)

CANADIAN RAILROAD HISTOlUCAL ASSOCIATION I NCOEPOR.Al'!D.

NEWS REPORT NO. 87

P .o. BOX 22. STATION " B " MONTREAL 2, QUEBEC

MARCH 1958

Canadian National 1 s engine 1395 leading a double-header at Ballantyne tower in Mon­treal in 1947, brings to mind our spring excursion which should include at l east one member of the ubiquitous H-6 class at

. the head end.

)

C.R.H • .'-\.. __________________ Pa~_3_0

The ilarch r.1eetint% o f the _'l.s ,sociation \"lill be he l d in room 203, Transporta tion BuildinG, 159 Craig Str eet -Jest , on -,Jednesday, rIarch 12, 1958 , at 8 :15 Pr,I . The entertain..rnent had not

been d isclos ed at tiDe of publ ication . ,~~~~~~~~~~~~'~~~'---,

CHlJADIAH !lh.ILROAD I·II3 rrUltICAL 1

News Hep::~O::~T:~E II

Harch , 195e

~ditorial Addre ss : P . O. Box 22 , J tation 0, r,iontreal 2, Canada .

Editor; Orner S . A. Lavallee Deputy ~d itor-: Dou[~la s BroNn Asst . l£ditor: I,'orster Kemp Committee : K. F . G. Ch ivers ,

Anthony Clege , i,J. L • Pharoah

Hesearch Historian : • {obert ~L Brovm.

TI-:IS :IOlHi-I' S COV!!:R:

In vie" of the plan to ho l d our Jprinc railway excursion over the lines of the Caaaclian Nat ional ,tailirlays with ~ double-headed steam tra in, Ye Editor took a look through his old photo file s for an appropri ate l·1arch cover. The result was the picture of .c. N . 11 . } 1395 and unidentified friend , pulling a freiGht tra in near Ballantyne to\,ler at : Iontreal , back in 1947. Ho . 1395 is a H6 class 4- 6- 0, and it is expected that an eneine of the s ame cla ss ""ill form one unit of the double­header on }Iarch 30th .

Photograph by O. S.A . Lavallee

Association NeVIS ..

Due l a r gely t o the record sn01o1fall , the Au ct ion h eld on -.:-8Jnesclay , Febr uary 19th , did not mat ch the previous auction in ter;ns of attendance • This was rath€r unfortunat e as there 1;1as a good

selection of material for s a l e . In spite of the s~all attendance, hovlever , the sum of .,{;21 . 60 was r a ised, v,'h ich , cO::-.1b ined \tIlth t h e ,aO . OO r ealized on the previous occasion , was sufficient to purchase a steel filing cabinet for OUI" Z-Iontrea l LO C01:-lotive '[orks collection of negatives. This i.'ril l ease t1:le task of sorting, filing and cata loguine the neg~tives somewhat , and '-'lill ensure their permWlent and safe preservation . ''.Ie would like to express our thanks to those members \'Iho braved the elem­ents to turn out and support the auction .

In ce l ebrat ion of its 20th Ann iversary , the Central ~lectric !~ailfans' Ass ociat ion, P . D.Box 503:p Chicago 90 , Illinois , U. S . A., will ho l d a vleekend of act ivities in Chicago , on nay 23, 24 and 25 . There 'T,'lill be a banquet and meeting on the Friday night , Eay 23 , fol loVied by :Zxcursions on Saturday and Sunday , the 24th and 25th. Further deta ils may be had from the Associat ion, at the address g iven .

I NTeRNATIONAL OF IL\IHE -Following publication of our not es l ast

month on this topic , tie rec e ived some a ddit ional information from Hr. GeorgeL . Bx-own , of 379 I'.)c>,pl e Rov" Lancaster , N. B. "'lh ich we include. \1e gave t h e en[~' L1e numbers and ere"! men f or the first train to cross I-laine , between 1'.Iegantic a nd McAdam . Er . 3rovm tells us that the train was handled f rom Zie /dam to Saint John 'j "J enc:;ine 174, Engineer Thomas McKenna and Conducto r Fred I,~cLellan .

C. R. }; .Ii. ~!e1"1S .eport - 19 5$ PaEe 31

+ort----===_~ ___ __ =_=_========~O ..,..,

I 1 00000000 0 I

1/

I I

1 1

I ; i 1 , ' '1-1

THE I N T ERe 0 L 0 • I A L

by Leonard A. Seton, B.A., B.C .L. p~ 0113 - Genesis of the Project.

Tll.!!i IlTTERCOr,ONIAL RAILilAY HAS NEv:t:R re-;;H the subject of a lest-seller or of a aook-of-·th&-month. It has likeuise been overlooked Iy writers of rome.ntic raihlay histo ries and popular novelists, and even by film producers. As the l atter gen tl"y t·Tould , j.n all prorabili ty, say lit has no "box-office-appeal" . A super.ftclp.1 exa.!!line.tion of the facts \·rould seeD to l ear out the truth of that sta telflt;lnt: the Intercolonial Railway t·,as not constructed in spectacular f e.shion, the time element vIas not a pressing question and there were no financial crises, feu outstanding personalities, and no sca.~dals of sufficient prominence to have made their mark upon written history. The story of the Intercolonial is obvious­ly not, then, one of gripping romance and pulsating excitement.

The construction of an lIinter-colonis l n raihray became a necessity to the provinceG of ~ritish North America, add, as a necessity, was built by them with the assistance of the I nperial Government . Governcent enterprises have leen heralded hy oore fanfare and have aroused more excitement in later times, but per~~ps t hey might have learned something from the quiet , efficient, comparat iv­ely inconspicuous career of the I.O.R., and of its able , conscientious Ohief Engineer, Sir Sandford Fleming. Thus , the I.C.R. \-Ias built with relatively little publicity and acclaim. There was no gol den spike to signalize the com­plete linking of Ral1f8J: and Q.uebec, and there was no official first through train with flo,.,.ers , decorations and brass bands. 'rhe history of the I.C.R. t herefore , is very little known and. discussed today in print . Fe", people know, I suppose, that the train which \'fS.S depicted upon a Canadian Governoent f1v~ I dollar note ,..rhich \-Iaa withdralm a.bout t wenty years p...go , was photographed on the ! I'i'ent,.,..orth Valley section of the I.C.R. in Nova Scotia. The I.O.R., nevertheless, ! I possesses a very Interesti~~ history, and much effort and exertion, perseverance and persistence , failure and success were necessary before the ultimate complet­ion of the work could be brought about, and yet the public generally today think of the Intercolonial as a r a ihrB.¥ ,.,hich has never paid for itself.

The genesis of the idea for p~ intercolonial rai lway, linking the waters of the AtlfL~tic Ocean with the tity of Q.ue~ec, goes ) ack to the year 1832 at least. At that date, Canada bad not yet perfected her great canal system, let alone built a single raih{e.y. The Stockton & Darlington, the world I s first passenger-carrying raihray, had only been completed in Zngland seven years "tef­ore, and railt"ays the worl d over ,.,..ere still in their very infancy.

I , I II

The proposal in question of 1832 came from the pen of one , Henry Fairl a1m, who expressed it in a cont ribution to the United Services Journal of that year. He advocated a raili"/2.Y link between the Oity of Q.uebec , and the tOtrn of Saint Andrews on the Eay of Fundy, as a prime necessity to the British North American Oolonies, i f they de sited to maintain a commercial equality wi th the United I States, i-lhiclt at that time were projecting to run railways in every direction. I

Saint Andrews was a prominent and ioyortant trading and commercial town at the time , and public interest was immediately aroused at the prospect of

I

O~-_-________ -=-_-_-__ __ _ ;

!I

_10

)

)

C.R . H.A. News :1eport - 1951 PClli.?~

caking its port as great a shipping centre as advance calculations promised that it would become . An association "las formed in 1835 for the promotion of the scheme , and support was obtained f r om the Governments of New Brunmfi ck and Nova Scotia, Canada and Gre~t 3ritain, the latter advancing ooney for a prelimi nary survey. This Surv2y was executed by one Capta in Yul e of the Roya l Engineer s, and by 1837, a sati sfactory route had been l ocated, reasonably free of outstanding obotacl es.

