possibly other flows in the assemblage. Fractionation of ultramafic flows may have also produced the more evolved McElroy lithologies. The highly evolved, basal, dendritic flow may represent the upper unit 3 of a missing volcanic pile in which continued magmatism generated the remaining McElroy lithologies. Alternatively, the dendritic flows may represent a primary lava derived from a low degree (10-15%) partial melt of a primitive mantle source which was followed by continued partial melting to generate the ultramafic flows. The Larder Lake lithologies were derived by partial melting of a komatiitic source followed by gabbroic fractionation. The tectonic environment for both assemblages is interpreted to be an oceanic arc setting. The McElroy assemblage lavas were generated in a mature back arc setting whereas the Larder Lake lithologies were produced during the early stages of komatiitc crust subduction. This setting is consistent with previous models involving plate tectonic processes for the generation of other metavolcanic assemblages in the Abitibi Greenstone Belt.

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 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.

Letter to Mr. Ingersoll, secretary of the Port Dalhousie and Thorold Railway from S.D. Woodruff

Letter to Mr. Ingersoll, secretary of the Port Dalhousie and Thorold Railway from S.D. Woodruff regarding a letter from F. Lalor on the 25th of October which is about claims of expenses, Dec. 4, 1856.

Original estimate of Mr. Danforth on the Port Dalhousie and Thorold Railway

Original estimate of Mr. Danforth on the Port Dalhousie and Thorold Railway (1 page, handwritten), Nov. 3, 1853.

Specifications and form of tender for grading for the Port Dalhousie and Thorold Railway

Specifications and form of tender for grading for the Port Dalhousie and Thorold Railway, March (5 pages, handwritten), 1854.

Port Dalhousie and Thorold Railway estimate of work done to date with an approximation of probable damage sustained by suspending the track

Port Dalhousie and Thorold Railway estimate of work done to date with an approximation of probable damage sustained by suspending the track, Aug. 22, 1854.

Clipping from a Town Council meeting at which estimates of the costs of Railway Line no. 1 and Line no. 2 were submitted by the office of Port Dalhousie and Thorold Railway

Clipping from a Town Council meeting at which estimates of the costs of Railway Line no. 1 and Line no. 2 were submitted by the office of Port Dalhousie and Thorold Railway. The estimate was submitted by S.D. Woodruff and George Rykert, president. There is also a disclaimer in which Calvin Phelps claims to have resigned as director of the Port Dalhousie and Thorold Railway when he discovered that the company had no intention to adhere to the original plan for building and running the road, Aug. 1854.

Estimate of work done on the Port Dalhousie and Thorold Railway by Messrs. Brown and McDonell

Estimate of work done on the Port Dalhousie and Thorold Railway by Messrs. Brown and McDonell, contractors, on sections 1, 2, and 3 ending at St. Catharines during the month ending Aug. 31, 1854.