CANADIAN RAILROAD HISTOlUCAL ASSOCIATION I NCOEPOR.Al'!D. P .o. BOX 22. STATION " B " MONTREAL 2, QUEBEC NEWS REPORT NO. 87 MARCH 1958
) Canadian National 1 s engine 1395 leading a double-header at Ballantyne tower in Mon treal 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 ,s ociation \" lill be hel d in room 203, Transporta tion BuildinG, 159 Craig Str eet -Jest , on -,Jednesday, rIarch 12, 1958, at 8 :15 Pr,I . The entertain..rn ent had not been d isclosed at tiDe of publ ication.
,~~~~~~~~~~~~'~~~'--- , CHlJADIAH !lh.ILROAD I·II3rrUltICAL 1 TI-:IS :IOlHi-I' S COV!!:R: News H e p::~O::~T:~E II In vie" of the plan to hol d Harch , 195 e our Jprinc railway excursion over the lines of the Caaaclian National ,tailirlays ~ditor i a l Address : with ~ double-headed steam tra in, Ye P . O. Box 22, J tation 0, Editor took a look through his old r,iontreal 2, Canada . photo files for an appropri ate l·1arch cover. The result was the picture of Editor; Orner S . A. Lavallee .c.N . 11 . } 1395 and unidentified friend , Deputy ~d itor-: Dou[~ l a s BroNn pulling a freiGht tra in near Ballantyne Asst . l£ditor: I,'orster Kemp to\,ler at : Iontreal, back in 1947. Ho . Committee : K. F . G. Ch ivers , 1395 is a H6 class 4- 6- 0, and it is Anthony Clege, expected that an eneine of the s am e i,J. L • Pharoah cla ss ""ill form one unit of the double Hesearch Historian : header on }Iarch 30th . •{obert ~ L Brovm. Photograph by O. S.A . Lavallee
Due l a r gely t o the record sn01o1fall , the Au ct ion Association NeVIS held on -.:-8Jnesclay, Febr uary 19th , did not match .. the previous auction in ter;ns of attendance • This was rath€r u nfortunate as there 1;1as a good selection of material for s a l e . In spite of the s~a ll attendance, hovlever, the sum of .,{;21 . 60 was r a ised, v,'hich, 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.'rill ease t1:le task of sorting, filing and cata loguine the ne g~ tives some what , and '-'lill ensure their permWlent and safe preservation . ''.Ie would like to express our thanks to those members \'Iho braved the elem ents to turn out and support the auction. In cel ebration of its 20th Ann iversary, the Central ~le ctric ! ~ a ilf ans' As s ociation, P . D.Box 503:p Chicago 90 , Illinois , U. S . A., will hol d a vleekend of activities in Chicago , on nay 23, 24 and 25 . There 'T,'lill be a banquet and meeting on the Friday night , Eay 23 , folloVied by :Zxcursions on Saturday and Sunday, the 24th and 25th. Further deta ils may be had from the Association, at the address g iven.