The same year saw t he outbreak of reblHlioDS in the Canadas, end taking advan­tage , no doubt , of the consequent unsettled affairs prevail ing in ~ritish North Amer­ica, the United States protested that the projected St .Andre\fs - Q;ue\ ec Ra ilway would be 'built on AJ:l.erican te r ritor y. At this time , t he Maine Boundary question had not been definitely settled, and so, pending the final adjustment of this matter , the enterprise was obliged to mark tice . Tne re\ ellions referred to above , resulted, hmfever, in the tnvestigation conducted by Lord Durham, and, among the var ious recom­mendations submit ted by him in 1839. was one for an intercolonial raih.-ay between Ealifa.x and ~e'bec , ,(hich he said, 11,<;ould rende r a genf'ral union absolutely necess­aryll. The Aroostook 11ar, ,.,hich followed closely, involving local skirmishes over the disputed territory, gave fur ther evidence of the nece ss ity of a military r oad of some sort. connecting the various 3 ritlsh Uorth Ar:ler1.can colonies, and pr eferably well reooved from the Anerican frontier. As the Post Road, then the ceans of comm­unication between ~uebec and Fredericton, passed through disputed terri tory, there was necessitated the restoration of the old Metis Road from the Saint Lawrence to the Restigouche, now to be known as t he Kempt Road.

The settl ement of the \oundary quest i on in 1842, by the terms of the AShburton Tr eaty. gave to the State of l-faine much of the torritory through \1hich Captain Yule t s survey ran, and , consequently, the intercolonial scheme , as such, was indefinitel y postponed. The St . Andr8"""s l scheme, \dth diminiShed importance, still survived. I n 1847, preliminary work was comcenced at St . Andrews but stopped almost imcediatel y. It \·;ss not until 1851 that oper l?t i ons really got unde r way. Th i s enterprise , known later as the New Brunswick & Canada, pushed steadily northward and, despi te the opt­imistic note struck I y its name , was fated never to be more than a compar atively local line.

In the meantime, the ra il"lay mania which Great Britain experienced i n 1845, revi vified the intercolonial railway scheme , and various compani es were formed. The c onnections and reputabilit y of those concerns were of doubtful character, however, and they received no official encouragement or backing . The colonies, never the l ess, were keenly inter ested, and Lord Falkland, then Governor ~f NovaScot i a , favouring the enterprioe very strongly, communicated with Lord Stanl ey, Secretary of State fo r the Colonies, upon the matter, suggesting at the same time the advisability of a survey to determine the cost practical and most feasible route for the pr oposed rail way.

In the meantime, h~.,ever , Mr. Gladstone came into office as Secretary of State for the Colonies. lie pr oved to [~ ve~ cautious about the question of pecuniary assistance , and offer ed, in l ieu, SOme advice r egarding the drafting of such futur e rai l way legislat ion as might becoce necessary in the colonies. He did, however, adopt the suggestion of the survey and after the provincial Parl iaments of Canada, Nova Scot i a , and New 3runswick bad \ ound t heir respective provinces to make good the nec­essary expenses, instructions for a survey were issued in June , 1846, by Mr. Gl adstone to Captain Pipon and Lieutenant EendersoL of the Royal Engineers.

It t{as now general ly recognized that nn intercolonial railw8¥ ",as a p ractical necess i ty for the purpose of welding the ~ritish North Amorican possessi ons together. The lower col oni es bad no substanti al phys i cal l ink with Canada, and with the current rapi d expansi on of t he United States, the Br itish Colonies Degan to f ear f or their independence and fo r the maintenance of the BritiSh connect i on, wh i ch t hey felt migh t be strengthened by the construction of an inte r col onial rai l way, and by the development of I mperial tradd and i mmigrat i on to No r th America. The question of such immi gration

)

c. a . ~I .. \ . Ne"s ro port - 1955 Page 33 r eceived great attention at this time, and systematic colonization along the route of the r ail\oray, to relieve some of the congestion and overcrowd.ing in the Old Country and to open up t he colonial wilderness , \",a8 advocated with vigour.

The survey was carried on by the two engineers appointed, until, in Octo.er 1846, Captain Pipon "'aa dro\med in the :.1 ver Rest1gouche. Ria place was taken in 1847 by Major Robinson, likewise of the Royal 3ngineer s , who . rought the survey to a satis­factory conclusion, and made his report in 1848 .

This Report recomr.1ended a route from Ealifax to Truro, to the Mir8l!lichi River by the Gulf Shore, to Chaleur Bay by the Nip1siquit River valley, a long the coast to the Matapedia River, up the valley of the latter to the Saint La'frence River, along the Saint Lm·trence to Riviere du Loup, and then to Levis. opposite the city of Quebec . This route \otas favoured over the alternate Central and Frontier routes as it possessed the most favourable g rades, offerod the best military facilities, and ,"las most conduc­ive to the development of the New DTUnm(ick fisheries. He stated, in addition, that an intercolonial railway was both a military and a political necessity.

In the Province of N'ova Scotia, the Lieutenant Governor, Sir John Harvey, was a hea rty advocate of an intercolonial railway. as his voluminous correspondence with the Briti3h Colonial office amply proveG, and the menbe rs of the Provincial Legislature ,"Iere enthusiastic supporters of a scheme for railway development, in Nova Scotia at least. lfhether an intercolonial line of railway ' .... as to be built or not, they were prepared to expand rail.fay fecilities to thei r mm most populous and industrious cOmr.:lunities. Duri ng the session of 1849, the Legislature J:laced at the disposal of the I mperial Governoent , the right of way for an intercolonial railway, together with all Crown Lands for five miles on either side of the line. The payment of £20,000 Sterling lias also pledged as interest on the capital necessaT'J" to carry on the con­struction of such a railway. This offer \Olas conmunicated to the Colonial Office, and. in June 1849, Earl Grey. no..., Colonit'. l Secretary, r eplied that while Her Majestyl s Government was very anxious to promote the undertaking and had considered very favour­ably the colonial enactment, at the same time, being fUlly conscious of the difficuL­ties yet to be overcome. it \olas not prepared to recommend to Parliament any measure for the execution of the project.

The Nova Scotia Legislature continued to enact leg i slation to facilitate and to authorize r ailway construction in the Provin~e, and in the following year, 1850, the Imperial Government '"las asked once again to aid in the construct ion of the railway, ,-lith the request that it gue..rantee the necessary fUnds . Grey replied that the Govern­ment was not prepared to reco~end such a measure "considering the great amount of, and pressure of the exigencies \-/hich continuo to weigh on the I mpe rial Treasurylt. The natural result \ .... as the d iscussion of local r a ilway line s ey the various colonies concerned. and the other two Colonies, C@~a and New Brunswick, likewise passed the legislation necessary to authorize l ocal railway lines of their own. As all hope for ths construction of the Ealifax and Quebec Railway dwindled , so the interest of the Colonies in other local enterpr ises gained in i cportance. A publiC electric telegraph had been constructed from lialifa:-::, through New 3runs\fick and Maine. and it s success had bee n so p ronounced that the question of a r p ilway to parallel it was being dis­cussed , and such a project seriously entertained.

"'hile connections I'fith the Un i ted States were thus being contemplated , an invit­ation came to the Colonies from Portland, t·ia.ine , to a Convention SUI!IIloned to discuss project ed r aihlays, especially one to run from Portland to Halifax. This meeting took pl ace in July, 1850, and many g reat and grendioae ideas were discussed and studied at its sessions. The State of Maine ,·tas prepared to construct its awn portion of the railway, and other American capitalists professod t heir ree.diness to construct the Canadian portion, p rovided that they were granted the necessary Acts of Incorporation, and lile r a l grants of land and money.

)

C . ~(.E . A. iTe'ws _~e·'"10rt - 19 5? ___ -,-___ _ __ -'F,,·2 .. ~S' _ _<~!J:. Thus W:1 S born the IIEuropean & North American Raih/ay" . with Mother high-sound­

ing name, expressing the hope and belief that Halifax would become the great point of , . embarkat ion for Zurope from America . Many flo\-!ery and extra vagant orations \-le re made ' in that style of eJ-."pression so typica.l of the United States at that time, and r.l3.ny i'

.. ,ere the confide.nt op inions expressed that the Convention heralded better and more Raicabl e international r e l a tions. One orator spoke as follO\.,s: " ~n the annals of mankind •••• since the first dawn of civiliza tion, there has not been a spectacle that sl..l,rpasses the moral a."ld politice,l gr:::o.ndeu.r. the ex..'I).ibition whiqh the three mem­orable days of t his convention have made to the world".

