John C. Lehr and H. John Selwood
pp. 3–13
Record
Abstract
The bicycle has yet to be afforded its rightful place in Canadian urban transportation history. Previous interest in the bicycle has centred on the gay nineties cycling craze, when the bicycle was a relatively expensive plaything of the wealthy, leisured classes. This paper outlines that short phase in the history of the bicycle in Winnipeg but focuses on its later utilitarian function as a personal conveyance, giving mobility and freedom to the less affluent but far more numerous working classes. Despite Winnipeg's harsh winter climate, it served not only as a summertime recreational form of transport but also as a year-round workhorse and commuting vehicle.
Daniel Massicotte
pp. 14–30
Record
Abstract
Between 1792 and 1819, Montreal went through a major transformation; leaving behind preindustrial life, Montreal was on its way to becoming industrialized. The flow of British immigrants following the opening up of Upper Canada brought with it impressive demographic growth and an unprecedented shift toward urbanization. This caused an ethnic and linguistic mix that changed Montreal society profoundly. Housing styles changed considerably from a city of landlords to one of tenants. Poverty widened the gap between rich and poor. This polarity, based on levels of wealth, created a segregation of urban space. The economic structure also underwent a transition as Montreal moved from being a city of services to a manufacturing centre. The implementation of industrial and financial capitalism was directly related to this economic diversity. Montreal was also engaged in the modernization of its services (running water, lighting, sanitation, police). As the city abandoned old symbols of preindustrial life, such as the fortifications, it adopted new symbols of industrialization, namely the steam engine and the canals which complete the portrait of the new industrial landscape.
Bonnie Huskins
pp. 31–46
Record
Abstract
A phalanx of politicians, newspaper editors, and leading citizens in Saint John and Halifax used the royal visit of 1860 to promote their respective communities to the Prince of Wales and his entourage of British statesmen and reporters. Halifax boosters used the city's status as a provincial capital to impress their international visitors. The Prince and his royal retinue were regaled with a levee, a grand ball, a regatta, numerous military displays, and an excursion to the Prince's Lodge. Organizers in Saint John used a different promotional strategy. They presented their city as a viable commercial centre and insisted that the Prince cross the Reversing Falls Suspension Bridge and ride the European and North American railway line to Shediac. The Prince was also shown how to manufacture deals at a local sawmill. The response to these spectacles was decidedly mixed. While some British and American press correspondents praised the boosters' efforts and the cities themselves, others were quick to ridicule or criticize Halifax and Saint John. Nonetheless, an analysis of the boosters' promotional strategies reveals how they “imagined” their communities to local and international audiences as well as to themselves. Moreover, their efforts illustrate how segments of the urban middle class used this celebration to construct favourable images of their communities to attract international attention and thereby political prestige and economic investment.