Wednesday 31 January 2024

From School to Plumbing and Back Again!

In an earlier post I profiled my building of the Rideau Street School/King's Town School structure. I had made a point of trying to appropriately span the decades of this still-standing school's life. This skewed the structure's guise to my modelled era circa 1970. It was constructed as a school in 1868, later becoming a commercial building before returning to its original purpose as a school in 2004.  In fact, my grandchildren attend the school and my daughter-in-law teaches there. But in 1970, it would have been a plumbing supply house, and that's what it is now, settled in on Rideau Street, sidewalk, scenery and all.
I plainly lettered the building sign and a commercial pickup truck for Warren Plumbing Supply.



Neighbourhood ladies heading to the store....and back.
Having built the structure 'on spec' for the enjoyment of family, I decided after putting that much work into it, that it deserved a permanent home on my Hanley Spur HO-scale layout. Rideau Street is definitely an area that is central to my modelling. So, even though these structures are not railway-related, they are 'core' to setting the scene, and to representing the part of Kingston I'm recreating!
This is where those ladies were heading for their groceries!

Thursday 25 January 2024

Urban Planning, Anyone?

A major, unexpected benefit of building the King's Town School structure was the opportunity to do some re-structuring in the nominal Rideau Street/Wellington Street/Place d'Armes neighbourhood. Or to put it another way, where do I want to move the buildings around to? Or to put it yet another way, Urban Planning! After:
When I tried to place the school, or in my modelled era of 1970, Warren Plumbing Supply, I came up against (literally) the Sowards coal shed. And that ain't prototypical! So, I had to find a way to cover my tracks (not literally). So I took a few trees out of the tree box and plunked them around the school. I was pleased with the results. It greened up the layout significantly, made the school area look natural and lived-in, and actually visually separated both the school and the coal shed from each other:
I've since constructed a green cardstock 'scene mat' on which I placed and painted green some modelling clay, added some ground cover, and planted the trees in them before gluing the mat to the layout and placing the school in the midst of it.  The glue is still drying. Before:
No trees around the school. Who would ever make HO scale students study so close to a loud, clattering and dusty coal shed? Not me. The trees should absorb some of the coal dust and give off some HO scale oxygen!
The black and white of the layout as well as a few grey areas. I plan only to keep moving the buildings around every so often, trying to get the ideal juxtaposition of them all. That garage is a nice structure but I have yet to rework it! Aerial photograph view, with the iPhone right up at the drop ceiling, with your humble blogger teetering on a chair to get the shot!

Saturday 20 January 2024

Collins Bay's 'Aunt Maude'

Permit me a slight departure just west of downtown, but still along the water! On May 4, 1970, Harold R. Clarke, Aunt Maude, are shown with the Rev. Ray Milley. The two are being honoured with testimonial plaques and Bibles to mark their long service. The occasion is the tenth anniversary of Edith Rankin Memorial United Church in Collins Bay. Previously, services were held in the 1872-built Collins Bay United (formerly Methodist) Church on Hillview Road in Collins Bay. Familiar names like Bustard, Rankin, McCullough, Renfrew, Britt surround that of Aunt Maude in accounts of church doings in this era. (Top photo - Queen's University Archives, V142-7-285, Whig-Standard Fonds)

Some knew Aunt Maude as 'the post lady' started delivering mail by horse-and-buggy, assisting her father throughout an area bounded by Gardiners and Collins Bay Roads, Highways 2 and 33. At that time, that made her a rural mail carrier, though this is now a developed suburban part of Kingston. Active in many church and charity events in an era when women were referenced by their husbands' names i.e. Mrs A.E. Rowley, and when women still wore hats in church! She taught Sunday school at Edith Rankin for 56 years, beginning in 1922 at the former Methodist Church on Hillview Road. The superintendent of the Sunday School was 'Bert' Rowley. 