I NTeRNATIONAL OF IL\IHE - Following publication of our not es l ast month on this topic , tie rece ived some a dditional information from Hr. GeorgeL. Bx-own , of 379 I'.)c>,pl e Rov" Lancaster, N. B. "'lhich we include. \1e gave t h e en[~' L1 e 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,~cLel l an . C. R. }; .Ii. ~!e1"1S .eport - 19 5$ PaEe 31 ort----===_~ =_=_======~O ___ __ ..,.., I+ 1 00000000 0 I 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 histories and popular novelists, and even by film producers. As the l atter gen tl"y t·Tould , j.n all prorabili ty, saylit 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 obvious ly 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, comparativ ely 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 com plete 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 Int e resti~~ history, and much effort and exertion, perseverance and persistence, failure and success were necessary before the ultimate complet ion 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 railway, linking the waters of the A tlfL~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 bu ilt a single raih{e.y. The Stockton & Darlington, the world I s first passenger-carrying raihray, had only been completed in Zngland seven years "tef I,I ore, and railt"ays the worl d over ,.,..ere still in their very infancy. 1/ II The proposal in question of 1832 came from the pen of one , Henry Fairl a1m, I who expressed it in a cont ribution to the United Services Journal of that year. I I He advocated a raili"/2.Y link between the Oity of Q.uebec , and the tOtrn of Saint 1 1 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 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 i 1 !I , ' at the time , and public interest was immediately aroused at the prospect of '1-1 _ ; O~-_-______-=-_-_- __ __ _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 advan tage, no doubt, of the consequent unsettled affairs prevail ing in ~r i tish North Amer ica, the United States protested that the projected St.Andre\fs - Q;ue\ ec Ra ilway would be 'built on AJ:l.erican ter 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 recom mendations submitted by him in 1839. was one for an intercolonial raih.-ay between Ealifa.x and ~e'bec , ,(hich he said, 11,<;o uld render a genf'ral union absolutely necess aryll. The Aroostook 11ar, ,.,hich followed closely, involving local skirmishes over the disputed territory, gave fur ther evidence of the necessity 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 comm unication between ~uebec and Fredericton, passed through disputed territory, 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 questi 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 dim iniShed 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?ti ons really got under way. Th i s enterprise, known later as the New Brunswick & Canada, pushed steadily northward and, despi te the opt imistic 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 connections and reputabilit y of those concerns were of doubtful character, however, and they received no official encouragement or backing. The colonies, never thel 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 for 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 rail way legislation 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 Scoti a, and New 3runswick bad \ ound t heir respective provinces to make good the nec essary 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 practical ) necessi ty for the purpose of welding the ~ritish North Amorican possessi ons together. The lower col oni es bad no substanti al physi cal l ink with Canada, and with the current rapi d expansion of t he United States, the Br itish Colonies Degan to f ear f or their independence and for the maintenance of the BritiSh connecti on, wh i ch t hey felt might be strengthened by the construction of an inter col onial rail way , and by the development of I mperial tradd and i mmigrati on to No r th America. The question of such imm i gration c. a . ~I ..\ . Ne"s roport - 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 the 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 satis factory conclusion, and made his report in 1848 .
This Report recomr.1 ended a route from Ealifax to Truro, to the Mir8l!lichi River by the Gulf Shore, to Chaleur Bay by the Ni p1siquit 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 grades, offerod the best military facilities, and ,"las most conduc ive 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 their 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 con struction 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 favour ably the colonial enactment, at the same time, being fUlly conscious of the difficuL ties 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 construction of the railway, ,-lith the request that it gue..rantee the necessary fUnds. Grey replied that the Govern ment was not prepared to r eco~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 discussion of local r a ilway lines 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 enterprises gained in i cportance. A publiC electric telegraph had been constructed from lialifa:-::, through New 3runs\fick and Maine. and its success had bee n so pronounced that the question of a r p ilway to parallel it was being dis cussed, and such a project seriously entertained.
"'hile connections I'fith the Un i ted States were thus being contemplated , an invit ation came to the Colonies from Portland, t·ia.ine , to a Convention SUI!IIloned to discuss projected r aihlays, especially one to run from Portland to Halifax. This meeting took ) pl ace in July, 1850, and many great 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 II European & North American Raih/ay" . with Mother high-sound ing name, expressing the hope and belief that Halifax would become the, great point of. embarkation 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 mem orable days of t his convention have made to the world".
The same speaker, becoming 8'ten blasphemous in his extravagant and ill-considered utterances, r ema r 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 excitement and enthusiasm, the Nova Scotian de~e gates 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 declar ed that the State revenues of Haine ~y e re i nsu fficient for the construction of her own portion of the line, and that relip_~ce could not be placed on American capital for the fulfillment of the project. He r l' ther r e e omnended the attre.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 August 29, 1850, ~~bo sta.ted that his Gove r nment, aware of the mi lita r y and cO!:!nerc ial s i g nific~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 ,.,rhethe r the Imperia l Govern!:lent ..., ou l d be disposed 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 rei 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 nperi 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 Scotian", 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,.,oul d gr eatly facilitate trade bet ween tho eastern and ,.,ester n portions of the pr ovince.
