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Canadian Railroad Historical Association Publie Tous Les Deux Mois Par L' Association Canadienne D'histoire Ferroviaire 110

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Canadian Railroad Historical Association Publie Tous Les Deux Mois Par L' Association Canadienne D'histoire Ferroviaire 110 Canadian Rai No. 483 THE MAGAZINE OF CANADA'S RAILWAY HISTORY JULY - AUGUST 2001 1876 -- THE INTERCOLONIAL -- 2001 PUBLISHED BI-MONTHLY BY THE CANADIAN RAILROAD HISTORICAL ASSOCIATION PUBLIE TOUS LES DEUX MOIS PAR L' ASSOCIATION CANADIENNE D'HISTOIRE FERROVIAIRE 110 CANADIAN RAIL ISSN 0008-4875 Postal Permit No. 1494279 PUBLISHED BI-MONTHLY BYTHE CANADIAN RAILROAD HISTORICAL ASSOCIATION TABLE OF CONTENTS THE 125th ANNIVERSARY OF THE INTERCOLONIAL. ............. 111 THE MYTH OF SANDFORD FLEMING ............................................. JAY UNDERWOOD........ 130 FRONT COVER: When the Intercolonial Railway of Canada opened its through line from central Canada to Halifax, Nova Scotia in 1876, the passengers had a choice of several different types of accommodation. Most sumptuous and elaborate was the first class sleeping car exemplified by sleeper "Restigouche", of which this is an interior view. Notice the elaborately carved woodwork, the fancy oil lamps, the plush seats, the decorated ceiling and the beautiful carpet; all typical of the later Victorian era. At the end of the car is a small but adequate buffet, and each section has its own table on which food could be served. The "Restigouche" was like a hotel on wheels during the trip of more than 24 hours to Halifax. Additional photos of this car appear on page 123. Photo courtesy of the New Brunswick Museum. BELOW: An Intercolonial Railway 0-4-0 switcher of about 1876 vintage poses at an unknown location not long after the line was opened for its entire length. A photo of a similar locomotive appears at the bottom of page 122. Photo given by John Loye to Donald F. Angus. For your membership in the CRHA, which Canadial'l Rail is continually in need of news, stories" EDITOR: Fred F. Angus includes a subscription to Canadian Rail, historical data, photos, maps and other material. Please CO-EDITOR: Douglas N.W. Smith write to: send all contributions to the editor: Fred F. Angus, 3021 ASSOCIATE EDITOR (Motive Power): CRHA, 120 Rue St-Pierre, SI. Constant, Trafalgar Avenue, Montreal, P.Q. H3Y 1 H3, e-mail Hugues W. Bonin Que. J5A 2G9 [email protected] . No payment can be made for CAYOUT: Fred F. Arigus Membership Dues for 2001 : contributions, but the contributer will be given credit for In Canada: $36.00 (including all taxes) material submitted. Material will be retumed to the contributer PRINTING: Procel Printing United States: $31.00 in U.S. funds. if requested. Remember "Knowledge is of little value unless DISTRIBUTION: Joncas Postexperts Other Countries: $56.00 Canadian funds. it is shared with others". Inc. The CRHA may be reached at its web site: www.exporail.org or by telephone at (450) 638-1522 JULY-AUGUST 2001 111 CANADIAN RAIL - 483 The Intercolonial - 1876 July 1 2001 marks the 1251h anni versary of the Work then went ahead as contracts were let and completion of the Intercolonial Railway between the construction proceeded. However progress was slow and Maritime provinces and the rest of Canada. This project, several contracts overran their deadlines while some were which had been planned as far back as 1832, and which had taken over by the Department of Public Works. In 1873 Saint been promised in the British North America Act of 1867, was John and Moncton were connected to Halifax, and in 1874 fulfilled at last. Curiously, this anni versary is almost the entire project was transfen'ed to the Department of Public forgotten today. Countless articles, and numerous books, Works . Soon thereafter the track gauge was changed from 5 deal with the con- feet 6 inches to stand- struction of the Can­ INTERCOLONIAL RAILWAY. ai'd , so the remaining adian Pacific Railway, portions were built as and most railway enth­ l"~. Inasmuch as the Provinces of Canada, Nova Scotia, standard gauge from usiasts in Canada can and New Brunswick have joined in a Declaration that the the start. The last two tell you that the last Construction of the Intercolonial R!i:ilway is essential to the years of construction Consolidation of tbe Union of British North America, and to spike on the CPR was the Assent thereto of Nova Scotia and New Brunswick, and were the worst of all as driven at Craigellachie have consequently agreed that Provision should be made for engineers and workers B.C. on November 7, its immediate Consti-uction by the Government of Canada: braved the rugged 1885. But how many Therefore, in order to give effect to that Agreement, it shall be terrain of northern New know that the Inter­ the Duty of the Government and Parliament of Canada to pro­ Brunswick and Que­ colonial was completed vide for