Albert Edward Rowley was born in Somerset, England, living in Collins Bay for 70 years. He was section foreman for the Grand Trunk Railway at Collins Bay in 1919, and contracted the Spanish Flu in November, 1918, requiring hospitalization at Kingston's Hotel Dieu Hospital. One sordid story involves him finding a dead trespasser who'd been walking the tracks west of Collins Bay. Likely a World War I veteran, the train killed him even though a bullet war wound found at autopsy did not. Bert was known to drive an old '29! Retiring in 1946, he was an award-winning member of the Kingston Stamp Club in the mid-1950s. 

He married Gertrude Maude Waller in October, 1930 and though they had no children, she was 'auntie' to over 500 children that passed through her Sunday School classroom. Their golden wedding anniversary was celebrated at Edith Rankin on October 19, 1980. Bert died at 98 years old on May 18, 1986. Aunt Maude died on February 18, 1988 at the age of 90. 

I remember Aunt Maude. She may even have been my Sunday School teacher. She was recognizable by what I believe was a thyroid goiter that gave her a hoarse voice. Regardless, she was a kindly lady and beloved by many. My Mom followed in her footsteps and later became a Sunday School teacher at Edith Rankin. Here we are after church in the fall of 1973 with the long-gone CN Collins Bay station:


Thursday 18 January 2024

Kingston's Coal Gasification Plant - History

The  Kingston  gas  works  operated  for  over  100  years  from  1848 to  1957  on  a  1.6  hectare  site  located  north  and  south  of  Barrack  Street between  King  Street  East  and  Ontario  Street,  and  Queen  Street  and  Place D'Armes.  Two gasification tanks loom over downtown, in the background behind Millard & Lumb, with the Richardson elevator demolished in 1941 still standing (top photo - Queen's University Archives, V23-IndB, Kingston Picture Collection, Industrial Buildings).

The  main  gas  works  site was later occupied  by  the PUC  bus  repair  garage,  parking  lot,  and  office,  the  Kingston  police underground  parking  garage,  a  Kingston  Hydro  substation,  and  retail stores. The  auxiliary  gas  holding  area  was  occupied  by  the  PUC  bus transit  garage  and  parking  lot. The city property was also the site of Kingston Transit System garages and the Kingston Police headquarters. The  former  gas  works  site  is located  about  150  metres  southwest  of  the  mouth  of  the  Great  Cataraqui River. (Below - a 1950 aerial view showing the older tank dismantled, new propane tanks installed, with the PUC building at left, Millard & Lumb at right, and Fort Frontenac at bottom - Queen's University Archives, V25-6-2-37, George E.O. Lilley Fonds, Aerial Photographs Binder.)

In its day, the Kingston plant was the third largest in Ontario. By 1905, 800 million cubic-metres of gas were being produced yearly, with 1,573 gas meters in operation. The location, as with most other gas works, were usually chosen to keep pipe runs to downtown customers short. Gas was used for lighting and heating, often requiring nearby water access and docks. The first gas jet (in all of Ontario) was lit in the window of the Wilson building on Wellington Street in 1847.