Likewise, in 1833, EO\.,re, in commenti 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 enter p riM had brought the railway to Nov? Scotia twenty yea rs earlie r than i t might other wise he.ve been expected. The amazi 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 ar guments in language ~.,hich makes them rank among the g reat est of colonial state papers. The people of ~Tova Scotia, he sai d, ,,,e r e anxious to secure the advantages of t!lat modern i mp rovement of the cOli!!1on hight.,ay, name ly, the r e.ilway, and believed that r aihmys were essenti 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 cati on of tariffs, he believed t hat the tolls would "be more moderate and fair 1': iney we r e regul ated by the Government, strictly according to the cost of con struct ion e.nd management, than ...'ould be the case if monopolies ,.,ere created, and <- 1- w
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'.-- ...... j C . ~ . H . A . HeNS !-~eport - 1953 speculators r egulated tolls with refe r ence to profits and di 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 cos 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 delivered a number of speeches in whlca he aroused for his cause t he ~cpathy of the English public, In requesting 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 :t er, ,,;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 receipt of t he f amous comm u nication from the Colonial Office, under date of :t-'iarch 10, 1851.
Th is 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 li kel~' be of g r eat i rnportence to the Empire aa a ,,,hole, and as would \e constructed in i ts entir ety in ~ riti Bh terri tory; such a guar antee would cover the amount of a loan raised ~y the three provinces for a line f rom Hali fax to ~uebec. If a shor ter line,
other than that r e oommended by If.ajor Robinsonf could oe found, it would r eceive pr ef erential co!'!.s:i.der ation, but any such oontemplated deviation from the line of the orig ir.al ~url'ey must be sub jeot to the a pproval of Ber Majesty' a Government. The r espec tive 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 its 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 Imperia 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 a cross the province of New :drunst·rick to meet t he railway lines in the United States . Sir John Earvey eVidently @ccepted ''Iithout ce.r eful scrutiny t h is eAtrecely doubtful i nterpretation, 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-~a rch suggesti ng a conference at Toronto, to wh ich 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 number of public mee tings, 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 nter colonial line, passing through the sparsel;r-settled northeastern wilderness, "ras calculated as likely r ) to be a heavy burden u~o n the provincial revenues, which were already pledged to ass 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 ::p roceeded with that of Nova Scotia to Canada. The r esult of this fur ther success was also transmitted to Earl Grey. C . .. to Ii . A. i~ e\'Ja J. epo. r t - 19 53 ~~-'i 'i..,:--. ~.. "-"' ...~.'7 ...... , 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 its awn risk, with the funds gue.:m..'1.teed b:.' the British Government.r which they bel i eved were so guaranteed. PlanE we r e ,.,.11>0 in(:lu.ied in the agreemen for the contin-
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, writ i ng fl'om London under 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, realizi 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 contain ed in two.> reports written in Decetlber 1851, both of which were sent tc Earl Grey ,
Grey' s reply, dated Je.nua::-y 9, 1352, \O/h:'LC::I pninHng 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 Josoph 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 latter loomed l a r ge in importance to the limited horizon of the colonial govern ments , to an Imperia l Gove r IlJ:lent concerned with many weighty Cares it ''las of small significance.
While certain Canadian histories, with a rather too appar ent malice, have desc ribed 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 c overing the Portland line, exc,;,pt ~f r. Eo,·!'; : S u.'lverified word ~ Earl Grey merely stated that there \-/ould be nu ol j l:l ction 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, for 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 over looking of Howe; 3 early references to the Portlalld line guarantee is incieed exeusable.
Tho project, hO\.,evcr, did not icmediately peter out for, to the colonies, a matter of tt.e !:ighest importance hung tn tho bala:h1e. A Canadic. ~'l del E:gc.tion proceeded to New :a runs\1tck~ ,.... here an a l ternative route \olas agreed upon with tMt prOVince, ,,,her 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 hrough Hew Brunswick to Saint John, and thence proceed to Ee lifax by way of the hO A.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. Ac cordingl y , the plan \.,as r eVised, and :iove. Scotia agreed to contribute three twelfths, ~·,h ile l~et" 13runm."ick agr eed to pay five t~"elfths. and Ce.nada four twelfths. This sche~e was det a iled in a co m~ nic Rt ion to Barl Grey, dated Feb ruary 5th, 1852. Grey r eplied, declining to cO ~Q it his Gover nment to this route, l a cking sufficient information, as he did, r egar ding 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, Packington 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 Ro binsont s chosen line.