the Commencement within Six Montha after the bec. Such structures as on July 1, 1876, and Union, of a Railway connecting the River St. Lawrence with the bridges across the how many can say City of Halifax in Nova · Scotia, and for the Construction Restigouche and the where the last spike on thereof without Intermission, and the Completion thereof with Miramichi were major the ICR was driven? Yet all practicable Speed. construction projects the completion of the in themselves, but so ICR was of importance Section 145 of the British North America Act as printed in 1867. This act well were they built second only to the CPR . was entitled- "An ·Act f£)r the Union of .Canada, Nova Scotia, and New that they are still in use (if indeed it was second) Brunswick, and the Government thereof". It was passed by the British today, with newer and and ·its construction was Parliament on March 29 1867 and went into effect on July 1, thereby heavier superstruct­ mandated by no less an creating the Dominion of Canada. The importance of the Intercolonial ures. One by one the authority than the Railway is emphasized by the fact that section 145 required the new contracts were comp­ B.N.A. Act which Dominion to complete the line as fast as possible. Note that the word leted and by early created the Dominion "Speed" is capitalized. How many people know about section 145 today? 1876 the only major of Canada. gap was in the Mata­ The first proposal for a railway to connect the colonies pedia Valley of Quebec. Soon this gap too was closed, in the east with Lower Canada was made in the early ] 830s, evidently with little or no ceremony, and on July I ] 876, before railways even existed in Canada. The plan was to exactly nine years after Confederation, the Intercolonial was build a railway from St. Andrews New Brunswick to Quebec opened for its entire length. City. Plans were drawn and surveys made, but then the To commemorate this significant but unheralded Ashburton treaty of 1842 gave much of the intervening anniversary we are devoting an entire issue of Canadian territory to the state of Maine and ended the project for the Rail to the Intercolonial of 1876, and to Sandford Fleming, time being. By ] 849 the scheme was revived, and plans its Engineer-In-Chief. We will reproduce illustrations of some were made for a longer line from Halifax via Moncton (then of the major bridges and other structures on the ICR as well called The Bend), to the St. Lawrence valley and thence to as a selection of documents, advertisements and other Quebec City, entirely on British territory. Despite the constant material of the era. Many of these illustrations are from shortage of money, some work was done. In Canada the Grand Flemi.ng's ] 876 history of the Intercolonial. After a century Trunk was built, and an extension to Riviere du Loup was and a qua11er this is still the best account of the consb.uction. completed in ] 860. Also in 1860 Saint John New Brunswick Jay Underwood's article on Fleming is very well researched was connected by rail to Moncton, and several lines were and casts a new light on one of the major participants in the operating in Nova Scotia. In 1865 Sandford Fleming prepared Intercolonial saga. In addition we will also reproduce a series a detailed report of several possible routes for the ICR. of very rare photos, some previollsly unpublished, of However there was no through route by the time of locomotives and passenger cars with which the ICR began Confederation in 1867. The importance of this connection service. These photos were taken in ]876, about the time of was not lost on the Fathers of Confederation, for section 145 the opening of the line, and were likely ordered by the railway of the BN A Act declared that it was the duty of the new itself. They were kindly supplied by the New Brunswick federal government to begin construction within six months Museum and they show in considerable detail the choices of Confederation and to continue "without Intermission, and of passenger accommodation available to the traveller to the Completion thereof with all practicable Speed". the Maritimes a century and a quarter ago. RAIL CANADIEN - 483 112 JUILLET-AOUT 2001 REPORT ANNO TRlCESIMO ET TRlCESIMO-PRIMO VIOTORI..E REGIN..E. CAP. XVI. An Act for authorizing a Guarantee of Interest on a Loan to be raised by Canada towards the Construc­ tion of a Railway connecting Quebec and Halifax. [12th April, 1867.] HEREAS the coostructioo of a Railway cOJUlecting the EXPLORATORY SURVEY. W Port of Riviere du Loup, in the Province of Quebec, with Ihe line of railway leading from the city of Halifax, in tbe Pro­ vince of Nova Scotia, at or oear the town of Truro, in a lioe aod on conditione approved by ooe of Her Majesty's Principal ~IADE UNDER INSTRUCTIONS FJtO~1 'fHE CAi'lAOIAN Secretaries of State, would cooduce to the welfare of Callada Go\'ERN'IENT IN 1'HE YEAR 1864.
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