TIMELINE

Dating to 1848, a coal gasification plant in the King-Queen-Ontario-Place d’Armes block was operated by the Kingston Gas Light Company in 1864, the City by 1905 and the PUC in 1914. Coal arriving by boat would total 10-15,000 tons per year. Served by a CN spur crossing Barrack Street north of Ontario Street, cars of coal were unloaded for gasification, the production of a gaseous fuel, with ashes and inert matter remaining as residue. A nearby wall sign proclaimed “Gas – The Modern Fuel”. The main gas works was south of Barrack Street, with the large gas-holding tank north of Barrack Street, dominating the downtown site. Gas production evolved from retort coal gasification, to a carbureted water gas process in 1925. The rise of oil slackened demand through the 1930’s. 
The coal gas plant was later abandoned, superseded by a propane air mix plant. Propane tanks on flat cars were delivered via the spur from Horton Steel Works of Fort Erie, ON in March, 1950. Tank cars (8,000 gallons each) were unloaded into the tanks on the PUC spur, that had crossed Barrack Street (1947 fire insurance map image - above) later truncated at Barrack Street. The old gasification tanks were being demolished in the fall of 1950 by former builder George Boyd. The tanks were made of quarter-inch riveted plates, cut apart by torches under water to reduce the danger of sparks from any residual gas. The resulting scrap weighed 200-300 tons. The older 48 year-old 'purification' tank was 50 feet high and 75 feet in diameter. The 35 year-old 'storage' tank was the same height and 100 feet in diameter, to be demolished in 1951.
All the way from Fort Erie, ON - Horton Steel Works propane tanks being unloaded from flat cars at the site in February or March, 1950. An interesting time of transition - the larger tank is still pending demolition (above and below - Queen's University Archives, V25-5-11-197, George E.O. Lilley Fonds).
The new propane tanks are in place in April, 1951. Millard & Lumb is shown at right (Queen's University Archives, V25-5-15-5, George E.O. Lilley Fonds).
Propane almost ran out on February 18, 1958 during a severe cold spell. More was needed, but CN had no loaded propane cars available in Kingston for the PUC. There were cars in Belleville and Brockville. An urgent call was placed to CN, and one car was quickly despatched from Belleville and unloaded. Two more cars arrived in Kingston soon thereafter.

In 1958, Corcoran Excavating installed a five mile-long eight-inch gas line from the Trans-Canada pipeline just south of Glenburnie, along Perth Road and Division to Railway Street at Patrick Street, where it was connected to a 1956-built line from that intersection to the gas plant. The pipes were manufactured in 50-foot lengths by Page Hersey Tubes Ltd. in Welland, ON and supplied by Grinnell Co. of Montreal. The capacity of the completed line was 800,000 cubic feet per hour, and the cost was $250,000. A regulator station was built at Montreal and Railway Streets to supply industries in that area. (Below - Whig clipping fortuitously showing a CPR boxcar and the Sowards Coal office in background!)
 
The downtown spur was removed in 1970. The gas plant was to be moved outside the city in 1966, finally making the move to Lappan's Lane after 1968, due to the lack of a sewer onsite and a dispute with Kingston Township. The new four-tank site was to boost Kingston's gas supply from Trans-Canada Pipelines during peak usage periods. A CN spur was built just east of Lappan's Lane for $8,000, with gas mains laid along Counter Street off the Division Street gas main in 1967. This was part of a PUC service centre building for electric, water and gas departments (and later a bus garage) development on the site. 

Coincidentally, the last car of natural gas at the downtown gas plant leaked. Much larger than the original 8,000 gallon cars, this one carried 27,000 gallons of propane. A fitting on the car's piping was the culprit, and it was towed into the nearby yard after its load was transferred to two onsite tanks. January 24, 1967 Whig clipping: 
A final vestige removed - on September 28, 1970 a final gas holding tank was being removed from the site (Queen's University Archives, V25-5-39-103, George E.O. Lilley Fonds). Apparently photographed while waiting for the Flying Scotsman to arrive on the same day!
The new site in December 1991. One Procor and one CGTX propane tank car were spotted for unloading on the CN track designated KL03, just off Lappan's Lane and adjacent to Permanent Concrete.  The silver bulk propane tanks are just visible on the PUC property at left:
The  following  original gasification structures are  labelled  by  number  on  the  two  plant  layouts shown below:
 
1.  Generator  House  -  used  to  make  gas  in  a  retort.  
2.  Oil  tank  -  used  for  storage  of  oil  (Bunker  C)  for  water gas  process  or  may  have  been  used  for  tar  storage.
3.  Relief  gas  holding  tank  -  used  to  store  raw  gas.  
4.  Condensor  House  -  contained  equipment  to  condense  tars, oils  and  liquors  from  hot  gases.  
5.  Purifier  House  -  contains  equipment  to  scrub  raw  gas  to remove  tars. 
6.  Main  gas  holding  tank  -  used  to  store  pure  gas  prior  to distribution.  
7.  Meter  House  -  used  to  regulate  gas  flow  to  consumers. 
8.  Coal  Shed  -  used  to  store  coal  and  coke.  
9.  Oxide  Room  -  storage  of  new  or  spent  oxide.
Fire insurance plans of site (above - 1908) and 1924 (below - 1924)


Monday 15 January 2024

From Clarence to Charles by Air!