Thus ,.,e s brought to a concluSion, the ea rly negotia tions for fl. jointly construc ted intercolonial railt'lay, bri nging with it much f isappointment and disillusionment. One t."ritar believes that the colonies made a blunder in making themse l ves responsible for t he cost of a preliminary survey, t·,hich Has conducted s olely in the interests of
i mperial and military consider e.tions J for, in so doing , they automatically acknowledged that the coloniest interests , not those of the Imperial Government, i·,ere primary. Had the I mperial Government been induced to at.:cept tl:.e chP.rges for the survey in ques tion, the railway iofould , most likely, have loomed Do re i mportant to it. Furthermore, a f urther Colonial Secretary, I,ord Glenelg. M.d suggested an intercolonial railway to Lord Durh2.m , as a political expodient to br ing a.bout intercolonial union, and. now the revised route of the railway ~'Tas r ej ected on military grounds. Great Brite.in had al ready 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 disappoint ed that no such aid \."as forthcoming for a raih/ay of even greater i mportance and sig nificance. That was t he colonial view.
It must not be Cintir~ls forgotten, h owever, 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:
ll FLEMING, Sandford,: "The Intercoioniai • DlJREAH, Lord,: Report. lT TP.OUT , ItRaih/ays of Canad.a , 1870. NOVA SCOTIA: Journals of Assembly, 1846, 18 49, 1851, 1852. f.rJ cLE.AN, S.J.,: II National nigh\ofays Ovorland !I, in tlC anada e.nd. Its Provinces" - Volume l a, p . 386. LOVETT,: "Canada and the Grand. Trunk ". ) ------.- -.---.------.. ... '.i'~le Spring LXCllrsiol1 on Sunc1ay , I·Ta rch 30th, [-ro:Jise s to ~)r oa k all previolls r e cords. He 1i5 erva tion s : Trip Co .. L1itt e e , =: ox 22 , Sta. D, IIo ntreal . C.rl.H.A. Hews Report - 1958 • Pare . yz. NOV.c::lIi3~il 9TH was a typica l i;ov A R:S C:tc;HT VI SIT TO TH~ C.~. lJAD IAN er.1ber day i n _:10St par ts of t he HATIU NAl' S ; ':OETIr,01~NC Y SUBDIVISION Province of '~ ~ ue'bec , d ivid ed .6 LLC T , ~ IFIC ATIO N • b et;leen sunny and mild, windy b y Pc-.ul J:.fc Ge e and cold, rain and snow. So it L-______~ ViaS in t he ancient city of ~ ! u eb ec as I stepped off the overnight t r ain from I.Iontrea l t o take my fir st c ood look at t h e l ast el ectric pass enger railvlay i n t~1 is province. Tile rai l vJ~y "'.]a s t aken over by the Canadian National system 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 depa rted , ".,ith me a s a pa ssenger . I r c l .9.xed in the oversized seat , '\tlOnd erine at t "'.e comp a r a tivel y l Qr g e number of pa sseng ers on boar d. , optimistica lly t hink i ng of t~1e line's future . ~.J e 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:;'0ridr;e, and onto the quadruple tra ck at Lirr,oilou , where a l a r ge nU8.ber of fre i [ ht cars i ndic a 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 ~1e a d , the sun rose , to t h e r i ght t he Jai nt Lm'rrence flovTed on , to the lef t , the Precambrian Shiel d 's southern f ringe VIas evidenced in t h e !01ountains . The doubl e tra ck, and frequent s erVice , ends at I·Iontmorency Falls. Ahead lie nume rous flag stops f or the S t . Jo a c ~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 thi s tra in , t!1C G lo r~r of the old i nterurban is r estored . An i n t er est i:-I[' thi ng a~ou t our tr'lirl is t hat \vh ile i t carries n o baggage or ma il car , i t does ca rry ma il - ... in the mot orman I scab, vlh ose size ma kes it some t h ing akin t o a ball room.