The same speaker, becoming 8'ten blasphemous in his extravagant and ill-considered ut terances , r emar ked enthusiastica lly that even the Crucifixion did not do more to herald pea ce on ea rth and good-,.., ill to men than the Portland Conven~ion.

From the scenes of such exci tement and enthusiasm, the Nova Scotian de~egates returned to find public feeling equally aroused in their own Province. In Halifax in par ticular, the public imagination was a roused, and a public meet ing 'I'8.S held ih that city , Enthusiasm r an high, but Joseph Hm·,e int erjected a cp_u t ionary not~ •. Ee declar­ed that the State revenues of Haine ~ye re i nsu fficient for the construction of her own portion of the line, and that relip_~ce could no t be placed on American capital for the ful fillment of the project. He r l' ther r e e omnended the at tre.lft ion of English cap ita l. The sub ste.nce of these proceedings ~·,ere comr.lUnicated by Earvey to Earl Grey under date of Augus t 29, 1850, ~~bo sta.ted that his Gove r nment , aware of the milita r y and cO!:!nerc ial s ignific~mce of the proposed r a il,.,ay would not conscientiously a llo,., such a n enterprise to cooe und~ r the dOninat i on of foreign capitalists. At the same time he enquired ,.,rhe the r the Imperia l Govern!:lent ... , ou l d be d isposed to guarantee the funds, not to exceed .£800,000 Sterling, ,·,hich lTova Seotie. might be called upon to 'orrow in Zingle.nd. for her portion of the re i hn;o,y. Grey r eplied that the same obste.cles to the granting of pecuniarJ assistance to t he ~uebec railway would appl y to the present scheme. In view of the extreme importance of the enterprise , both as a colonial and as an I nper i 2.1 necessity, the Governoent of l-l'ova Scotia sent one of its mem:bers~ Joseph Eo ... 'c , to England to restate more 6ilphatically the case for the Colonies, ·

T:.'1is 'I,as :lot the first time that Eowe had argued in f avour of the railway. In 1835, as euitor of the "Nova Scot ian", he advocf.'.ted the construction of a r a ihlay bet­~·!een Ealifa:. and lHndsor, NovaScotia, in an editorial contributed to that newspape r. As Windsor P0 3scssed uater cOIn!:run ica tion with Minas Basin. thence to the Bay of Fundy, he f e lt that such a r e. ilttray,.,ou l d g r eatly facilit ate trade be t ween tho eastern and ,.,este r n portions of the p r ovince.

Likewise, in 1833, EO\.,re, in comment i ng upon the contributions of the General Mining Association to the industry and welath of the province , lauded the Association's use of the ra il,.,ay for the tr~nsportation of its minerals, and sta ted that its enter­p riM had brought the railway to Nov? Scotia twenty yea rs earlie r than i t might other­wise he.ve been expected. The amaz i ng accur acy of Howe's prediction will shortly be obse rved. Ho ... ,c thus was obviously ke.cnl y conscious of the value that- the r a il.-Iay was to be to Nova Scotia, and to its industries. :9:o."e ce.rried out his mission i n illngland during the winter of 1850-51 and, in t,·tO ,.,rell-contributed briefs , put forward his ar­guments in language ~.,hich makes them rank among the g reat est of colonial state papers. The people of ~Tova Sco tia, he sa i d, ,,,e r e anxious to secure the advantages of t!lat modern i mprovement of the cOli!!1on hight.,ay , namely, the r e.ilway, and believed that r aihmys were essent i a l to the adVE.ncemcnt and prosperity of the Province . Personally, he bali.eved that , as the use of the r oads was available to the public without toll, it woulc. be E>. sound policy to carry the pu. l ic free upon the r ailwo.y;:; , provi d'3d that t he GOv8 .c:::t.':Ient possessed the necessary means. If, however, ctrcumstallces demanded the appJ j cat i on of tariffs , he believed t hat the toll s would "be more moderate and fair 1': iney we r e regul ated by the Government , strictly acco rd ing to the cost of con­struct ion e.nd management, than ... 'ould be the case if monopolies ,.,ere created, and

<- 1-

'-~ , L __ _

w

'. -- .............. j

7 o

1-

C . ~ . H . A . HeNS !-~eport - 1953

speculators r egulated tolls with refe r ence to profits and d i vidends. If only J ooeph Howe could see the effect of Government ownership in the twentieth century!

The British Gove l'nment, he said, he.d g'UR.rnnt eed the co s t of purlic worl:s in many colonies, a nd it "ras under nany oblie;E'_t io!'. s to aid Nova Scotia. American capital was p r epared to finance the Zuro?£lan a.'1d Uortr. A=.erican RailwE\Y line. but Nova Scotia ,,,as reluctant to percit this , as i t preferred to see the control of such an enterprise in :British hands. The honour of the Crotm was deeply concerned in this matter. Howe had I!Ia.!1y intervie'-IS with !:!eo.ers of the 3ritish Cove~e!lt . and he de livered a number of speeches in whlca he aroused for his cause t he ~cpathy of the English public, In request ing an ! cperial guar antee , he a r gued for one suffioient in aDount to cover the cost of a main trunk line from aa1ifax £0 Querec, as well as that of the international l ine to the ~fa ine front :ter, ,,;hicn constituted a l e.rger object than that of Bal,e's immediate mission. lio r eply \qes received by h i m unt il his receip t of t he f amous comm­u nication from the Colonial Office, under date of :t-'iarch 10, 1851.

This document , the first offioial nemorandum of the Government 's decision, s t a ted that i t \'las prepared to ask Parliament to guarantee the cost of such a r a ilway as would likel~' be of g r eat i rnportence to the Empire aa a ,,,hole, and as would \e constructed in i ts enti r ety in ~riti Bh terr i tory; such a guar antee would cover the amount of a loan ra ised ~y the three province s for a line f rom Hal i fax to ~uebec. If a shor ter line , o ther than that r e oommended by If.ajor Robinson f could oe found, it would r eceive p r ef­erential co!'!.s:i.de r at ion, but any such oontemplated deviation from the line of the orig­ir.al ~url'ey must be sub jeot to the a pproval of Ber Majesty ' a Government . The r espec­tive colonial Governments \'fere to make the necessary financia l arrangements for the extinction of the debts i ncurred through the loan, a nd for the payoent of interest upon tile same . Then there ca:ne the !:!\lch- quoted sentence \1hich was to bea r so much

) i mportance for the future of the inte rcoloni a l project:-

11 It is a lso to be understood that Eer }.~jesty t a Govonment w111 by no J:leans object to it s f orming par t of the plan ,·,hich may be determined upon that it should include a provision for establiShing a communication between the projected railway, and the railway s of the United State-s o n

Carried 8.\1'8.;1 , no doubt , by an enthusiasm borne of triuoph , for he certa inly had concluded a notable p i ece of negotiation, Eo~e wrote home immed iately to relate the complete success of his mission. Advising t he Nova Scotia Government of an Impe ria l guarantee to cover the cost of the mein intercoloni a l trunk line . he sta t ed t hat this guar antee included a provision for a line of co~~ection across the province of New :drunst·rick to meet t he railway line s in the United State s . Si r John Earvey eVidently

r )

@ccepted ''Iithout ce.r eful scrutiny t h is eAtrecely doubtful i nterpretat ion, end COIrJllWr-

1cated the tid i ngs of liO\-re' s success to the Goverru:lents of Ne,,, Brunswick and Ca neda. Ea rl Grey himself vrrote to Harvey in l-~arch suggest i ng a conference at Toronto , to which the L~qe r Provinces might send the ir deputations , and at which va rious questions might be dealt with and decided, includ ing t he fai r division of the expenses and r evenues of t he proposed r a ilway.

On h is i mmeciiate return to nova Scotia , Howe sp oke on the mtter at a numbe r of public meetings , and r esolutions in favour of the same were adopted, copies of t"hich were sent to Grey in Lonclon. Howe then proceeded to New ]runst'rick i n an e.ttempt to \l'in the ap:?roval of that p rovince. Thi s \las not e.n easy task to accomplish as th..:. Portland line was really t he primary objec t of that PrOVince , ,,,hile the i nte r colonial line , passing through the sparsel;r-settled northeastern wilderness, "ras calculated as likely to be a heavy burden u~on the provincial revenues , which were already pledged to as s i st the St. Andren"s and Q,uebec Raihray. EOt.,ever, Mr .. Chandler, the premier of Ne,,, Bru.."1sw:l..ck, and t he people of the Province \'Ie re ",on over, a nd a deputation from l1ew Bn;""ls,dck ::proceeded with that of Nova Scotia to Canada. The r esult of this fur­ther success was also transmitted to Earl Grey.