Book customer and fellow model railroader Barry Elvidge contacted me about a black & white aerial photo print measuring 16x10 inches, showing the area roughly from Clarence Street to Charles Street, centred on Fort Frontenac and the Lasalle Causeway. Barry was kind enough to drop off the photo this morning, and my first instinct was to attempt to attach a year/date to the photo. Some criteria I used:
  • the Ontario Street switchman's shanty is still in place. The shanty was removed between 1950 and 1963.
  • the PUC propane tanks are already in place. The tanks were installed in February/March, 1950.
  • three CP passenger cars were adjacent to the North Street roundhouse. Mixed train service ended along with the end of the steam era, circa 1957.
  • Canadian Army Staff College training building across Ontario Street from Fort Frontenac are not yet in place. Older buildings on site were demolished around 1952 and the new building built in 1954.That narrowed it down!
Then I logged onto the city's Snapshot Kingston site, which allows various years' aerial imaging to be toggled on/off a particular location. 
  • the Imperial Oil bulk tanks on Rideau Street were a very visible spotting feature. The tanks in Barry's photo matched the 1953 year layer exactly.
  • the ships and barges moored at Canadian Dredge & Dock also matched 1953 exactly!
Close-up views of the photo. Clarence to Fort Frontenac (above) and Fort Frontenac to Charles (below).
Now, I was only going to take this so far...but I just had to confirm whether the photo was exactly the same. I'm not sure of the source of the Snapshot Kingston photo, but Barry said his is from the Ministry of Transportation of Ontario where he was employed. I counted a few cars parked here and there, and they appeared to match. Here's one difference I noted: 
The smoke emanating from alongside the CD&D dry dock is blowing a slightly different direction, and making a correspondingly different shadow! Either the photo was made on a slightly different pass - note the Snapshot Kingston image is a composite, with a line between stitched-together photos (above) while Barry's excellent photo is all-in-one (below).
As a result of this very enjoyable, brief bit of detective work, I'm calling this aerial photo analysis done, and as a result, I believe Barry's photo was taken from on high in 1953!

While I was examining the photo, I noted numerous pieces of railway rolling stock. Starting on CP:
  • north of the North Street roundhouse - 6 freight cars
  • at roundhouse - 3 passenger cars and 3-4 freight cars
  • Shell bulk tanks - 3 freight cars, probably tank cars
  • yard - 7 cars
  • station - 2 cars on spurs, 10 at freight shed, the car cleaner's flat car
  • Swift dock area - 1 car
And on CN tracks:
  • Wellington St. freight shed - 6 and 7 boxcars
  • yard - 22+ cars
  • PUC propane tanks - 1 propane tank car
  • Crawford coal - 3 hopper cars
  • Ontario St feed mill - 1 car off-spot
  • Topnotch feed mill - 2 box cars
My thanks to Barry for this photo. I'm going to give it a place of honour in my Kingston's Hanley Spur layout room. It's a valuable reference!

Sunday 14 January 2024

James Richardson and the Richardson Family's Long Legacy in Kingston

Hours after publishing the initial post on the James Richardson & Sons grain elevator on Kingston's waterfront, fellow Kingston historian Marc Shaw reminded me that he had created a precis on the Richardson family and its long business and philanthropic history in Kingston and western Canada. Not only did I know a small portion of what Marc had carefully written, but I also worked near and spent time in the Richardson Laboratories while working at Kingston General Hospital! With permission from Marc, here is his intriguing history of this very well-known Kingston family, with some not so well-known facts that make for a good, multi-generational impact on our city and region.