'The uninitia ted enthusiast tro.vel l i ng t his line wi ll be shocked '!)y the ultra - mo dern searchlicht - type order board a t St e . Anne Church (renamed r ecentl y f rom Ste. Anne de Beaupre) , followed by t he remar kable three- t;ay s tub switch l eaui nD to one of the ti'ro car b~ rns at Ste . Anne station . At Saint JO:lchim (1,!ho, by the wa y, was t he husband of Ste . Anne ), the equipment , yet l etter ed o1 ";, ~ R . L . 2. r . Co . " , includes a s varied an a rray of r oll i ng stock a s I'Till be found anYl'There . Here are firs t a nd s e cond class passeng er ca rs built i n 1389 by J a cks on &:. 3har p , an el evated ca r , probab ly from BeH York , plus such od.d i ties as Q. d . L. & r . co . st e~ 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 ~~ u ebe c . The car I hac;, taken had vvyed on its ltJay i n to St . Joachi m, l e~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 , besi de t he '\'l:::" t eri ng equi p. .len t f or the steam locomotives, ,·,h ich t a ke trains over t he r em2.ini!1£ 63 unele ctrif ied ),1 ile s of t :-:;, is line , to La Iklba i e , ~ ue ., :" lo!!g the l'ocky St . Lav:rcncc shore . The time beth"ee n c: r rival and daparturc f rom St .J o ~ c l1 i :a is j ust adequatE:: to "lander a round t:1e sto:Lc:.ge tracks t a kinr pictur e s that are difficult t o find no,", . By t he way, n one of the st o l~ed cqui pr,lent her e is e l ectric- povlered, it is ) all non- ;J 0\·18I"..:;d ex- ste&l1 rolli ng stock t4sed a s tra ilers f or the 450 series ca rs or el e ctr ic loconotives . ':' 0 rut it in the vlOrd s of the oi conductor, these c ars are used .I pour les pel l erins • ('Ifor the pil grimsll to the Cathol 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 ituation was short~lived as the train filled at the s ~a 1l stations 'Nith people heading to 1uebec to work or to shop. A conversat ion v!ith the -conductor vlho was surprisingl y f riendly considering the ea rly hour, r evea 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 di 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 lengt h , stretched out of sight into the yard . '.i hen it l eft, a few minutes l a te , the tota l l ength was found to be t hirty- eight ca r s ! Unfortunately, the el e ctric locomotives nOVJ bear the Canadian l~at ion al t 5 "diamond'! heral d , and C. N. R. cabooses are now used . After the frei ght had l eft I "lalked the 0 . 6 of a mile to St . Paul station , over taking anot her eiectric frcight switchi 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 o bject of my visit (see No vember "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 atforms and plywo od ( ! ) sides, carne in behind motor ca r 453, o pe rat~ng on a lo co.l schedul e t o j~ont morency :;"al1s . The combina tion car bore a rather i nconcr uous adverti 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 di esel ··Ad unitrs , a l though these ca rs are not equi pped with multipl.€ unit oper C'.'i.:.io n . 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 con ductor ... Jhil e the encineer steps out and oper a tes t he turntabl e motor. I n a matter of second , the ca r is turned, the trolley r eqired and driven from t:1e table . k ?parently, no car eful bal ancing is r eq\.'.ired . I mi£.,;ll t add that ther e i s a l s o a turntable l eadine into the second ca rhouse a t ete . Anne stntion, hO'llever it i s of the oiarhl3 trongil va riety. 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 National 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 locomoti ve , the cab ~eing f:xtended to Qc count f or most of the i ncrease i n l eneth. The frD.!':le of the locomotive "';<1S buil t by Dominion Bridge . "lork equi:?r.1ent stationed a t r'uebec is i nt eresting , some of it being sal vaged from the ~-:ontrec:. 1 l~; Southe rn Count ies ]a il ~ "ay, and one piece, 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 ot.her Et.:SCn. l ine car not beine in siGht . These lines cars hco.ve been occupi ed for several months repL:lcing the singl 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 esti ng development 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 et a in their singl e horn. 