C . .. to Ii . A. i~e\'Ja J.epor t - 19 53 ~~'i..,:.~ ... ~.'7 . -'i --.. "-"' ....... , The Conference at Toronto ag.rsed that the r a ilway from Halifax to Q.'l4,;.tf.ec:. shoul.d

be constructed on the joint accou.~t of the three provinces a~~ at thei~ roUtual r~sk, and that on the repayment of the debt thus incurred, each should own ~he line within its owr.. territo?y. Ee ... , Brun:;wick, it was decided, should build the~Ortland line at it s awn risk, with the funds gue.:m..'1.teed b:.' the British Government.r which they bel­i eved were so guaranteed . PlanE we r e ,.,.11>0 in(:lu.ied in the agreemen for the cont in-uation of the trunk l1ne l and its speedy completion, to 'I'1indsoT, Canada tlest . The Canadian Legislature, being in seaston (June , 1851) , i !'lmtldiatel y passed the necessary l egislation. Nova Scotia then celled a specie.! session of her I ,eg isla.ture for the same purpose, but bafore lTew Bruns"rlck could act likevise , the bloW' fall . Barl Grey , writ­i ng fl'om London unde r date c.:f ITovornber 27, 1851, advised the co]o:1ics tbat thay were i n error in su,!>posiIl6 ti1at the Imperial Governmcnt eve:r contem]:-latcd guaranteeing the cost "f a l ine of railwe.y to FlJrtland, V.a.ino .. Eer r,!a.jestyl s Govet'n.1lent co-:.1ld only consider assisting a line Qf cOrXlunicE'.tlon betwee!l t!i.e thrae BriHsh provinces. The Portland line was ob·.riou~l:r quite .)utside the sphfl ro of Dl"itish pclicy~ Howe , as might be imagined, was grent1y upset over this disastrous news, realiz i ng that , as a r esult of his error, pn en~ire extra s~ssion had been called in Nova Scotia, and the other eAtra expenees hai becn inc~rred in the otner provinces, ilis defence is contain­ed in two.> reports writ ten in Decetlber 1851, both of which were sent tc Earl Grey ,

Grey ' s reply , dated Je.nua::-y 9, 1352, \O/h:'LC::I pn inHng ont that· the only r aHway which in ell logic conl d possibL~' be !rcps rially ('.! cl,nr!, n:u",t of r:.e'~Hss1ty be of di.'C'ect imperial i a:rport21.11Gs.- states t~Y.\t , In pernci ng t.ile l'Op':! 'C'tr. of lio· .... o' a spt.t:ch'3s a :ld ot!ler documents, he must ru:l:re ovcrlool:ad t!le lcfera n.;os "to the GU='r~.n~ i:l 9 cove:-i:;; both lines of raihray, owing to the volu:u.lnc."'.lB natll"t'e 0.7 the ,?aJ?lJn~ :;>rc sented for his inspection, lie a l so belie·ved th.?t he had made it quite pla t!"!.. in conversEtions \lith Jo soph Bowe, that his govornment ~ould not contemplate eAt ending the bURr antce to the Portland line . There werc at the samo time in p rocbss of construction msny public works in almost every ~ri tish colony, and thoy ce rtainly d~mandcd attent i on be fore the Portland line . Whilst the latte r loomed l a r ge in importance to the limited hori zon of the colonial gove rn­ment s , to an Imperia l Gove r IlJ:lent concerned with many weighty Cares it ''las of small significance.

While certain Canadian histories , with a rathe r too appar ent malice , have desc­ribed the episode as a dishonour to tho vord of Great Britain and as the r epudiation of an obligation, it is only fair to state thet teero is no evidenco of ~ny agreement covering the Portland line, exc,;,pt ~fr. Eo,·!'; : S u.'lverified word ~ Earl Grey merely stated that there \-/ould be nu ol j l:lction to tht-< iucl...:..ston of the line to Portland t; in a plan lI W'hich me.y be agreed upm: If . There is not~,lii1g def1ni te ) no agreement of such a kind , contained in Grey ' s dispatch of Herch 10, 18,1. It was quite con~oivable that Howe , in his ililpUlsive ezcitf';mnt at an a:p:pal'p..1.t f;ucce3s, might hf\ve i l!!fl.gined that t here WRS , but h~ should mODt ~ortein1y have weighed the icrport of Grey ' s words befor e arriving at any conclusion, It s(;ems like a. case of wiahful thinking. Ecaring that t he I mperial Govcrn;nf)nt pror-iscd a. guarantee , it seer-ed autoll'.atically to him. tha.t it must , of necessit~· , .include the Portland lino , for he kne~'1 that new Brunswick \'1ould not [lAve '!:Jee n satisfied \'lit!lout that reilt1a.y , and that his mission at the same time would not have be6n p . success. It was n:;>.to.lre..1 too , of course , that the coloniala should feel inc1.ign&.nt , fo r the intercolonial 10o:::Jed as a p r oject of vi t,g,l i mportance to them. Viewed irom Grey! s point of v i e ".", _ though by no l!:;:!an~ of trivial impcrto.nce, i t must have been but one among dozens of irnportent public wo~ks throug~out ~he ~rr.pire .. With all the ca=es of govornmen+; , anCi the necussity of exc.::.inil'lG reports , r es::.olu.tlons a nd speeches from countless SOl~ftJS , his ove r looking of Howe; 3 early references to the Port lalld line guarantee is incieed exeusable.

Tho project , hO\.,evcr , did not icmediately peter out for, to the colonies, a matte r of tt.e !:ighest importance hung tn tho bala:h1e . A Canadic.~'l de l E:gc.tion proceeded to New :aruns\1tck~ , .... here an a l ternative route \olas agreed upon with tMt prOVince, ,,,he r eby the r ailway would foll0''I' the Saint J'ohn River tr.rough UOi'l Bruns\'rick to Saint John, and thence proceed to 3a.lifax 'b-",f way of the head of the Bay of Fundy ..

)

News :~e)ort - 1953 =-- Fe; '- '(~ -:'! ~~ ----.---~.---

raih/ay would follow' the Sa int John River t h rough Hew Brunswick to Saint John, and thence proceed to Ee lifax by way of the hOA.d of the Bay of FundY .

This jOint del egation c P.rried on the d i scussion at Halifax ,.,ith the government of Nova Scotia. The latter, hO\'reve r, refused to pay one-th ird of the cost of a line "'hich would obviously be of so much more additional advRntage to lie,., Br-..mswick, and to the port of Saint J ohn. Accordingl y , the plan \.,as r eVised, and :iove. Scotia agreed to contribute three twelfths, ~·,hile l~et" 13runm."ick ag r eed to pay five t~"elfths. and Ce.nada four twelfths. This sche~e was det a iled in a com~nicRt ion to Barl Grey, dated Feb­ruary 5th, 1852. Grey r eplied, declining to cO~Qit his Gove r nment to this route, l a cking suffici ent informat ion, as he did, r egar d ing its merits.

Accordingly, a delegation from Cane.de, nova Scotia and N8\" Brunswick proceeded to England. to intervic,o[ the Imperi.? l authorities once again. Hincks, Howe and Chandler made the journey. Lord Derby! s government was novl in pOtie r \'Iith Sir John Packington as Colonial Secretary. The importance of the raib·ray was freely admitted, but aid vIas r efused on the terms proposed, and on May 20, 1852, Packing ton dealt the final blow by announcing that aid must be declined, as all the previous negotiations had been based, and were cond itional upon, Major Robinsont s chosen line.

Thus ,.,e s brought to a concluSion, the ea rly negotia tions for fl. jointly construc­ted intercolonial railt'lay, br i nging with it much f isappointment and disillusionment. One t."ritar beli eves that the colonies made a blunde r in making themse l ve s responsible for t he cost of a preliminary survey, t·,hich Has conducted s olely in the interests of i mperial and military conside r e.t ions J for, in so doing , they automatically acknowledged that the colonies t interest s , not those of the Imperial Government, i·,ere primary. Had the I mperial Government been induced to at.:cep t tl:.e chP.rges for the survey in ques­tion, the railway iofould , most likely, have loomed Do re i mportant to it. Furthermore, a f urthe r Colonial Secretary, I,ord Glenelg. M.d suggested an intercolonial railway to Lord Durh2.m, as a political expodient to b r ing a.bout intercolonial union, and. now the revised route of the railway ~'Tas r e j ected on military g rounds . Great Brite.in had al­ready guer anteed a loan for the cost of the Ca nadian cana ls, w'hich were built more f::-om comnercial than f rom military considorations, and thus t he colonie s did feel disappoint­ed that no such aid \."as forthcoming for a raih/ay of even greater i mportance and sig­nificance . That was t he colonial view.

It must not be Cintir~ls forgotten, however, that the I nperia l Government was now pursuing an extremely c~mtious fisca l pOliCY, and. that t he intercolonial raihray s cheme must have appeared extremely insecure, vic\."i ng the moagre resources of the colonies, end the small amount of r evenue available for such a huge project , expeci ally in the instance of Ne,., Brunswick. At an~t r ate , this i"laS the end of the attempt to unite the colonies by a line of railway.

-0-0-0-0-0-

References for Chapter 1:

FLEMING, Sandford,: "The Intercoioniai ll •

DlJREAH, Lord,: Report . TP.OUT, ItRaih/ays of Canad.a lT , 1870. NOVA SCOTIA: Journals of Assembly, 1846 , 18 49, 1851, 1852. f.rJ cLE.AN, S.J.,: II National nigh\ofays Ovorland !I, in

tlCanada e.nd. Its Provinces" - Volume l a, p . 386. LOVETT,: "Canada and the Grand. Trunk ".

------ -- ----.- -.-- -.------- ------------- --.. ...

'.i'~le Spring LXCllrs iol1 on Sunc1ay , I·Tarch 30th , [-ro:Jise s to ~)roak all previolls r e cords. He 1i5er va tion s : Trip Co .. L1it t e e , =:ox 22 , Sta . D, IIontreal .

)

)

C.rl.H.A. Hews Report - 1958 Pare . yz. •

A R:S C:tc;HT VI SIT TO TH~ C.~.lJADIAN HATIUNAl' S ; ':OETIr,01~NCY SUBDIVISION .6LLCT ,~IFICATION •

b y Pc-.ul J:.fc Gee L-____________________________ ~

NOV.c::lIi3~il 9TH was a typica l i;ov­er.1ber day i n _:10St par ts of t he Province of '~ ~ue'bec , d ivid ed bet;leen sunny and mild , windy and cold, rain and snow. So it ViaS in t h e ancient city of ~ !uebec as I stepped off the overnight

t r ain from I.Iontrea l t o take my fi r st c ood look at t h e l ast el ectr ic pass ­enger railvlay i n t~1 is province. Tile rai lvJ~y "'.]as t aken over by the Canadian National syst em from the '1uebec Raihla y , Light & Power Company , in 1951, but the e quipment which greeted me a s I entered t he St . Pal).l 8treet stat.ion bore the initial s " (2 . R .L. ~c P. Co. jl So started one of the pl easantest trips '\trhich I have t a ken r e cently.

I t was s t ill dark as the first ca r to St . Joa chim de pa rt ed , ".,ith me a s a pa ss enger . I r c l .9.xed in the oversized seat , '\tlOnderine at t "'.e comp­a r a tivel y l Qr g e number of pa sseng ers on boa r d. , optimistica lly t h ink i ng of t~1e line's future . ~.Je switched onto t h e s ing l e tra ck over tho d iamond from Pal ais St o.t ion , over the St . Charles River drat:;'0ri dr;e, and ont o the quadruple tra ck at Lirr,oilou , where a l a r ge nU8.ber of fr e i [ ht cars i ndic­a ted prosperity. 3evcral loca ls from t h e east passed on the doub l e truck bet 1,1een Liuoilou a nd Eont. r:1orency Fa lls . A~1ead , the sun ros e , to t h e r i ght t he Jai nt Lm'rrence flovTed on , to the lef t , the Precambrian Sh iel d 's southern f ringe VIa s evidenced in t h e !01ountains .

The doub l e tra ck, and frequent s e rVice , ends at I·Iontmorency Falls . Ahead lie numerous flag stops f or the St . Jo ac ~1ifil trains . One of the .s.dvantages of t aking the early morninp tra in f rom ;uebec is t hat most of t hes e f l &g st.o ps are passed at :ull speed , "rh ich is surpris ing ly high ; o n th i s tra in , t!1C Glor~r of the old i nterurban is r estored . An i n t e r est ­i:-I[' th i ng a~out our tr 'lirl is t ha t \vh ile i t carries n o baggage or mail ca r , i t does ca rry mail - ... in th e mot orman I scab , vlhose size makes it somet h ing akin t o a ball room.

'The uninitia ted enthusiast tro.vel l i ng t h is line wi ll be shocked '!)y the ultra - mo dern searchlicht - type order board a t St e . Anne Church ( renamed r ecent l y f rom Ste. Anne de Beaupre) , followed by t he remar kable three- t;ay s tub switch l eau i nD to one of the ti'ro car b~rns at Ste . Anne stat ion . At Saint JO:lchim (1,!ho, by th e wa y, was t he husband of Ste . Anne ), the equipment , yet l etter ed o1 ";, ~ R . L . 2. r . Co . " , include s a s varied an a rray of r oll i ng stock a s I'Till be found anYl'There . Here are fir s t a nd s e cond class pas seng e r ca rs built i n 1389 by J a cks on &:. 3har p , an e l evated ca r , probab­ly from BeH York , plus such od.d i ties as Q. d . L. & r . co . ste~l h o pper C2rs ''.'l:t tl1 a rch bar trucks. The station at St . Joafhim is t he end of the electrif ication , 25 d iles from ~~uebe c . The car I ha c;, taken had vvyed on its ltJay i n to St . Joach i m, le~v ing it r~a"::'y f or its return to rluebec , in twenty minutes .. This a lso left t he ca r in a Foo d pos:i,tion f or photos , bes i de t he '\'l:::" t er i ng equ i p . .lent f or the steam locomotives , ,·,h ich t a ke trains ove r t he r em2.ini!1£ 63 unele ctrif ied ),1il e s of t :-:;, is line , to La Ik lba i e , ~ue ., :" lo!!g the l'ocky St . Lav:rcn cc shore . The time beth"een c: r rival and daparturc f rom St .Jo ~c l1 i:a is j ust adequatE:: to "lander a round t:1e sto:Lc:.ge tracks t a kinr pi ctur e s that are difficult t o find no,", . By t he way , n one of the sto l~ed cqui pr,lent her e is e l ectric- povlered , it is al l non- ;J0\·18I"..:;d ex- ste&l1 roll i ng stock t4sed a s tra ilers f or the 450 series ca rs or e l e ctr ic loconot ives . ':'0 rut it in the vlOrd s of the conducto r, these c ars are used .I pour les pel l erins oi

• (' Ifor the pil grimsll­to the Catho l i c shrine a t St e . Annets) .

)

News [Leport - 1958

I \vas the l one passenger as \Ie left St . Joachim , hO"'Jever , this i deal ( f or me) s ituat ion was short~lived as the train filled at the s~a1l stations 'Nith people heading to 1uebec to work or to shop . A conversat­ion v!ith the -conductor vlho was surprisingl y f riendly considering the ea rly hour, r eve a l ed tha t one of the many way- fre':\. c:hts vms scheduled out of Limoilou f i fteen minutes after our arri val there . It was at Limoilou, after I d i sembarked , that I acquired a respect for e l ectric l ocomotives , for the ,.,ray- freiGht which I had expected to consist of about seven or e i ght cars in leng t h , stretched out of sight into the yard . '.ihen it l eft , a few minutes l a te , the tota l l ength was found to be t hirty- eight ca r s ! Unfortunat ely, the el e ctric locomot ives nOVJ bear the Canadian l~at ional t 5 "diamond'! heral d , and C. N. R. cabooses are now used . After the fre i ght had l eft I "lalked the 0 . 6 of a mile to St . Paul stat ion , over tak ing anot her eiectric frcight switch i ng near the bridge .