Marc begins...

The sprawling enterprise of James Richardson & Sons has been based in Winnipeg for almost 100 years. It’s an immense privately owned family-run business, now headed by a member of the 5th generation. Dealing in businesses as diverse as insurance, investing, oils and gas, agriculture and real estate, it's a global behemoth, and incredibly successful. The relatively low-profile Richardson clan is worth something like $6.55 billion and are consistently ranked in the country’s top ten.

Some in Kingston may be surprised to know that the story began here, and that the Richardsons were long a Kingston institution. The family was aways philanthropic by nature, and although they have moved on, the city is awash in memorials, particularly in the hospitals and at Queen’s University, where many of them were educated.

It’s a very interesting family and much has been written on the individuals, their stately homes, their benefactions and their business enterprises. It’s hard to condense the whole story down. It’s also a bit confusing, with a lot of James, Henrys and Georges, with a couple of Agneses! This “précis” is not for the faint of heart!

The founder of the Canadian family and the firm which bears his name, James Richardson (1819-92), arrived in Kingston in 1823 from Ireland and was apprenticed to a tailor. Over time he discovered that often his clients could not afford to pay him in cash but gave him grain instead, which led him to gradually move into that industry. Over the next decades he built a grain-shipping and export business into a major concern. James Richardson & Sons was formed in 1857. By the 1860s he was a very wealthy man, and as a measure of his success he built for himself and his family a fine brick home  at 100 Stuart Street,  in a new suburb near the hospital. He built a large grain elevator on the Kingston waterfront in 1882 and by the following year was shipping wheat to England. By the time he died in 1892, the firm he and his sons operated was a major player in the Canadian grain trade. The Richardson elevator burned down in November 1897 and was replaced by a second, larger one that was a familiar sight for several decades. It also burned, in December 1941, while it was in the process of demolition. The Holiday Inn is on the site today. 

In the next generation his sons George (1852-1906) and Henry Wartman (1855-1918) carried on the business. George was President from 1892-1906. In 1879 he built a large Victorian home called Windburn on Gordon Street, within sight of the home on Stuart where he had grown up. His brother Henry Wartman was President of the firm from 1906-1918. He and his family lived in stately Alwington House, off King Street at the western edge of town. 

He was a noted local businessman with involvement in many enterprises: to name a few, he was President of the Street Railway Company, the Kingston Hosiery Company, and the Kingston Feldspar and Mining Company.  Mrs. Richardson’s sister married Dr. Walter Connell and they occupied a very nice home nearby at 11 Arch Street, adding to the numerous relations in the Queen’s neighbourhood. Henry Wartman was named to the Senate and died at Alwington in 1918. He and his wife Alice Ford Richardson were major philanthropists and donated the funds for Richardson Laboratory at for the joint benefit of Queen's University and Kingston General Hospital, completed in 1925. 

Their children were all wealthy, of course, but seemed less inclined to involve themselves in the core family business. Their son Henry came to live in a large brick home at 102 Stuart Street, next door to the original family residence. Henry was President of the Weber Piano Factory (S&R/Smith-Robinson building). The original family house next door was eventually occupied by his sister Eva, who married Thomas Ashmore Kidd (1889-1973), a grocery broker who also had considerable success in politics: MLA 1926-40, Speaker of the Ontario Legislature, MP 1945-49. He was also the Grand Master of the Orange Lodge. 

When the Kidds lived at 100 Stuart Street, their extensive back yard and gardens were noted for their careful landscaping and were the scene of numerous social and fundraising activities. After World War I, the house was converted into a convalescent hospital for returning soldiers. A brother to Henry and Eva was John, who inherited Alwington and lived there for a time but eventually bounced back and forth between there and Winnipeg. Another sister, Bessie, married successful contractor T.A. McGinness and in 1924 they built Stone Gables on King Street West, on a piece of property cleaved off the Alwington estate. 