'the steam enthusi 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 , respe ctive ly , it being noted that the l atter came in via the electri f i ed line . A Pa cific belonginf; to the ':1uebec Central Railh'a y Fo..3 a l so observed from a di stance. Add itiona l bonuses Qvai12.bl e on t hi s trip (for 'vives, etc.) a r e hi storic -....! uebec city, s cenic ~,'::ontmor el1 cy Falls , and t he Shrine at Ste .Anne. It might be Mted that I l eft Hontrea1 at 11: 59 PI! Friday ni[ht , and vlaS back in r·lo ntr 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 . Joa chim trc: in out of St . Paul station (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, arriving ~ ~uebe c a bout 9:15 AI' 9 As t he t i me approa ches f or pl anning su~~e r sched NOTBS AND NEHS ules , rumours of further cuts i n passenger servi ces are c. ppearing . It is reported that the Can by ?orster Kemp 9 Re cent incidents involving d<1mage to trackage in southern British Colum bi a have forc ed the CC'.nadi.:m Pacif ic 3.ail vlay to suspend a ll night oper ati on on its line betv;een :Ne lson a nd Penticton, N. B. The usual daily passenGer service has been r educed to t v;ice 'lfleekly. e The ~·~ontral Transportation Co:nmission recentl y announced dates for sub stitution of bus service for electric car s ervice on several lines. Tlley are .:1S foll01,'1s : Someti me in June (tentative) Route 91 , LACHINE . Sunday, June 22nd : Routes 5, 5A ONTARIO. Ro ute 9, :lACHBL. Route 87, DAVIDSON. Sunday, August 31st: Routes 30, 82 BL~URY . Routes 96 , 97, 61 VAN HORNE . Route 29 OUTREI 10NT. 9 British Columbia .~ l e ct r ic . :ailt.;ay postponed the date for discontinunnce o f its 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 c tu~ lly made on tha t date or not . e All C.1. n.:1dic::n ~!a tion <.'.l R.a ilt'lays I stearn locomot i ves will be \'Jithdr cn-m f rom ,,(,he :~al" iti me Frovinces eCl rly t:tis s1.l:-:ur.er , ['.nd by the end of 195 0" , i t. is ) e xpected that a ll l ines south and east O:L tile J<=:.int Lawrence 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-.re r is still to b e s een rcguli1rly i n Nmv Br uns,·Jick. (continued page 43) C. R. H.i! . Ne1:Js iteport - 195$ LOGGING . 000 000 C.:l .H. A. e Northern Alberta Ilc.ihJays recently r e ce i ved five 1750 HP di esel-elec t 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 Canadi an National llailt.'ays, is ex!,ec'cod to r eceive its first r uests earl y in l'larch a&ld to hol d of:ici a l openinc ce r emonies on April l ,sth and 17th. Nean ...lhile , reports have been r e ceived t ~.1 t t he C. :L H. is planning a ~; 4 , OOO,OOO extension to the :l ova Scotian Ho t el in H.:.l ifax, and that the C. P. H., ha ving f a iled to find a 'Juyer for its 110tel s at Kentville , Dieby and Yarmouth, H. S., ,.,ill opcr .?te thcr:l a Ga in t~1i s swnmer . e Hinter oper ations at the port of Saint John , NoB., hnve resulted i n the oper :::. t ion of tHO 2- 10- 0 type locomotives by t he Canadian Pa cifi c naill/D. Y in its ya rd at Ha y 3hore , H. B. 71le se engi nes were forrae rl? 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 e placing engine ;000, which has been a uthorized for s crappi ng. e Canadi a n Pa ci.?ic Ra i l v:ay recently received the first of the Budd 1DC- 2 units for its Kettl e Vall ey service . I:umbered 9196 , i t is equipped \"Jith r eclining seats and vl.J.S buil t pa rtly by the Budd Company , o.nd completed by the Canadian Car C o~pany Limited . 000000000 3UiDAY, F:;Z!3 ~ ~TJAa y 23rd, via S overcast, and most mem 1 TilIP NO . 35 bers thought donl y the di e- ha rds 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 Youv ille Shops. Fiit3en passengers ~Je r e ~b o a rd 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 Bellechasse , 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 closed due to the construction of .:'.. new bus gar age. After a brief 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 ange l 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 all ,/ for there ''''e re str 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 follm,! the procession 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: clong untario to Vi8.u , uith brief stops at 3t. Germain Street , and in thE:! 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"'cets . On t.he r eturn trip, the CoTI . H. A. 'l:'ushcr Service" \lent into oper ation 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 Va l ois Street. "Ie had iri.temletl 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 usua lly kept sal ted but i s seldom used, proved impo ssi bl e t o opcr Qte . A sioilar s itua tion arose C. !1.H . A. llc,," ~e P lH' t - 1958 Page 4h when WG att~ m pted 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 ~ os emow1t Bl va. Th is was a line over wh ich 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 churches Emd several open fiel ds where old farmhousE!s and barns st.ill st and, surrounded by blocks of f l ats. A stop \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 ,"!h ich 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 reqUired. 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 \,·.=h o lifted one enq. at a time , pushing i t towards the curb (or snowbank j . 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 floyal 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 offici a lly at Youville, but, since the ca r \'las stationed at St.De nis, 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 Association's excursions over the :r.I . T.C., and who vms making his l ast run on su ch an excursion. He was due to r e tire on Februa ry 28th. Mot 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 udi ng tha t memora bl e run in No . 274. -- F . A. Kemp The Trip Comm ittee expects a record Tv IHATEVER YOU DO •..•• number of reserva tions for the Spring CorPT russ THE SPRI NG Excursion which is being held, as TRIP ON I:ARCH 30TH II announced pr eviously, on SundE!.Y, Ma rch 30th. Of course the principal dr aw ing 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 o btai n No .1165 , an [-l-b, formerly No .l009, \'lhich s erved for ma ny }renrs out of Stellarton, H. S., and wh ich is pres ently Qssigned to Turcot, for i ts l ast f ew months' s ervice. No .ll65 is one of the fe\,l locorJotives remaining in Canada equipped \vith flat va l ves, 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 'd ill be used . Another i tem of note is that the Association was infor- med recently that the I:larch 30th trip is bei ng cons idered for part df a live television transmission by t he prograrrune ;r!,Jide \'1 i del,.'lorld", which is telecast each Sunday in the Un ited 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 topic i 'or its Ma rch 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 yourself a seat and get your reser v ation i n right away to the Trip Committee, Box 22, Station B, r-1ont r eal 2. Price 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:im E:~ OF OUT I HG3 r e cords for filing photo[::::-aphs and slides , .:::.nd a s a contribution to the ~i i story of the society, l-1r • .:!: r nest :lodl er has compil ed a list of the Ass ociati on' s outings, i~clud i ng char ter ed tr~ i n and trolley trips , and outine s via re["'.l.lar r ::. il sGrvices , since t:1ese t rips v/ere first i naugur a 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 ndi cation in some measure of the r espect 'I!hich t he AssociGtion holds for the i ndustry i t represents r a il tr No . Date Co . Train ~qu ipment Destination Notes 1 .A.ug. 7/413 J.!TC Special Car 1 054 Ca rtierville 2 llay 14/49 " " Car :3 :·iountain & Mt .Royal 3 Oct. 30/49 Car 1042 Lachine 4 lfuy 24/50 NYC" 22- 2", En. 4543, ' 15 , Childwold, NY Visit Grasse River 3-33 158 , '98, t 09 ,' l ~ 3 RR Corp. 5 Aug . 5/50 )fTC Special Car 200 Frontenac & Cote st. Faretiell Route 95. 6 Oct,l/50 CNR K t@Car 15837 Huberdeau Fall Foliage Trip 7 Feb.18/51 M&SC II Car 107 Granby 7A l-lay 31/51 CPR Tr. 463 Eng. 1228 Pa rk Avenue La~ . t raifrtei ,Place 8 June 10/51 c,m Special DECar 15637 Quebec, via Garneau 1ger a lon. 9 ,lay 17/52 I