The schedul e I had \'lorked out l eft me four hours to wander a round the St . Faul station , vlhich ,·as the principa l object of my visit (see November "Uote s and l'!e"'ls ~1 page 1~9) . Satur day morning is an active t. i me , so that there \'las a l most continua l a ction . Ca rs a rrived , snaked through t he stub switches and into their appropriate tracks, backed out and 6ver to the t urntr.bl e , i nto their departure tracks, and prepared to l eave . ';uch unusual Sights as Gn ei':lployee .... :ashing the front of an interurban ca r were observed . A home- made conver s i on -- combine 113 rebuilt from a coach It'lith open- pl atfo rms and plywood ( ! ) sides , carne in behind motor ca r 45 3 , o perat~ng on a lo co.l schedul e t o j~ontmorency :;"al1s . The combina tion car bore a rather i nconcr uous advert i sin8 sifn noting its express contents 'Ifor the best traction -- 3nO\'1 Tir es'; (Ugh ! )

One of the most startling Sights was ca r 451 running back to back lrJith car 405 in the s anc f ashion £l. S two d i esel ··Ad unitrs , a l though these ca rs are not equ i pped with multipl.€ unit oper C'.'i.:.ion . Ca r 405 is wooden , "lith a f i ve- window front and clerestory roof . - . - :.-~ .

The turntabl e at ~uebe c is one of the musts for r a ilfans . This is electrically pOlrlered and t he fastest turntable one is like ly t o f ind o.ny­,,[here . The c.a rs a r e clri ven onto it , the trolley yanked dovm by t he con­ductor ... Jhi l e the encineer steps out and oper a tes t he turntabl e motor . I n a matter o f second , the ca r is turned , the trolley r eqired and driven fro m t:1e table . k ?parently, no car eful bal ancing is r eq\.'.ired . I mi£.,;llt add that ther e i s a l s o a turntable l ead ine into the second ca rhouse a t ete . Anne stnt ion , hO'llever it i s of the oiarhl3 trongil va ri ety .

Al so on vim·! at .. uebec was l ocomotive 229 , built by the Dominion Bridge Co * 1 ",hose mc.ssivencss is i n proportion to the background Palais station . .l:::!uil t to huul the Canadian Nat ional tra ins to La TIalba i e , on t he elGctrified sect ion , 229 i s a n extr ",ordinarily- l a r ge steeple ca b locomot i ve , the cab ~eing f:xtended to Qccount f or most of the i ncreas e i n l eneth . The frD.!':le of the locomotive "';<1S buil t by Dominion Bridge .

"lork equi:?r.1ent stationed a t r'uebe c is i n t eresting , some of it being sal vaged from the ~-:ontrec:.1 l~; Southe rn Count ies ]ail~ "ay , and one pie ce, cra ne ca r Ho . 8 ')ein[, f rom the str eet rail1:ay opera tions of the 'l . R. L. t; P . Co . \,,r:lich ce ased i n 1947 . One of the old :U':SCL? line ca rs no\·r is CN 69457 , t he o t.her Et.:SCn. l ine car not beine in siGht . These lines cars hco.ve been occupi ed for several months repL:lcing the sing l e trolley \·lith c.::.ten.:try , 'Vlhich I specul ate came from the r·iontr eal & Southern Counties . About seven miles hctd been hun£ by November , mostly between St . Joa chi m and Ste . Anne station .

)

C •. .l..H . i .• Neivs fl.GPor t - 1958

U!le other i nter est i ng deve lo pment ha s been the standardization of horns. Locomotives 225- 229 and ca r 453 are GC1ui pped i-lith three- horn chime , crane 8 and cars 40 5, 451 9- 452 and 455 r e t a in their singl e horn.

'the steam enthus i ast is not deser ted i n '"luebec, either . CNR Pacifies 5569 and 5076 came i n from Ric "n ond and La Ii.::t lbaie , res pe ctive ly , it being noted that the l atte r came in via the electr i f i ed line . A Pa cific be longinf; to the ':1uebec Central Railh'a y Fo..3 a l so observed from a d i stance. Add itiona l bonus es Qvai12.bl e on t h i s trip (for 'vives, etc .) a r e h i storic -....!uebec city , s cenic ~,'::ontmorel1 cy Falls , and t he Shrine at Ste .Anne.

It might be Mted that I l eft Hontrea1 a t 11: 59 PI! Friday ni[ht , and vlaS back in r·lontr eal acC'.i n on Saturday in t i me to have supper and go to ' the ho ckey game that n i ght . In brief , l eave on 11 ; 59 E ~ overnight train, t a ke f irst Cit . Jo a chim trc: in out o f St . Paul stat ion (across the str eet from Palais sta tion , a t v-Ih ich IJ[ontreal tra ins a r rive ) , return on the snme train , arr iving ~~uebe c a bout 9:15 AI'<I. ~I:ak e 2 : 00 PI·I train home , a r riving Nontreal 6 : 00 PH. Be ca use of l a ck of freight act iVity , it i s not suggested to make t h i s trip on Sunday.

NOTBS AND NEHS

by ?orster Kemp

~-----------------step may be taken on

9 As t he t i me approa ches f or pl ann ing su~~er sched­ules , rumours o f further cuts i n passenger servi­ces are c. ppear ing . It is reported that the Can­<J.d i an Nationa l Railways i s pl anning t o discont i nue pass enger service on the branch l ine between Lunenburg and I'Iahone Bay , rLS ., and tha t a s i mi l a r

t ne line between Orillia and l,lidl and , Ont o

9 Re cent incidents involving d<1mage to trackage in southern British Colum­bi a have for c ed the CC'.nadi.:m Pacif ic 3.ai l vlay to sus pend a ll night oper ­at i on on its line betv;een :Ne lson a nd Pent icton , N. B. The usual da ily passenGer service has been r educ ed to t v;ice 'lfleekly.

e The ~·~ontral Transportat ion Co:nmission stitution of bus service for electric Tlley are .:1S fo ll01,'1s :

recent l y announ ced dates for sub­car s ervice on several lines.

Somet i me in June (tentat ive) Sunday, June 22nd :

Sunday , August 31st:

Route 91 , LACHINE . Routes 5, 5A ONTARIO. Route 9, :lACHBL. Route 87, DAVIDSON. Routes 30 , 82 BL~URY . Routes 96 , 97, 61 VAN Route 29 OUTREI10NT.

HORNE .

9 British Columbia .~l e ct ric . :ailt.;ay postponed the date for discontinunn ce o f it s Marpole- Stevc ston interurban line from Februa ry 1st to t he 15th , but no Hord has been received ::.s to uhether or not the l a st run \'las a ctu~lly made on tha t date or not .

e All C.1.n.:1dic::n ~!ation<.'.l R.a ilt'lays I stearn locomot i ves will be \'Jithdr cn-m f rom ,,(,he :~al"itime Frovinces eClrly t:t is s1.l:-:ur.er , ['.nd by the end of 195 0" , i t. is e xpected that all l ines south and east O:L tile J<=:.int Lawren ce Hiver l,1ill be J i eselized . At the present time , most op ::::rc--.t ions i '-1 Nova Scotin, Prince "",dwc.rd Isl D.nd 2nd Hei·1foundl .1.nd c,re c.l icselized , but steam pm-.rer is still to b e s een rcguli1rly i n Nmv Br uns,·Jick.

(cont inued page 43)

)

)

C. R. H.i! . Ne1:Js iteport - 195$

LOGGING .<AIL.,AYS 01' VANCOUVC:Il ISLAND - Part 1 by Elwood Uhite ,

V.:lncouver Isl.2nd R<lil"lay ONLY A V:.J:"tY fi!,'1.T logc ing raihlays His~orical Associa tion .

r ema in today of all the multiplicity of lines "!11ich cnca brought out the dbig stdcks it froi:'! the dense forestl ands of Van couver I sle.nd . Only one company is still logging "'lith locomotives on the Island , and it will be d iscus3ed in the Aryril IIe\'!s J.eport . However, several compan ies er e still using :;,"' .:;.ill.lays as part of their transportat ion system bet 'lrleen the bush nnd the s2'.im.ill. The f ollowing i s a brief survey of these operations, Hhich visitors to Brit ish Co l u;ll'jia may, f ' ·hd. to be of i nterest . __ -" ~, ::s::..

'r OSBORNE BA .'JllA;(F CmlPANY ~ 1,.-''-. Starting from the southern end of Vancouver l.slQ~he:~fi~ logging line encountered is located at Crofton , B. C., aOQ.~.:e.f.f~t1 five~Uc.s north of Victoria . It is the shortest rail\'laY in atltish. Columb~r-~~i~g onl y 0.33 miles of track . Lumber is brought in l:(y 'l the ::!:squima~ ~~ Nai15:J.~(). Ra ilwa y over a short branch which connects \'lith tt!e main lin e~[l.'f;· Osborne Bh~'~1.!-!.l:ction . Switching on the vlharf i s perfo~ed by a very\.t:~al l 35-ton ~Shay" ,~.qcomotive . The line i s D. subsid­i ary,coy tJ} <!' li,illcrest 'wmber Comp'lmy , of\ I>!esach ie Lake .

- / f'~' " \ .... \

ClILLCa';ST Lurnjiil CO;iPANY\ '. " \ U ' This company ' s\ ii:.ill is lo cc.ted at Mesachie

LakG , B. C., sotu,.c~~fIj.'~~'ince west of Osborne \~c.Y. At one time , this com­pany ' s lOf.E ing ope~.Atfons 'Iler e almost cntir~ly rail-based , and as I!k".ny as ten locolilotive.:;i' ·wete jin service , but nO l:1 an 80- ton Cl imax locomotive is used to switch '.t;hEl iH)i.l l sip.ings and to hnul\ the lumber about five mi l es to thG Eg>;N in't-erc.htlil.&e"'&t Cm·richan La.b:e «.::.~ A 45-ton Climo.x locomot­i v a is k ept ns D. stand9Y G!l;: ine . It was b'(fil t \in 1915 , and is reputed to be the oldest Cl imD.r~.~~~,in~ .. in operc. tion in 1~th America .

\I;;ST:;"II FOR:3ST mDUSTitI ES ;-':ti~ifEi;l _" "",' "'...J' i '- ~

About three miles north ~fi:J.~'S'lchie La~-~' ~ located 'the mill of \Jestern ./orcst Industrie s at lIonit?dp!)1 Bay . Th s company oI\c~emp16yed si~:: locomotives i n its logg ing oper;(t"ions,. ~ut : 2.S turfl.?,d __ to ·\.'rucks , v:hich permit easie r uccess to timber o.rt··1)fg.t{~ " ground . A sm~l.~' isseI loco:not ive is used to h nu l ca rs of lumber ' t 'g: the E&N,.§l.t COWi Ch~:"l"" lke , using the same tracks as Hillcrest Ltunber ,.comp~'1ny; •. · A' ~ton Pa ip ~ Co ,::.st ShC'.y is kept in reserve in case of DiLesel .::. ilure ,""::A,·':"l;ich i ' ~~e a fr~;ue:lt occurrence . \...-. .... '. ~'.'. -.:t ...... ...' \j.' - \

Not li1:l.ny years ago , the whol e CO'.'Iichnn vali-e¥-_~hoe.Q.-t-0 .-'the s9und of stc Q.m locomotives of the Shay, Cl i:nax nnd siderod tYjje"s , a s they )5ro\tght th e lots out of the Qncient fo rests dOlJm to the salJ.'Il1ills-· . .:t!1d londiRJ;" docks . Bri tish Columbia Forest Products !1.:J.d railv,re.ys at CUy~(:ys:e ~ncY Nitinat , Uestcrn Fm:'cst Industr i es , Empire Logg ing ond Lake Log-gm g at Hone ymoon B.:ty , .:'.::1d Hillcrest Lumber and r:Iayo Lumber Co . at Paldi , but np.:!rt from the sldtchinc opero.t i ons noted .:tbove , they nre a ll a thing of the pnst and the tQll timber r esounds only to the rOQd of the Diesel logz i ng trucks .

i,jore .::bout V", ncouvcr Islc.nd loge ing ~' .s.i llt1:tys vlill appear next month .

000 000

)

C. :l .H. A.

e Northern Alberta Ilc.ihJays rec ently r e ce i ved five 1750 HP di esel-ele c­t ric road sV/itcher locomotives from Gener al ;.lotors Di esel LirYlited . The~t a re the first ~CVl locoir.otives on the line in more tha n )0 years.

e The mu cn- pu'Jlicized 'luean Elizabeth Ho':.el, mmcd oy Canad i an National llailt.'ays , is ex!,e c'cod to r eceive its first r uests earl y in l'larch a&ld to ho l d of:ici a l openinc ce r emonies on April l ,sth and 17th . Nean ... lhile , reports have been r e ce ived t~.1t t he C. :L H. is planning a ~; 4 , OOO,OOO extens ion to the :l ova Scotian Hot e l in H.:.l ifax , and that the C. P . H., having f a iled to find a 'Juyer for its 110tel s at Kentv ille , Dieby and Yarmouth , H. S., ,.,ill opcr .?te thcr:l a Gain t~1is swnmer .

e Hinter oper at ions at the port of Saint John , NoB., hnve result ed i n the oper :::.t ion of tHO 2- 10- 0 type locomotives by t he Canadian Pa cifi c na ill/D.Y in its ya rd at Hay 3hore , H. B. 71lese engi ne s were forraerl? in ?-Iontree.l Terminal s t r ansfer service . r~ng il'le 3004, Class F2a 4- 4- 4 , is now i n passenger and express s ervice between London and Uindsor) Cntari o , r eplacing engine ;000, which has been authorized for s crapp i ng .

e Canad i a n Pa ci.?ic Rai l v:ay recently received the first of the Budd 1DC- 2 units fo r its Kett l e Vall ey service . I:umbered 9196 , i t is equipped \"Jith r eclining seats and vl.J.S buil t partly by the Budd Company , o.nd completed by the Canadian Car Co~pany Limit ed .

1 TilIP NO . 35

000000000

3UiDAY, F:;Z!3 ~~TJAay 23rd , viaS overcast, and most mem­bers thought donl y the di e- ha rd s will be out tod.1y1i . 3no· .... flakes swirled a round the green sides of Ii . T. C. car 2222 . Contr a ry to usual pr a ctice at these

excursions , ther e was no need for l ast- mi nute roundup of passengers before the ca r l eft Youville Shops .

Fiit3en passengers ~Jere ~board at depo.rtur e time , and t wo more wer e picked up a long the way for 0. totel of s eventeen . The route vIa s via Cr Gr:1az i e and St. Jenis t o Bell echasse , then a round the carharn where we used the ef:.st r un ,C!.r ound track -- the vtest s i de track is nOvl clos ed due to the construction of .:'.. new bus gar age . After a brie f pause , \'10 made our way out to Park Avenue via Belle ci1asse , St . Lavtrence and Bernar d . A f ast r un VIaS made clo\'m to Ontario Street over trackage that viaS , str ange­l y Gnou£h , almost unoccupied . As we turned viest along Ontario , sover ol members excl.J. imed : "Oht oh ! Haybe Ne shoul dn't have t urned i n h ere after al l ,/ fo r there ' '''ere st r eet cars i n n l ong line <'.11 the way to Aylmer Terminus . HO\lcve r , it VlClS too l ate for r econsideration t a nd '-re h~d to fo llm,! the process ion which broke up a s the car s arrived. at Bl eury street and lTent thoir aelXLrnte "lo.yS . Ho 0 2222 continued east\'Ta r c: c long untario to Vi8.u , uith brief stops at 3t . Germain Street , and in th E:! 1,.:ye at L,) tourns.:lu,c 3treet . '£ho3 r estaura:1t at Vi au and Not r E:! Dame provideci ' coff ee and sanduiches "lhile the ca r circled ti'lice via St 0 Catherine a nd St . Cl ement stl"'cet s .

On t.he r eturn trip , the CoTI . H. A. 'l:'ushcr Service" \len t into oper ­a tion for the iir st time t o remove an e,utor.1ob i l e from the tra cks 0 A photo stop \,lo. S nr:.de at the C. lI . i1 . level cross ing a t Val ois Street . "Ie had iri.t emletl to go up Davi dson Street on tllis part of t he trip , but the s\'Titch from the westbound t rad: , \"1:;,:L C ~1 is u sua lly kept sa l ted but i s seldom used , proved imposs i bl e t o opcr Qte . A sioilar s itua tion arose

C. !1.H . A. llc,," ~ePlH't - 1958 Page 4h

when WG att~mpted t o turn north on Papineau Street , so we opened the south switch, VTent dovm to Cra ig Street and returned to Ontario, then continued to 1 ~osemow1t Bl va .

Th is was a line ove r which fe\'l of us hQ.d travelled before, a nd there were rn:J.ny comments as we sped over t he hills and dales of Rosemount, past the r.J.a ny schools, some unusual churche s Emd several open fie l ds where old farmhousE!s and barns st. ill st and, surrounded by blocks of f l at s. A sto p \TaS mnde in the sp'-lr track <1t the end of the line f or pictures to be fitted i n betl'leen t h e a utomobiles ,"!hich pnssed i ncessantly. Another stop uas made ~t 20th Avenue on the return tri p.

. He turned ~outh on Papi neau to I,Iaunt aoyal Av enue, and there the 1/ pusher s ervice" was urbently re qUired. A l a rge sno\>lbank occupied the south side of the street, and there -.-.rere many i mproperly-parked vehicles as G result. Unoc cupied cars and. trucks VTere moved clear by a [;roup of a bout t en :'ilemberS

j \,·.=ho lift ed one enq. at a time , pushing i t towards the

curb (or snowbank . This \vas prob.s.bl y cP?reciC!ted by the motorman of a regular Pa pineau car v.rh ich follOi'fed us to I,Iount Roya l car barn. Little d ifficulty was encountered on the r eturn trip a long t,Iount floya l to Park Avenue , and this \ 'f<2. S rru::inly due to ",heels slipping on the snow-covered r a ils. The t rip ended offic i a lly at Youville, but, since the ca r \'las stationed at St.Denis, it was returned there a fter,,!a r ds.

During the afternoon, a number of photogr aphs \'fere taken by the members , of 11r. Henry Heider, "'rho has served as conductor on a majority of the Associat ion's excursions over the :r.I . T.C., and who vms making his l as t run on s u ch an excursion. He was due to r e tire on Februa ry 28th. Mo t orman on t he tr'ip \'1'9. S I,II' . Laurin, who has a lso served on several C. R. . H.A. excursions , incl ud i ng tha t memora bl e run in No . 274.

-- F . A. Kemp

The Trip Committee expects a record TvIHATEVER YOU DO •..•• number o f reserva tions for the Spring CorPT russ THE SPRI NG Excursion whi ch is be ing held, as TRIP ON I:ARCH 30TH II announced pr ev iously, on SundE!.Y, March

30th . Of course the principal dr aw­ing card is the double-headed steam

lo comotives , which "Ie have guaranteed as a featur e. One of the en[ines used ",ill be a 4- 0- 0 of Cl a ss H6g (old 1300 class ). For the l ea d engine , however , ~<:lre try~to obta i n No .1165 , an [-l-b, formerly No .l009 , \'lhich s erved for ma ny }renrs out of Stellarton , H. S., and which is pres­ent ly Qssigned to Turcot, for i ts l as t f ew months' s ervice. No .ll65 is

one of the fe\,l locorJotives remaining in Canada equipped \vith flat va l­ves, and therefore J squE!.re cylinder steam chests. Like the H-6-g , this locomotive is a 4- 0-0. In case 1165 is not a va ilabl e , another 4-6-0 'dill be used . Another i tem of note is that the Association was infor-med recently that the I:larch 30th trip is be i ng con s idered for part df a live tel evision transmission by t he prograrrune ;r!,Jide \'1 i del,.'lorld", which is telecast ea ch Sunday in the United States over the N.B.C. network , betvleen 4:00 and 5:30 PN . Guite by coincidence , the N.B .C. had previous-

) l y chosen r a ilroading to be the to pic i 'or its March 30th progranune.

'.lE REPEAT -- You \'lon ' t want to miss wha t promises to be one of our most memorabl e r a ilway trips, so ensure yours elf a seat and get your reser­vat ion i n right away to the Trip Committee, Box 22, Station B, r-1ont r eal 2.

Pr ice per person , ',1'6 .00, Canadian f unds.

)

C. '.' . ',".' . A. " e"I'" !r..~",.- ~ ,\('I,';n. ~~' ~~~ ________________ '~" ~'~~~"~'~"~'~'~'~' __ / 0

For the benefit of t hose member s i1ho ma intain r:imE:~ OF OUTI HG3 r e cords fo r filing photo[::::-aphs and slides , .:::.nd a s

a contribution to the ~i istory of the society , l-1r • . :!:r nest :lodl er has compil ed a list of the

Associat i on ' s outings , i~cluding char ter ed tr~in and trolley tri ps , and outine s via re["'.l.lar r ::.il sGrvices , since t:1ese t rips v/ere first i naugur­a ted ne arly ten ye,:;.rs <:.go . Ue r eproduce this list below, offering it <15 a va l uabl e compila tion , and , in a sense , ::,.n i nd i cat ion in some measur e of the r espect 'I!hich t he AssociGt ion holds for the i ndustry i t represents

r a il tr<li.1sport2.t ion .

No . Date Co. Train ~quipment Destination Notes

1 2 3 4

5 6 7

7A 8 9

10

11 III 12 13 14.A. 14B 15 16 17 17.A. 18 19 20 20A 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37

.A.ug. 7/413 llay 14/49 Oct. 30/49 lfuy 24/50

J.!TC

" " NYC

Aug. 5/50 )fTC

Special

" "

22- 2 , 3-33

Special K

II

Car 1 054 Car :3

Ca rtierville :·iountain & Mt .Royal Lachine Car 1042

En. 4543, ' 15 , 158, '98 , t 09 ,' l~3

Childwold, NY

Car 200 Frontenac & Cote t@Car 15837 Huberdeau Car 107 Granby

Visit Grasse River RR Corp.

st . Faretiell Route 95. Fall Foliage Trip Oct,l/50 CNR

Feb.18/51 M&SC l-lay 31/51 CPR Tr . 463 June 10/51 c,m Special

II

Eng. 1228 Pa rk Avenue La~ . t raifrtei ,Place DECar 15637 Quebec , via Garneau 1ge r a lon.

,lay 17/52 I<!TC Car 4 Mountain & La ch ine June 1/52 Cl'lR-.Aeill II recar 15837 Visit to Asbestos

Oct . 5/52 clm Nov. 22/52 J.:TC K .. r . 14/53 II

June 6/53 CNR Oct . 3/53 I,ITC Oct.4/53 " Oct . 30/54 II

.A.pl . 30/55 II

May 1/55 I':'SC June 19/55 II

Junc 25155 MTC Oct.l/55 " Oct . 2/55 C,;R Joi.ay 12/56 MloSC June 2/56 II

June 3/56 MTC Sept.l/56 " Sept . 3/56 II

Sep t . 29/56 " Sept. 30/56 cl'R Oct.13/56 I·~SC .A.pl . 13/57 CPF. J une 23/57 I(TC Sep. 22/57 " Oct . 5/57 ' Oct. 6/57 CPR lTov, 2/57 I<!TC JJ<Jc.14/57 CTC Dec .15/57 I,ITC Feb. 23/58 " Mar. 2/58 OTC

Eng. 47 Asbest os, ~ue . tr :; !'.g~5292 Eube rdeau If Car 859 Montreal Uorth n Car 2501 Garland & Cote St .

'1'{ayfreight Eng.2591 St.:a:yacinthe Special Car 200 Youville Shop

II Clir 1177 Lacnine. " Cars 1555-1664 Montreal north " Car 200 :Bois Franc Road IT Car 107 Ste.Angels

& Danville RR Fall Foliage Trip. Last run 70) cl.car

If "nuplex 11

St.Rosalie Wayfrt .

Last run MTC trailer •

Tr.12B-129 Car 326 Montreal South Last trip ex McGill St. Special Car 1981 Cote des Ueiges-vrestrn ' t Last trip Rt65-14

nCar 1 046 1-fontreal North & Cartierville. " Eng .. 674 P..a\'1don Fall Foliage Trip . " Car 607 Ste.Angele " Cars 104-102 I!

" Car 997 George V Loop. " Ca r 1317 St . Catherine St . Fa rewell St . Cathe rine

Pageant Cars 997- 274 " II II Ufl'C Pageant ~ Special Car 1046 Lachine

" 3 ngs . 258o-489 Sut ton Fall Foliage Trip. I! Car 104 Ste .Angele Farewell to t/.&SC II lIDC 9106-9067 Corn: ... a ll Visit to Seaway. " Car 274 Notre Dame St . Farewell to notre Da.ne ~ n Car 3200 Cartierville & Youville Shop. " Car 1 Mountai n &: Lachine Farewell Route 11 . n Eng. 2467 Mont Tremblant & Labelle }'all Foliage . II Car 997 Lachine & Garland Farewell Rts . 48- 31. 11 Cars 100}-6B5 Ottawa (system) Brit~nnia , Lindenlea. " Car 200 I·:!ontreal North & Cart i erville. " Car 2222 Ontario & Papineau H.Heider retirement . II Car 855 Ottawa Britannia, Bank, Coburg.