The two Stuart Street houses remain and have long been used by Kingston General Hospital (known as Kidd House and Richardson House, of course). After a long period as a private home, in the 1980s or 1990s Stone Gables became part of the Regional Headquarters complex for the Correctional Service of Canada. Its future disposition seems uncertain. And Alwington House was tragically burned in December 1958, with the loss of two lives, while Mrs. Dorothy Richardson was still in residence. The house remains were demolished and the property sold; Alwington Place was laid out where perhaps Kingston’s most celebrated home had once stood. 

As noted above, Henry Wartman’s brother George (1852-1906) moved upon his marriage to a large new house at the corner of Gordon and Alice (today, University and Bader Lane). He and his wife had a number of children who grew up in the sprawling Victorian home. Son George Taylor (1886-1916) enjoyed a brilliant academic and athletic career at Queen’s and seemed destined for great things within the family grain business; he was named Vice-President in 1910. However, he was tragically shot by a sniper in France in 1916. 

In his will, he left the bulk of his fortune to his sister Agnes and brother James with instructions to use it to fund a number of initiatives for the betterment of Kingston citizens. The money was carefully invested, and primarily under Agnes’ stewardship, was allocated to some very worthwhile enterprises. The Richardson Beach bathhouse, the George Richardson Memorial Stadium, and allocations for the stimulation of  art and culture in Kingston were a few of the results. Agnes (1880-1954) married Dr. Frederick Etherington in 1921 and they made their home in her old family house where she had lived since birth. Etherington had had a brilliant career at Queen’s and during WWI ran a field hospital in Egypt and France. After he returned to Kingston, he became a Professor of Surgery and was for many years the Dean of Medicine at Queen’s. Etherington Hall (1959) is named for him. 

Soon after their marriage and their taking up residence in the old house, the Etheringtons decided to build a new home on the same site. The result was the very graceful Georgian-style home which stands today (with many additions). The new house was perfect for entertaining  and the house became a hub of the Kingston Arts and Literature scene. Over the years, Agnes funded speakers, visiting professors, and the purchase of works of art. The Etheringtons had no children, and on Agnes’ death in 1954 she bequeathed the house to be renovated and used as an Art Museum, which of course it remains today. Following WWI, Agnes also erected a convalescent home and recreational facilities (including a small golf course) on Fettercairn Island (today Richardson Island) in Indian Lake near Chaffey’s Locks.

Agnes’ only surviving brother was James (1885-1939) who appeared to inherit the drive and foresight of his ancestor who had first created the fortune. He moved into company administration following studies at Queen’s, and became President in 1919. A man of great drive and ambition, he bought out the inherited interests from all his cousins and came to dominate the firm to the extent that he became, in the public mind, the only Richardson. 

He took the company to great heights. Recognizing the importance of the West to the core family grain business, he supervised the move of the Kingston executive office to Winnipeg in 1923, and relocated there. Prior to the move to Winnipeg, the company’s head office was in the building at 243 King Street East, now occupied by Empire Life. It had been there from 1914, when it took over from Regiopolis, and was succeeded there by the Oddfellows organization. Prior to 1914, he had been on the southwest corner of Princess and Ontario (present Cornerstone). 

George was a giant in Canadian industry, a visionary businessman with significant side interests in radio and commercial air travel. Under his stewardship, the firm became the largest grain business in the British Empire. Queen’s named him Chancellor of the university in 1929, a position he held until his untimely death a decade later. Richardson Hall, a Queen’s building constructed in 1954 a few doors away from where he had grown up, was named in his honour.

Upon his death in 1939, an unusual thing happened. His widow Muriel took over as President and proceeded to run the company with great success until her death in 1973. Their descendants continue to operate the company to this day. They are a very well known family in Winnipeg, and have long supported many Winnipeg institutions including the Winnipeg Ballet. For many years the only  “skyscraper” in the city was the 34 storey Richardson Headquarters building, erected in 1969. 

One son, James, was an MP and member of Cabinet under Pierre Trudeau. Another, George, was company president for many years and was also the last Canadian Governor of the Hudson Bay Company. Daughter Agnes (1920-2007) married William Benedickson, MP and Senator, and was Queen’s Chancellor (her father’s old position) from 1980-96. Agnes Benedickson Field is named in her honour.

Few if any families have left a larger imprint on Kingston.

-my thanks to Marc Shaw for generously sharing this!

James Richardson Grain Elevator - History

(Top photo undated, Queen's University Archives. V23-Box 6-1 Kingston Picture Collection. Boats and Boating. Cargo Ships. Below - Schooners at the Richardson elevator, City of Vancouver Archives CVA 260-1920.)

JAMES RICHARDSON BEGINS HIS EMPIRE
James Richardson was born in Ireland in 1819, arriving in Kingston in 1823 when the population stood at a mere 3,000 citizens. Entering the grain trade in 1857 with sons George and Henry, Richardson bought the old Commercial Wharf in 1868. Located at the foot of Princess, it was once owned by the Royal Mail steamship line. Richardson had an octagonal office building built there. Their first vessel, the grain schooner The Richardson was built at Kingston in 1867. A 4,000-bushel grain load to Oswego marked the first grain shipment from Kingston. View from the top of the Richardson elevator (below - undated Queen's University Archives, V23-Box 6-3, Kingston Picture Collection, Boats and Boating) showing the railway spur passing the octagonal office building, bottom left. A lake vessel, likely being unloaded, faces up Princess Street:


RICHARDSON GRAIN MOVES WEST

Richardson died in 1892 and the company established a western headquarters in Winnipeg by 1912. The Richardson family history and legacy is deeply-woven into the fabric of Kingston, though a discussion of this topic is beyond the scope of this post. By 1919, the Anchor Elevator Co. Ltd., and Eastern Terminal Elevator Co. Ltd., were under its control, having incorporated Pioneer Grain Limited in 1913. The company's large $1.5 million terminal grain elevator at Port Arthur was completed in 1919. There were 250 western Richardson grain elevators in operation by the 1930’s, signalling the shift of the head office west to Winnipeg in 1939. The firm's executive office had moved there in 1923. (Richardson advertisements published in the Kingston Whig-Standard - 1919 above. Below - 1938)
The local office was then relocated to Princess and Ontario Streets. (Below - Queen's University Archives, V020 Box 1 - Slide 62, Allan Ronald Hazelgrove Fonds. Stone Houses of Frontenac and Kingston series.) At the time this photo was taken, March 12, 1961 the office at 253 Ontario Street bore Richardson & Sons as well as Crawford lettering:

RICHARDSON'S KINGSTON ELEVATOR 

Previous to the erection of a grain elevator at Kingston, Richardson transferred Great Lakes grain from sailing vessels to barges at Kingston. These large barges were then towed to Montreal. Three-storey, 60,000-bushel elevator Richardson No. 1 was built on the wharf in 1882 but burned on December 1, 1897. At the time, the Richardsons were not sure they would rebuild. 
That soon changed, and it was replaced by a 250,000-bushel wooden elevator in 1898-99 also designated Richardson No. 1. Dimensions of the new elevator were: 138 feet high, 53 feet wide, 150 feet long, nine bins each 54 feet deep, and four scales. The power house was 150 feet away, 35-feet square with a 75-foot stack, with power transmitted utilizing a rope drive. 

CONSTRUCTION PROGRESS

  • The last of 650 spiles, driven into the bottom in clusters, were completed in ten days on January 20, under contractor J.E. O'Shea.
  • The cement foundation boxes for masonry buttresses were being filled on January 23, resting on the spiles.
  • Tinning by the Pedlar metal roofing company of Oshawa was underway on April 21.
  • The north-side marine leg of the elevator, capable of unloading 9,500 bushels/hour and was placed on May 3. The south side's two vessel-loading legs were capable of vessel loading at a rate of 20,000 bu/hr.
  • The railway spur was being completed May 11.
  • Equipment was tested on May 13, with only minor work required on main floor.
  • The steamer Orion was to be unloaded on the evening of May 13, with another 12 vessels waiting to unload. The sloop Echo arrived on May 16 with 22,000 bushels of barley from lake ports. Orion again discharged 13,000 bushels of wheat from Chicago at the elevator on June 2. The sloop Madcap unloaded 1,800 bushels of oats on June 10.
  • Dredging by a government dredge was underway near the elevator on June 1.
 
The Richardson elevator, like the nearby Montreal Transportation Co. elevator, (above, centre in 1918 - City of Vancouver Archives) could only accommodate three boxcars on its spur.  It was a busy year for elevator construction, as the Kingston Elevator & Transit Co. and Montreal Transportation Co. (MTC) had also built elevators along Kingston's waterfront - all three totalling 1,550,000 bushels in capacity. The Richardson 'high-storage' design used spouts, while the 'low-storage' MTC elevator used conveyor belts. Grand Trunk Railway boxcars adjacent to the elevator (undated James Richardson & Sons photo):

Through the late-10's and early 20's, the point of transshipment changed from Kingston to Port Colborne, since the Welland Canal could not accommodate the Upper Lakes' larger vessels. Some grain was handled by the Kingston Richardson elevator for ship-to-rail transshipment, then sent by train to Montreal. The Richardson elevator was the only one of Kingston's three elevators still standing in 1926, when the arrival of several vessels awoke the elevator from its inactivity necessitating 30 workers on site. On September 28, 1933 the 375-foot Robert P. Durham arrived at the elevator with 195,000 bushels of wheat from Fort William. This was only possible after dredging by the Canada Dredging Company. Previously, large boats had often grounded in the harbour! Lake vessels on both sides of the well-labelled Richardson No.1 elevator with boxcar (undated photo courtesy Keitha Pixley) and the right-hand vessel being loaded by both loading spouts:
In 1937, the Richardson elevator had a book value of $70,000 for insurance purposes, and by the 1940s was estimated to have a replacement building cost of $90,000. the Kingston Grain Elevator on Front Road was built, and larger grain-carrying vessels were able to transit all the way from the Upper Lakes through the Welland Canal, business was diverted from the Princess Street elevator. The Richardson elevator was sacrificed in the interests of progress, sold in August, 1940 for demolition purposes.
Whig clipping, November 1941 (above). Undated Whig photo appearing to show the Richardson elevator under demolition:

ELEVATOR FIRE AND DEMOLITION

Frankel Brothers of Toronto was awarded the contract by Vice-President John B. Richardson to demolish the elevator. Considered by Richardson to be not of economic value and in danger of becoming a waterfront eyesore, the Kingston elevator caught fire on the evening of Tuesday, December 23, 1941. Noticed first by an Ordinary Seaman O'Neil of Kingston, on duty at the nearby naval training base formerly the Richardson office, at the foot of Princess Street.   The sailors formed a volunteer fire brigade organized by the Naval Lieutenant Sherman Hill, commander of the training base. To save their training vessel Magedoma, formerly the Fulford Yacht of Brockville anchored a mere 150 feet away from the elevator, they kept the sailing vessel's decks wet to prevent sparks landing. Several large freighters were anchored at winter berths only one hundred yards away! The Kingston fire department deployed 6,000 feet of hose, tapping hydrants at the CP station and on Queen and  Princess Streets. The elevator was completely destroyed, before its demolition that was already underway, was completed. The original octagonal office, housing a wartime naval training centre at the time, was not damaged.

 Postcard memories: