OlCKSavvash Volume 10, Number4, August 1981 between the covers

ith the burst of great summer weather we here and and failed to arrive W now are enjoying here it seems that before press time. "God's in his heaven and all's right with the We think that our railway articles will interest world". many because it appears that practically One hundred years ago this year, the railway everyone in seems to have a started to come into being. Thus, our Special vested interest in the railway. Section subject this time is The Railway in New­ As for the fishery, we hear that the trap season foundland. Researching the history was in­ has been very poor. but as of July 15th the cod teresting but frustrating because one historian's have been coming in better in some areas. Let's account frequently differs from that of another. hope that things continue to pick up. We welcome any comments from our readers. Walter Rockwood gives us some information Both David Wegenast and Wayne Stockwood on . Ross Traverse tells us about rode the rails. courtesy of TerraTransport. harvesting vegetables, and Anthony Murphy'S Wayne took a round trip from Bishop's Falls to adventure is concluded. Corner Brook, and David went from St. John's to We congratulate Circulation Manager Hazel Argenlia return. The engineers and crews rolled Harris whose son Jeremy was born July 13 ­ out the red carpet of hospitality and provided Hazel should be back on staff in late Fall. great material. We are certain that nowhere in See you in October! It the world would men hard at work on the railway so graciously answer our interminable ~1.1.., .{.~<.~ questions. We thank both the men and Terra Editor Transport for giving us the opportunity of a lifetime. We only wish that the Canada Post Office had been as co-operative because some of our pictures are in the mail somewhere between

Table of Contents

Special Section The railway then 3 TheraUwaynow 21 Back Section Chesley Ford 56 Home gardening 63 Anthony Murphy 61 The logo 01 the Newfoundland Railway. (Photo eN, from Letters 64 Narrow Gauge Railways of Canada. AaWare Enterprtses Ltd.• used With permission.)

£4Kw: Sally Lou Le M~; WriLeni: David W~t, Wayne StockwGod; p~~: David Yleeenast, Sally Lou Le Messurier, Wayne Stockwood; PrWltCtM. a" Ad.'«tblq MaUler: AIIDl! eorrw.y; arr...o. Ma"llM': Hazel Harril; PlIo4.op'apillc PrlCes.lIl.: £TV P~"",. M"' ....-tal Ualvenlty of Newf._I.IIId; Lay.l alllll Prillthl.: RobiIJ5On-B"<:km~Printilllind Publisblna: Unuted, SI. JotufI, Newfoundland C_ Photo by Davkl Weeenast, the Itlltue, Industry, IlolidmIlpirit of the Newfoundland RroilwIY, hUltood in front of the SI. John'. rallw.y station .Inee abouttheturnoftheeentury Modelforthef~wu.. M"'Johallllll Quinlan 01 Holyrood, Conceptioo &lywbolater married I Mr Gushue,lndlived In Whltboume.GnlnltefromtheG.ffTopeailswasusedfotthe.tatue'.baseCMrlesHI!~urvedIDdustryfrom'Nndstone ..tepoitoitheAngllean Cathedral In St. Jonn', that was raeued after the fire of 1892.

For. free IUbtcription 1.0 resldenta of Newfoundland and I.Ibra

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The Bulletis born

n the year 1825 when the first public I passenger railroad was introduced in ~ngland, highroad construction began along a 14.4 km. (ninc mile) route between St. John's and Portugal Cove where a regular steamer service was established to carry mail and passengers across the bay from , and Brigus. Because the primitive route was the only transportation and communication link serving what amounted to half the population of the country it was no surprise that the St. John's Morning Post suggested that a railroad be constructed along the existing roadbed to Por­ tugal Cove in 1847. It was hoped that the proposed railway would provide the added in­ centive for freight and mail expansion between St. John's and Conception Bay communities. Although this particular project was never implemented, the concept of building a trans­ island railway continued to collect momentum until 1865 whan the House of Assembly at St. John's adopted a resolution, "That the company that would start the railway within two years of the first of June 1866 would receive grants in fee of the land which the said line of the rail is to be built and...grants to the extent of five miles on Thorburn's "road 'to Placentia. each side of the said line, together with Timber population was rapidly increasing while their and Mineral rights." mainstay, the fisheries, showed unmistakable The decision to build a trans-island railway symptoms of decline," Many politicians and was no doubt anxious to take full political ad­ local merchants who stood to prosper by the received the results of the 1864 Geologic Studies implementation of railway construction felt that of the interior of Newfoundland, the ad­ the railway was a good way to turn the work ministration of Prime Minister F.T.B. Carter force of the country in a new direction. were no doubt anxious to take full political ad­ Initial opposition to the proposal to construct vantage of the prosperity that the construction of the railway was swift and severe. The first a trans-island railway would produce in em­ railway survey was completed in 1876 at a cost of ployment and timber and mineral exploitation. $20,000, twice the estimate. Rev. Moses Harvey wrote in 1894, .....the Local politician and adamant anti-Confederate Charles Fox Bennett attacked the government for its extravagance, and used the railway construction to support his argument that a trans-island railway would promote unity with Canada. It was not difficult to gain support for his anti-Confederate stand in an impoverished colony which proudly displayed the Union Jack on every holiday. To counter the argument that the construction of the railway was beyond the means of the colony, John J. Dearin, a member of the House of Assembly, suggested in 1876 that a line to tap the commercial business of the Conception Bay area could be constructed to Harbour Grace at a A Hunslet locomotive railway in 1882 bearing the name 01 cost estimated in the vicinity of $1.25 million. The American syndicate representative Albert L Blackman. figure was substantially less than the estimated (PANL photo) $7.5 to $8 million it would cost to construct a 4 - DECKS AWASH

railway from St. John's to St. George's Bay along the Gander and the Indian River valleys. Using $1,000,000 that was granted the New­ foundland Government for a fisheries ar­ bitration under the Treaty of Washington, Prime Minister William Whiteway's administration felt confident that they would be able to finance the first Newfoundland railway contract in 1881 with an American syndicate represented by promoter Albert L. Blackman. On August 9, 1881, local dignitaries gathered at Fort William to watch Lady Whiteway turn the first sad in a railway venture that was supposed to cost the Newfoundland Government an annual subsidy of $180,000 for 35 years and was to grant Blackman's Syndicate 5,000 acres of land for every mile of rail they laid. Blackman's crews Placentia Station at the turn of the century. (Newfoun­ financed by London backers quickly began dland Transport Historical Society). constructing a rail bed along present-day Em­ ment! This irony would later come to the pire Avenue, in St. John's. In the first season, the forefront when the government of the island crew of 400 men succeeded in laying a road bed embarked on the next series of railway projects some 20 miles long with 10 miles of track ex­ which proved to be anythinj( but profitable. tending from the railway station near the New­ Railway construction was again revived in foundland Hotel. 1885 by the Reform Administration of Robert In 1882 the Whiteway administration was faced Thorburn and James Winter who had ousted the with another election which they easily won on Whiteway regime after the Blackman contract their railway construction and development default. Thorburn, faced with the same chronic policy. The development policy, however, was problems of a depressed economy, put labourers soon to collapse when the Blackman syndicate to work on the construction of a road to Placentia was placed in receivership. Although the errant in 1886. The road soon became a 26-mile railway company was dismissed from further con­ from Whitbourne Station which was completed struction on the project, the London backers in 1888. Critics of the Thorburn administration agreed to permit the line to continue operation on scoffed at the $500,000 cost of this railroad and behalf of the shareholders who later sold the line accused him of building the railway to Placentia to Newfoundland in 1896. It is interesting to note to secure the vote of the large number of Roman that the newly opened line which extended to Catholic parishioners in the area. Harbour Grace via Whitbourne was very quickly In 1889, Whiteway, however, was returned to to prove profitable and popular because of its power, and given another try at negotiating a novelty, yet was not even owned by the govern- railway deal. I!I World Food Day: 16October 1981

that food prices are increasing everywhere? T ~;8~i,r~~e\\~:r~~v~:sOadr~:r t~~l~obuen~:n~c~~~~~ that Canada and the United States hold more Food and Agriculture Organization of the United than 40% of world grain reserves and account for Nations. two-thirds of world grain exports, and two-thirds of all world aid? On that day, people around the world will join Schools, youth groups, service clubs and together to demonstrate their commitment to organizations of all kinds can participate in ending the scourge of hunger. Everyone sharing WORLD FOOD DAY. Why not sponsor an essay that goal, everyone sharing the belief that food is or poster contest in your area? Is there a unique a basic human right, is asked to find some way to way that you or your group can help further the participate in a WORLD FOOD DAY ob­ effectiveness of WORLD FOOD DAY? servance. For further information, please write: Did you know... WORLD FOOD DAY that 5 million people in the world today suffer c/o M. K. M. Harnum from hunger? Department of Rural, that millions of children each year die from Agricultural and Northern Development hunger-related illness? 6th Floor, Atlantic Place that more than 100 countries consume more S1. John's, NF, A1C 5T7 food than they produce? (709) 737·3175 DECKS AWASH-5

The rail trouble starts ~bbtrtistmtnts.

y lhl.' l'nd of the }fSgUs. the rallic of rail B COi!Chl'S and the constanl belch of black. GRAND EXCURSION BY TRAIN coal smoke had become a familiar sight and sound to the n~sidcnlS who lived un the rail routes fO TOPSAIL. of the Avalon Peninsula. As early as July 1883. the railway incurred the wrath of the Newfoundland Conference of the Methodist Church who .....had the solemn command in God's word to Remember the Sabbath Day to keep it holy." The Methodists reported .....the Newfoundland Railway have...in opposition to the moslenlightened...run Excursion Trains on the Lord's Day...lo the BIeuniumWID be JtlytD UDder the If.D~f:mcbl. uf moral detriment of the people." The Methodist Conference was, no doubt. Prof. Bennen's and Star of the Sea Bands, referring to the practice of running Sunday af­ '-To ternoon picnic trains (rom St. John's to TopsaiL The Excursion train which pulled out of the Topsail, on the ~.?9th. station June 29, 1882 on its first trip carried Can hllta'f8 the depot at Fort William at 9 o'clock three bands and over 300 passengers to "the eharp. ud leA"e TopsaU At 7 o'clock••barp, tor St, shore". When the vote came to keep the ex­ Jobu"e. TICXE~-Double, Eight abilll!lga; ~iogl", ftTa (:,.1 cursion train on Sunday it was perhaps the first abiliinga. time in ewfoundland history that God lost. Rflt~abmel1L:; fur hit! on tbe .'leh.l. Three Bll.t1ds But all was not well, as the Newfoundland will be in a""odue-. Government engineer W. J. Croasdale reported J)ANCIN~ on March 12, 1884. Apparently the Railway had DTiRING THIl: DAY. made a slight oversight in purchasing their first Ticketa ~1ilDiLed) mAy be hi\d (r"m ID\'Ulb.:lU or the cars from the Prince Edward Island railway. abon·named BaDd •• There was nobody to fix them! Croasdale ex­ J:~C1I.S10~ plained that cars ran uninspected, were for the • TO CoNCLUDE WITH A most part unsafe, and that the locomotives were (lRA~m BONNET-HOP, falling into disrepair because of a lack of -1" TBE- qualified support staff. In 1884, passengers on the Newfoundland Star of' the Spa Hall, railway could travel daily from the six stops TICKETS-FIFTr CENTS EACH. between St. John's and Salmon Cove on a round R, .'. C.-\LLAXA:s', trip that took a mere eight and one-half hours; JUDe '20. StlCI'l!tarr. and on Tuesdays, Thursdays, and Saturdays Advertisement for the first railway elCcursion that ap­ there was a regular train which took them to peared In the Evening Mercury, 20 June 1882. About a Whitbourne. month later. the same newspaper reported a problem When Whiteway was returned to power in 1889 with these excursions; " ... there were at Squires' some 200 hungry mortals going about seeking what they might he was determined not to repeat the public devour and could lind nothing eatable. Not even a bottle spending record of his predecessor, Thorburn. 01 spruce beer or a cake could be had.'· (PANL photo)

Made by the Baldwin Plant in PhiladelphIa this locomotive and tender were placed on the Hall's Bay railroad. (; from Narrow Gauge Railway. 01 Canada, Aallfare Enterprises Ltd., used with per­ miSSIon.) 6-0ECKSAWASH

and he had tenders called for the completion of a 1893 observed, "The accommodation is not at railway to Hall's Bay. present likely to attract anyone unless on urgent In 1890, the contractor R.G. Reid, took over the business; the first· and second-class are not construction that the Whiteway administration overly clean." The unidentified observer also had resumed in 1889. Reid's contract provided reported on the food service on the train. At for the construction of a railroad approximately Clode Sound the passengers were treated to a 262 miles long. Reid had to deposit a security of gourmet meal of hot tea, fried trout, or par­ $250,000 with the government against his com· tridge, and bread and butter. Although he pletion of the job and $90,000 to the government praised the line for the convenience of telegraph for work that had already been completed on offices in typical English style. he added, "This grading of the line. In payment for the con­ coming summer, no doubt. will see platforms struction of the line and the free operation of the erected at the different stopping places, where government line at Placentia, Reid was to now passengers and freight are un­ receive $15,000 for each mile of rail he completed ceremoniously dumped on the ground." We are for the duration of his five-year contract. uncertain as to the absolute accuracy of this In May 1893. a revised contract was negotiated observer's criticisms of the line and can only with R. G. Reid to extend the railway from the assume that at least some of his antagonism was Exploits River to Port aux Basques. Because one caused by his having to help dig the train out of of the provisions of the contract involved Reid the snow drifts at Clode Sound. operation and maintenance of the railway, the Reid's remedy for those conditions started maintenance of telegraph lines and the con· with the purchase of new locomotives from the struction and maintenance of all necessary Baldwin Plant in Eddystone, Pennsylvania, a facilities to complete the total transportation company that was to supply the majority of system, the contractor was awarded a grant of steam locomotives to the island until the time of 5,000 acres fee simple for every mile he Confederation. operated. The contract was both attractive to the So rapid was Reid's progress that on June 29, contractor and fair to the government who 1898, the first train left St. John's on a cross New­ essentially did not have to worry about the foundland trip. The train that pulled out of the St. railway for the next 10 years. John's station at 7 p.m. consisted of two baggage Reid's influence and affluence in Newfound­ cars, a day coach. a dining car and two sleeping land were quickly to become notorious, but it coaches. The trip took 27 hours and 45 minutes to could not be disputed that his guidance turned cover the 547-mile route to Port aux Basques the railway into an attractive and efficient where it arrived on Thursday June 30. The service. system was now complete with the added luxury Conditions on the line, however, were far from of enabling passengers to connect with the in­ attractive to the travelling public. An English ternational railway in Nova Scotia by means of observer for a financial agency reporting on the an ocean voyage on the "elegant" 5.S. Bruce, condition of the Newfoundland rail service in from Port aux Basques to North Sydney. t! Hard times cutting the line

uring the 1890s up to 3,000 people worked D on cutting the railway line and laying the rails. The living conditions of the crews were extremely rugged, to say nothing of the work they had to do. James J. McGrath of Fresh­ water, Placentia Bay was one of the early em­ ployees and some of his recollections were recorded in Don Morris' "Offbeat History" column of The Evening Telegram. The men travelled to Placentia Junction by train, then on flatcars to Come By Chance. and 14 more miles in the open cars of a ballast train that was carrying rock and earth. This took them to the end of the "permanent way" at the time. whence it was an additional 24 miles by shank's mare through mud ana bog to the work camp, located just inside of Random Sound. According to McGrath, the men lived on dumplings alone for two weeks before they acquired a cooking pot. = ..... Men Ifke these were responsible tor building the railway Pay for the navvies was ten cents per hour for with little more than picks and shovels. (PANL photo) DECKS AWASH - 7

a ten-hour day, literally "another day, another raised to $1.25 per day as the result of workers' dollar". No accommodation was provided for threatening to strike. them in most cases, so the men built their own The drudgery was not unrelieved, however. On tilts using wood and tarpaper. On 2 May 1882, two several occasions, workers were able to take a railway workers were "charged with the offence break and jig squid for American schooners. of trying to get a reasonable price for their each man earning $1.50 for only an hour's work. labour" as the Telegram at the time phrased it. Various inland parts of the line were also crossed Maddigan led a protest march, then Holmes by vast herds of caribou from time to time. The negotiated with the company, but these two early navvies lost no time in dropping their tools, champions of workers' rights were tossed into grabbing rifles, and going after their first meal jail for a week. It was not until 1907 that pay was of fresh meat in many weeks. 11 The unassuming Mr. Robert Gillespie Reid

n the summer of 1890 Robert Reid and his I partner G.H. Middleton came to New­ foundland to build a railway along a trans­ insular route to Hall's Bay. Although Middleton quickly abandoned the scheme, Reid was as good as his word and for the next 37 years he, and his family who succeeded him in the construction venture, lived far from fashionable American and Upper Canadian society to build a railway across a terrain that in 1895 Judge D.W. Prowse described as, "remote, unbefriended and practically unknown." A 1908 Montreal newspaper article later reproduced in the Book of Newfoundland, Vol. 3, described Reid as "a remarkable per­ sonality...his manner is mild and quiet, without suggestion of bluster of modern pushfulness." Certainly, if Reid was quiet and reserved as a person he was admittedly shrewd as a businessman. When Reid arrived in Newfound­ land, the railway was already nine years old and had reached as far as Harbour Grace and Placentia via Whitbourne (known as Harbour Grace Junction) where th,e lines met and disappeared along a road bed that extended to Rantem on the isthmus of the Avalon Peninsula. Premier Robert Thorburn had halted con­ struction after $500,000 had been squeezed from Sir Robert Reid, photo by special permiSSion oltha the public purse on the rail route to Placentia. Newfoundland Quarterly. Thorburn's successor, William Whiteway, States and Canada as an independent railway chose Reid on the basis of his reputation as a contractor and bridge builder. railway builder but also because of the influence Reid's construction career was impressive he had in economic circles. Senator F. W. Rowe even before he reached Newfoundland. In an in his History of Newfoundland and Labrador article that appeared in a Montreal newspaper in estimates that Robert Reid was worth some $6 1907 he is credited with a variety of construction million when he arrived in Newfoundland to start jobs which included work contracts on the railway construction. construction of the Canadian Parliament Buildings, the construction of the International Reid's fortune had been amassed in a career Bridge at Buffalo, N.Y., a series of railway that had spanned less than 20 years. Born at bridges between Ottawa and Montreal. bridges Coupar Angus, Perthshire, Scotland in 1842, on the . the bridge system Robert Reid learned his trade as an apprentice on the International Railway from Austin to stonemason in the town of Leys. three miles Laredo, Texas, the Eagle Pass bridge spanning from his home. After emigrating to Australia in the Rio Grande, and the Delaware Water Gap 1871, he became involved in his first construction Bridge. The (C.P.R.) job, building viaducts for the railway through the then contracted Reid to do several projects in­ Blue Mountains of Australia. For the next 17 cluding viaduct construction on the North Shore years he travelled extensively in the United 8· DECKS AWASH

of Lake Superior, the Lachine Bridge at Mon­ treal, the Sault Ste. Marie Bridge plus an 86·mile railway in that area, and the C.P.R. viaduct into Montreal. Just prior to Reid's coming to Newfoundland he was involved in the construction of the 'In­ tercontinental Railway (I.C.R.) Bridge at Grand Narrows, Cape Breton and 46·miles of their railway from Hawkesbury to Grand Narrows. Reid's competence in projects that he had completed stood as good reference to the Government of Newfoundland which had already experienced a default by contractor Albert L. Blackman (who was awarded the original contract in 1881 and through subsequent negotiation had attempted the completion The Reid '"riverhead" station has been the home of the project until funds ran out). railway in Newfoundland nearly eighty years. \PANL photO) Through separate contracts, the Reids acquired control of 6,000,000 acres of land as a the year after he was knighted, however, was far portion of payment for construction completed from a destitute man. Over the years in New­ on the railway, over a million acres of which he foundland he had diversified his interests to lost by default to British backers who foreclosed include participation in the Dominion Iron and on the Newfoundland Pulp and Paper Company Steel Company at Bell Island, the Newfoundland in which he had heavily invested. Reid is often Timber Estates Company, the Canadian Pacific heavily criticized for his maintenance and Railway, and the Bank of Montreal. upkeep of the narrow gauge railway which he Although we think of Robert Reid as the himself intended to control only for a ten-year "Father of the Newfoundland Railway" it was contract beginning in 1893. In 1907, Reid was also the Reid Company that first brought the conferred a knighthood for his lifelong efforts in modern conveniences of the Street-Car Railway, railway construction in the Empire and the electric light and power, and paved streets to St. United States. Yet, by that time, his personal John's and it had been Robert Reid himself who fortune had been gradually drained by the last helped persuade officials of the Bank of Montreal project he had attempted. F. W. Rowe estimated and Coates & Company of London to advance a that the Reids had lost in the vicinity of $6 million loan to the colony after the bank crash of 1894, over the 37 years they had been involved with the postponing economic ruin of the colony for construction and maintenance. Reid. who died another 40 years.

The 1898Contract

n 1898.the administration of Ja.mesSpear­ Reid again came to the rescue. In 1898 the I man Wimer was again faced With the age­ government offered Robert Reid the ownership old problem of colonial governments ­ of the railway if he agreed to operate it for 50 bankruptcy. In actuality, the Government owed years. The contract, which was largely only $943,000 on debentures, but had no hard cash negotiated by St. John's solicitor A. B. Morine, with which to pay the debt. provided that Reid would pay the Government $1 million and return half of the 5 million acres that had been granted to him in by the 1893 contract. The million dollars would enable Winter to pay his debts, or if invested over 50 years would repay $11.5 million that the colony had invested in the railway since 1881. The contract, however, had far reaching implications, In an effort to minimize ex­ penditures in the areas of transportation and communications, the Government sold the St. John's Dry Dock to Reid for $325,000 and granted him an annual subsidy of $90,000 to $100,000 for the 3O-year contract to operate eight coastal steamers around the island. The contract also Staton established as the Northern Terminus provided for the payment of $140,000 to pave the of the Reid Newfoundland Company (Newfoundland streets of St. John's with granite cobblestone Transport Historical Society). along the street·railway route which Reid was to DECKS AWASH·9 operate at St. John's. Reid was also granted a franchise to provide electric power to St. John's from a plant he buUt at Petty Harbour. He also had the exclusive right to operate and maintain a Colonial Telegraph service on the island, to which was added the concession to carryall mails under an annual subsidy. In effect, this contract gave Reid a monopoly on transportation and communications on the island. To this contract was affixed another grant of land rights for construction of the railway and its operation. As a result of the 1898 contract Roben Reid was to be awarded a total of 4,124,000 acres of land (including lands of the 1893 contract on the island). Needless to say, the railway contract did not meet with universal acceptance by Newfound­ Dapper dtgnltafles and an earlY train crew. Note lormal landers. Sir Herbert Murray, the Governor of the costumes. (Newfoundland Transporl Hlstoncal Soclely time, tried to secure permission from the British Photo). Colonial Office to block the contract but was become Reid's personal and business solicitor. refused on the grounds that such action would The Governor promptly dismissed him and violate the rights of the colony. demanded his resignation from the House. At least onc St. John's politician, E. M. Jack­ Premier Robert Bond subsequently refused to man, was adamantly opposed to the legislation grant Robert Reid articles of incorporation which approved the contract, and made his unless the contract was revised. opinion public in the Evening Telegram of Nov. The revised contract enabled the Reid New· 24, 1898, saying, "I oppose it (the contract) foundland Company to establish their operation because the public lands or this colony are the with a concession for rail and steamship service gift of Nature to its children." for 50 years. The railway was returned to the Mr. Joseph Chamberlain, secretary or state Newfoundland Government and the million for the colonies wrote Governor Murray, "The dollars plus Interest returned to the disgruntled Colony is divested forever of any control or Reids. Reid was to receive another $850,000 in power of influencing its own development... It return for 1.5 million acres of the lands granted will not even have the guarantee for efficiency to him by previous contracts and was to receive and improvement afforded by competition, another $1,503,000 in an arbitration on the return which would tend to minimize the danger of of the telegraph system to the government. leaving such services in the hands of private Robert Reid did not take the loss or his individuals." monopoly lightly, however. Although Bond had The Reid contract negotiated and maneuvered come to power on an anti·Reid vote it was in the House of Assembly by Morine was short· evident that the Reids were determined to at­ lived, for the initial rewards of the contract were tempt to set up their own Government by their reduced in 1901 under the administration of financing of the Tory party of Morine who ran Robert Bond. Morine himself had to answer to against Bond in the 1900 election. The results Governor Murray when it was discovered he had which gave Bond a clear majority of 32 seats in the 36-seat legislature also showed the Reids that they had clearly backed a loser in Morine. Morine was later paid $10,000 a year to stay away from Newfoundland which he accepted until 1916 at which time he returned to the island. By the time the 1898 contract had been com­ pleted, Robert Reid had gone to England to negotiate a loan to develop his holdings on the island. When Bond refused to permit the in­ corporation of the Reid Company to secure the loan, Reid retaliated by reducing the railway to the bare necessities, laying aU several em­ ployees. It was the loss of potential revenues made possible by the 1898 contract that the Reids felt had ruined them in the railway business on the island. Without the added incentive o( resource development the company felt that they could Some real beauties admire a real beauty. (Newfoundland never recover the annual losses on the railway Transport Hlstoncal Society). venture. t! 10 - DECKS AWASH

The golden age that never was

lthough Robert Heid remained the. pro­ braking power. Penney observes however, A prietor and operator of the Reid New­ that the use of the older system of cars without foundland Company in the early 1900s his sons, such brakes persisted until just after the first W.O. Reid, H.D. Heid, and H..G. Jr. had now World War. This meant that cars on the rear of become actively involved with the enterprise. the train broke loose, often rolled off wharves at When they had recovered from their initial Lewisporte, Placentia and Heart'S Content or disapPointment about the reversal of the terms went careening down sidings and grades until of the 1898 contract the Reids once more got back they came upon a level grade sufficiently long to the job of railroading. enough to stop them. The job proved to be an expensive one with In 1909, Patrick Morris' administration em­ company losses averaging $120,000 annually barked on another railway contract that was to between 1901 and 1910. In 1907, one passenger on have the effect of bailing out the losing Reid the line, however, felt the service was so venture and providing employment he had superior that he claimed, "Every feature of the promised in that year's election campaign. An Reid system is of the finest character. His election, allegedly, that had been paid for by railroad is equipped with sleeping, day, and Reid money finances. It was no idle boast of W. passenger coaches, the best that money can D. Reid when he reported to the Evening buy." Writing in an article pUblished in the Book Telegram 8 January 1918, "I have financed of Newfoundland, Vol. 3, A.H. Penney observed three elections, established The Chronicle to that the freight cars in use during this period advocate the overthrow of the Bond Government certainly did not deserve a similar compliment. and provided the funds to purchase from liberal Most rolling stock was being converted to ac­ control the Evening Herald." Reid would later commodate a new Westinghouse braking system win a suit against A. B. Morine and H. Y. Mott which essentially gave each car individual for money he had advanced to buy the DaUy News which was used to support Morine and James Winter in the political struggle from 1898 to 1900. The Reids' support of Morris paid off when in December 1909 they were offered a contract to build branch railways on the Avalon, Burin and Bonavista Peninsulas, and an additional line (never constructed) from Deer Lake to Bonne Bay. R. G. Reid's son, William Duff Reid, then president of the company, negotiated a contract that gave the Reid Newfoundland Company $15,000 cash and 4,000 acres of land for every mile of rail that the company successfully Hot off the production hne brand new St. John's number completed. 8 en route to Newfoundland. (PANl photo) The first rail line in Prime Minister Morris' Branch Line Policy was constructed from Shoal Harbour () to Bonavista in the winter of 1909-10. It was officially opened in November 1911 and was followed by the construction of the St. John's to railway which was completed and opened on 1 January 1814. With the onset of World War I, rail traffic in­ creased along the main line which now operated a daily service to Port aux Basques. In spite of increased volume and increased employment, the railway freight rates continued to plunge the line into debt. The rates had been established in the 1890s and had not been adjusted to try and reduce the railway's annual deficit of $200,000. In spite of the losses, the Reid Company suc­ cessfully completed a line from Heart's Content and extended the rails from Carbonear to Grates 1928 photo of Superintendent Cobb and companion'> Cove in 1915. returning from fishing triP in the Western DIvision rail By the end of the war, it was evident that no motor car. Note pole, net and basket. (Photo in collec­ tion of l. Gordon Hannon) more political hay would be made on the railway. Events of the next few years eventually led to the grass growing back over much of the newly constructed branch railway lines. It was during this period lhallhe burden of postponed maintenance look an additional toll on the line. The Reid Newfoundland Company either un­ willing or unable to incur the additional debt of revamping the service. agreed to operate the railway under a Company and Government Commission. On July 1, 1923, the Reid dynasty came to an abrupt end after operating two years under subsidy. study and committee. In return for $2 million the Reid's surrendered the control of the 950 miles of railway plus their steamship lines. Prime Minister Richard Squires also inherited a locomollve and cars working on the Bonavlsta Branch Line at Lethbridge collIery. (Newfoundland Transport debt that continued to average about $1 million a Historical Society). year, until once more it became politically ex­ pedient to cut the railway expenditures. The any consolation to the Government they did not expediency was hastened by the onset of World have to close down the Burin branch line. This Depression in 1929 which was to cause much belt unfortunate piece of construction amounted only tightening in many countries. In a country where to a 43-mile roadbed from Goobies to Swift the railway amounted to about $42.5 million of Current before it was abandoned in 1915. What the public debt between 1875 and 1932, any little rail that had been laid on the bed had been politician who could save money on its operation removed in 1921 to service the main line. was certain to be popular. In any event it was apparent that the newly In 1931, a decision was made to close down the incorporated (1926) Newfoundland Railway was Heart's Content and the branches to prove no more profitable than its predecessor, that had been operating since July 1915. If it was the Reid Newfoundland Company. I!

Catching up with the 20th century

n spite of the economic and political dif­ replaced, and run-offs were becoming very I ficulties encountered by the railway on the common occurrences. The day coaches were island, it could not be disputed that the line at­ often leaky, always full of strange creakings and tracted if not a healthy then a growing freight other noises, and frequently draughty. The and passenger business in the early 1900s. But locomotives were old and weak. The Pullman the line gradually feU into disrepair during the cars were old-fashioned and the antithesis of first World War and by the early 1920s was in comfort. The second-class day coaches were a need of major repairs. Writing in 1931, J. R. nightmare. More often than not (trains) were Smallwood, at the time Justice of the Peace for many hours and often days late." the Dominion, observed, "The road bed was in As a result of the recommendations of Sir deplorable condition; little if any ballasting had George Burry, former vice-president of the been done for years. The rails were not often Canadian Pacific Railway, the railway took its first step forward into the twentieth century. Operating first by a government and railway company commission in the early 192Os, the railway line was taken outof the Reid Newfound­ land Company control in 1926 and became the Newfoundland Railway. Renovations that were suggested as early as 1921 in the House of Assembly slowly refurbished and replaced much of the Reid equipment that had advanced'in age beyond serviceable use. In the early 1920s the company had started receiving shipments of the new Baldwin Pacific locomotive to replace the outdated and less powerful Atlantic type in use on the line. and by the end of the decade the passenger express again returned to a schedule. In October 1929, the The luxury of electric light to celebrate the 1935 Silver express travelled from 5t. John's to Port aux jubllee. (PANL phOto) Basques on Sunday, Tuesday. and Thursday, 12· DECKS AWASH

leaving the St. John's yard at 5 p.m. and arriving 9 p.m. the following day. From Port aux Basques the express left promptly at 7:45 a.m. on Sunday, Wednesday and Friday, and arrived at St. John's 28 hours and 15 minutes later, and more than often, right on time! A regular train of the period that ran on the summer run consisted of a Pacific locomotive, two baggage cars, a mail coach, one first-class day coach, a second·class day coach, a dining car, two Pullman cars and a bright red caboose. It was during this period the unique service that would later become the legend of the railway emerged. Passengers enjoyed the best meals prepared with a home·cooked flair and were served at dining tables with white damask tablecloths and napkins, shining plates and silver cutlery embossed with the name New· foundland Railway, all of which would later mysteriously disappear when the railway was turned over to Canadian National at the time of Confederation. During the 1930s the railway also incorporated several innovations to attract passenger traffic and maximize efficiency on the line. Three steam·driven day coaches were imported to operate between 5t. John's and Bowring Park, St. John's and Topsail, and from Humbermouth to Curling on the West Coast. The plan was later expanded to operate day coaches on the branch railways but was subsequently abandoned when the lines were closed in the 1930s. Most Newfoundlanders of this perIOd were. of necessity, too concerned with the problems of surviving the Depression which had ravaged the Newfoundland economy to take much notice of the improvements in the rail service which had been accomplished by the hard work of the 2500 employees of the Newfoundland Railway. Nevertheless, it was this period that improved the standards on the line which was to become a vital freight and transportation link during World War II when prosperity returned to the Close enough to shake hands, the Eastbound passes rails for perhaps the last time. m the Westbound. (C N phOlo) How come the narra'ga uge?

n 1875, the Governor of Newfoundland, Sir feasibility of constructing the first branch line to I Stephen Hill, spoke to the House of Harbour Grace and with the survey on a Assembly at 51. John's concerning the idea of potential route for the railway already com· building a railway across Newfoundland. Sir pleted it was only a matter of choosing a con· Stephen said, "Independent of the benefits to tractor. Prime Minister F.T.B. Carter received flow from the opening up of the largest resources the first railway construction submission in of the interior of Newfoundland ... there is the March 1876 from an Englishman named well founded expectation that a (railway) line .. Nicholas Stubber. would attract to our shores the mail and It would be another five years before the idea passenger traffic of the Atlantic ... and would be was again pursued by the administration of served those vast commercial advantages which ,our geographical position entitles us to William Whiteway who received two separate submissions for construction of the rail route command." In April 1876, a committee spearheaded by across the island. The first came from a John J. Dearin reported to the House on the Canadian. E.W. Plunkett, who proposed the DECKS AWASH -13 construction of the standard gauge line from St. major problem. delaying traffic and increasing John's to HaU's Bay with a branch line to Har­ operating expenses. bour Grace. Plunkett argued, "We do not offer to Penney maintains the line should have been build a line of three or three and onc-half feet rerouted to Deer Lake via the North Shore route gauge because we would not undertake to of Sandy Lake and Indian River in the direction operate such a line in this climate. The cost of Hall's Bay. This route would have had the would be so great as to deter practical railway advantage of a much lower land elevation of men from undertaking it." some 600 feet above sea level as opposed to the The second came from Albert L. Blackman, 1,800 foot elevation at the summit o[ the Gaff. representing the American syndicate which built Topsails route. Reid himself preferred the less and operated "short line" railways in Canada elevated route but was unable to convince his and the United States. Subsequently, the New­ client, the Newfoundland Government, that the foundland government signed a contract with saving on the Gaff Topsails route would be Blackman in 1881 to construct a narrow gauge quickly swallowed up by its upkeep. railway in Newfoundland on the strength of The 1974 Trans-Newfoundland Corridor money he had borrowed from British financiers. Transportation Study prepared [or the Canadian Blackman's syndicate was apparently unable to Transportation Commission pointed out that an complete the work they started in 1881 and as a estimated 39% of the total rail surface in the result was placed in receivcrship in 1884 by province is comprised of curved track and 20% Francis H. Evans who represented the London has curvature in excess of six degrees. Such backers of the railway. Blackman's narrow curvature in rails has the effect of reducing train gauge line measured 3 feet 6 inches in width, speeds to less than 40 m.p.h. The problem is over a [oat less than the standard gauge of 4 feet compounded by steep grades of from 1% to 3% 8lf.l. inches. It has been argued that it was the choice of this gauge that spelled the doom of the Newfoundland railway since its implementation in 1881. It should be pointed out that the narrow gauge system is still widely used throughout the world. e.g.. Africa, and has proved to be economically viable. In actuality, the problems the Newfoundland railway experiences with the present narrow gauge in the province appear to have been in­ corporated at the early construction stages. Writing in 1967, local railway historian A.R. Penney noted that the direct route chosen in 1890 by the Newfoundland government over the Gaff Newfoundland Railway lreight train passing over the Topsails proved impractical because its exposed "Trinity Loop," a unique feature of the original raIlway and elevated terrain made snow-clearing a design. (Newfoundland Transport HistOrical Society). 1... DECKSAW"-A"S"'-H'---- ~------....,

over 5500 of the line. In comparison, a grade of The situation of the construction specifications 1% to 1'h.% is considered acceptable on most of the Newfoundland Railway were such that, in North American railroads. Furthermore, the 1919, a competitive standard gauge line, the standard gauge car is about 10% more stable Canadian Pacific Railway, earned $16,000 a mile than the narrow gauge car. This not only means on shipping freight while the Newfoundland that a standard gauge car is more resistant to Railway earned only $1,500 a mile. By 1922 the wind, but also that it can carry more freight C.P.R. could move 1 ton of freight for 41st while without becoming unstable. Narrow gauge cars the Newfoundland trains laboured to do the same because of their short axle length accommodate job for 7lhf a mile. It is to this inherent inequality a much shorter car. In Newfoundland, Pullman that many attribute the Newfoundland coaches were 62 feet in length compared with 85 Railway's failure to become economically feet for those on a standard gauge line. viable. I!I

Stuckin the snowdrifts

or most of its life, the Newfoundland RaH­ F way has suffercd terrible delays in the wintertime. Back in January of 1896, one train took 81-and-a-half hours (more than three days) to reach St. John's from Harbour Grace. One snowbank al Stapleton's was 175 feet long and 25 feet deep - a lot of shovelling by hand. "The trip, is a record onc in snow contention," declared, The Evening Telegram on 28 January 1896. . Th~ worst incident 0'0 record apparently took place in late February, 1903, when an "express" train was held up for 17 days in the Kitty's Brook and Gaff Topsails area (about 50 kilometers due east of Deer Lake). It must have encountered heavy drifts well before that, as many One of the old rotary snow plows that could tunnel passengers had already disembarked farther through drilts, shown here at Humbermouth in 1956. (photo: Robert J. Sandusky, from Narrow Gauge east and walked to nearby settlements. W. H. Railways of Canada, Railfare Enterprises Ltd., used with Coombs of Brig Bay on the west coast, for in· permission.) stance, had had enough at Millertown Junction and decided to walk home. It took him about two much as 30 cents an hour, but not enough of them weeks to walk the 250 miles, and when he got could be mustered to do any appreciable work. home, the train was still stuck, not too many Even the section men preferred to give up their miles from where he left it. jobs rather than work." Snow fell for 15 days and temperatures ranged To keep the train's boiler hot, some men had to from·3 to ·23°F. In one cut, the snow was 23 feet go out and cut timber as the iron horse inched across the island. A relief train came from the deep. "The frost is so severe,II claimed one newspaper of the time, "that no one gang of men Bay of Islands with 30 tons of coal, but all of that can be kept long at work (or the fear of being was burned after only one day of trying un­ frost·bitten." Another newspaper provided a successfully to get through the drifts to the train different report. "The labourers were offered as stranded at the other end. Similarly, snowplows were dispatched from Port aux Basques, but were derailed in their attempts to make head· way. A new rotary plow tumbled over an em· bankment and a devoted crew spent several ·dogged days getting it back onto the track. II The social value of a railway "We do not regard it per se as an enterprise that will pay t or as one that offers attractions to speCulators, but as the work of the country, and in its bearing on the promotion of the well-being of the people, in which the returns are sought and will be found, it eminently commends itself to our judgement." A snow cut leading into the Gaff Topsails. (Photo in 'Jomt Committee 0/ the Newfoundland LegiBI.Uve possession of L. Gordon Hannon) Council .lJdtbeHolUe 0/A..ssembly, during the llJ806. DECKS AWASH -15

Pynn's Brook Derailment, 1937 "T~~~ :il:en~~~ ~~ ~'~:~rc~~~~ns~' ~~;~n~~: headline in the Evening Telegram for 6 December 1937. The tragic incident happened early that morning, half a mile west of Mount Pearl Crossing. Heavy rains for several days had caused water to overflow the }lynn's Brook dam and wash away the gravel ballast under the track. A concrete culvert with an opening four feet by four feet as well as a cast iron pipe two feet in diameter were in the area but were unable to carry the water away. possibly because they were choked with weeds. In any case, some 1,700 cubic yards of gravel were washed away, leaving 80 feet of railway track suspended in Derailments such as this one in provided much mid-air over a 25-foot-deep cavity. alter-school entertainment lor young boys. (Photo In Several details of the incident were classic. collection of Roy Rockwood. Grand Falls Centrat The body of the engineer, Arnold Webber was Railway) found with his hand still on the throttle. That of fireman Moses Courage was discovered in an a fourth was held overhanging the embankment. upright position near the cab door, with his About 100 feet of track were twisted in all shapes smashed watch reading 1:33. According to the and the whole scene presented a tangled mass of newspaper account"... a loaded boxcar which wreckage." was next to the tender shot over the locomotive The train had consisted of 12 loaded boxcars and was stripped of its undercarriage. Two other and a caboose in which four people survived: loaded boxcars dropped into the ditch and the conductor James Crawley, brakemen Sellars wrecka~e covered the half-buried engine, while and Morgan, and a passenger, George Foley. ~

The Railway in wartime

n the morning of 15 October 1942. the While the Caribou, the Burgeo, and other Opassenger train pulled out of Port aux Newfoundland ships escorted by gunships often Basques empty. Her passenge'rs had been on the sighted enemy submarines in our coastal waters, Caribou across the Gulf of St. Lawrence, the Newfoundland Railway was seeing action of torpedoed the previous night by a Nazi V-boat. a different sort. "The scarcity of shipping during Captain B. Tavernor, 30 crew, 48 civilian the war had thrown upon it (the railway) an passengers, and 57 military personnel perished amount of heavy traffic that it was never in­ in the disaster. As a result. naval authorities tended to bear." wrote J.R. Smallwood. finally agreed with Newfoundland's tran­ In World War II, the railway was a major sportation officials that crossing of the Gulf of St. supply route for four major bases at , Lawrence should be made in daylight hours. Botwood. Gander. and Stephenville, in addition to its regular responsibilities. Up to 1943, the entire system had only 29 locomotives, 18 first­ class passenger cars, and 14 second-class cars. Military troops were often confined 800 to a train for long journeys. When the boys got a bit rowdy, smashing out windows and doors, these had to be repaired in jig time. as the railway could not afford to have any cars idle. Freight cars were similarly hard pressed. regularly being loaded 20 per cent over their rated capacity. In the case of lumber. a pre-war shipment was 10.000 board-feet on a car, but during the war this rose to 17.000. Flatcars that normally carried 60 barrels of gasoline in one A heavy one thousand class locomotive on the turntable. tier were forced to carry twice as much by piling (PANL photo) on a second tier of 60 barrels. 16-DECKSAWASH

A few statistics for the war era teU quite a in Europe demanded more engines and the two story: locomotives were sent to France instead.

Year Freight Passengers A lot of the old railroaders take no plea~re in (Ion.) recalling the hard work and crowded schedules 1939-40 506,000 . 161,000 of the war years, but there were certainly some 1941-42 1,050,000 416.000 unique moments. A 40-ton gun-shield bound for 1943-44 833,000 406,000 ArgenUa once toppled off a flatcar near Ocean 1939-45 4.573,000 1,833,000 Pond. No crane was available, so it had to be re­ seated on the car by a slow process using jacks, In a valiant effort to extract the maximum in service from the railway, employees worked wedges. and a good deal of ingenuity. extra long hours, risking their health and safety Probably the most serious wartime incident in adverse conditions. When a roundhouse began occurred during a snowstorm in February 1943, to collapse and the company was unable to when there were three derailments between repair it, maintenance on the locomotive was Arnold's Cove and Come by Chance. Because conducted outdoors in all weather. Many short­ they carried no reserve fuel, the derailed engines cuts were developed to save time, and even some were soon powerless. An eastbound express genuine improvements. A weekly-inspected headed into the area soon afterwards, and a fire-fighting system was developed. A new troop train full of French Canadians left St. chemical water treatment was introduced to John's at midnight, expecting to reach Gander. reduce scale on the boilers. As a result, there were soon five trains held up in "We wore out three yard locomotives - wore the winter storm, with some supplies of food for them right out," recalled a roundhouse foreman, the people, but no coal for the boilers. When a Arch Steele, many years later. "Until we got the message came from headquarters to "burn new locomotives we were using old engines of everything in sight" to keep steam on the two even 120 class, some of them 35 years old." Two express trains, roadmaster W. Hicks sent back new 1000 class locomotives ordered from the this reply: "Everything burnt; expect church United States were all set to come to Newfound­ next to.go." At least they still maintained their land at one point, but then the Allied Command sense of humour. II

The Railway after Confederation

hen Newfoundland joined Canada in 1949, Canadian National took over the operation of the W preservation of the railway was guaran­ railway, and at first there were some im­ teed in Term 31 of the Terms of Union: "Canada provements. Whereas the Newfoundland will take over the following services and will, as Railway had operated only six trans-island from the date of Union, relieve the Province 0 passenger trains per week, CN by 1950 increased Newfoundland of the public costs incurred in this to 14 per week. In addition, the new respect of every service taken over, namely, a) management actually lowered fares by 40% to put them on a par with fares in the rest of the Newfoundland Railway, including the Canada. steamship and other marine services... " In the first 20 years of Confederation, eN had capital expenditures in Newfoundland of $90 million on the railway, and $50 million on the coastal boat service. But all was not well with the railway. Despite the great amount of money poured into im­ proving the facilities, there was only a negligible increase in freight traffic from 900,000 tons in 1949 to 1,055,000 tons in 1966. The number of passengers declined steadily from the 1942 peak of 424,323 to about 150,000 in 1961 and to only 87,796 in 1966, even though this was "Come Home Year." Financial losses for passenger service in 1966 were $1,296,000. A major factor in the decline of both passenger and freight traffic was the opening in 1965 of the Trans-Canada Highway across Newfoundland. In 1966, the train The Caribou al Harry's Brook 1956. Note the two carried 68.7% of the freight coming onto the locomotives. (photo by R.J. Sandusky. from Narrow island while trucks brought only 0.4%. Ten years Gauge Railways of Canada, Railtare Enterprises Ltd., later, the train carried just 42.0% while trucks used With permission.) . had captured 29.1% of the market. It DECKS AWASH-17

Biting the bunet

uring the 19605. controversy first arose D over the declining use of the railway. particularly for carrying passengers. The labour unions and many of the general public felt that eN was deliberately downgrading the service and running to an inconvenient schedule so as to lose even more business and thus be able to justify "shutting 'er down" completely. It was, and still is, a chicken-aDd-egg problem. Does the railway lose business because it no longer provides good service? Or is the service declining because there are not enough passengers and freight to support it? Prior to 1963. passengers for Corner Brook leaving St. John's could bunk down in a sleeper car named "Corner Brook", Arriving at the Humbermouth station at 4 a.m. was no hardship, as the car was simply detached and left on the siding until the next day so that passengers could wake up at their leisure. The loss of this amenity in 1963 forced passengers to stumble off the train in the wee hours of the morning - very un­ across our Island should be equipped in such a pleasant for families with small children as well way as to provide at least the normal amenities as for the relatives meeting them at the train. which are commonplace to travellers in other The P.J. Lewis Commission on Transportation areas of this great land?" (Commission Report, in Newfoundland (1964-66) recommended that pp.9-10). the branch railways be closed down and replaced The National Transportation Act of 1967 with good highways, but roundly criticized CN prepared the way for the final demise of the for reducing passenger services and the removal "Newfie Bullet" passenger train. This act of such facilities as the observation car, and the created the Canadian Transport Commission dining car: "The partaking of a meal in the (CTC) to investigate services that were losing dining car under the old system provided an money and then to hold hearings that would interval of pleasurable relaxation to the "enable all persons who wish to do so, to present traveller meandering his way across the island their views on the discontinuance of the ser­ in the old Newfoundland Express. The dining vice." If the CTC found an unprofitable service. cars were exquisitely equipped with napery of yet felt that it should be retained in the public the highest order, cultery of first-class quality, interest. they would subsidize up to 80% of its and a culinary service that was unsurpassed in losses. any train on any part of the North American In the fall of 1967, CN applied to the CTC for continent...Today...the tables are stripped down permission to discontinue passenger service to paper napkins and the service generally in the across Newfoundland. The CTC granted per­ dining car is at a very low standard...is it too mission to do so on 4 July 1968 after hearing much to ask that the trains moving the people submissions from only the unions and CN. No public hearings were held in Newfoundland. A condition was set that CN had to prove its bus service an acceptable alternative by April 1969. Newfoundland's parliamentarians were outraged at the decision. In the Provincial House of Assembly, an emergency session was held that produced a unanimous resolution to extend the life of the railway. Meanwhile in Ottawa, Newfoundland's MPs attacked the Trudeau government, calling for the CTC's ruling to be postponed until a parliamentary committee on transportation and communication would present its report based on a tour of Newfound­ land in February 1969. A pubIc demonstration of about 400 people met the parliamentary committee on the St. John's station platform on 24 February 1969, carrying 18· OECKS AWASH

placards and a black coffin to protest the loss of ofour usually vocal premier. You would expecl him to their train. When the committee finally brought be the last person in the world 10 agree to Newfound­ down its report, it refused to make any recom­ land losing anything...Is i! pOssible that there is truth mendations about the Bullet. Trudeau's cabinet in the local story that he and his old colleague Mr. PickersgjJJ (Chairman of the CTC) made a deal a long also refused to intervene in the CTC decision. CN time ago that would see the end of the rajl passenger then applied to the CTC to extend passenger service in return for something else'!" train service a few more months, saying they Throughout this time there was little or no were not satisfied they had enough buses. The comment from either J.R. Smallwood or G.B. company also reported that operation of the passenger train in 1968 had lost almost a million MacMillan, head of CN in Newfoundland. But the doUars. though their nation-wide profit for that air was thick with allegations as people con­ year was $49.5 million. templated the prospect of becoming the only During this period CN ran both buses and Canadian province besides PEl without full trains across the island, to see which mode the passenger train service: " ... the death of the BuIIet may have signified the death travelling public preferred. But with the loss of of another great concept _ the Confederation which the dining car and other services on the train, it Newfoundland entered into with Canada twenty years was not much of a contest. An editorial in the preViously to become an equal part ofthat nation." Evening Telegram for 5 July 1969 points out -Denys Mulrooney, Alternate Press another unusual feature of this controversy: 14 July 1971 "The big mystery in this rai/·bus business is the silence

Lastrun for the Newfoundland Express

n 2 July 1969, Newfoundland's famous Butler wrote the following comment: "Even at OcoasHo-coast passenger train left Port the regular pas:e held on the last trip. coffee cups aux Basques for the last time, departing 10 a.m. regularly dumped half their contents into with about 350 passengers. People turned out all saucers, drinks from hand-held glasses ran up along the 547-mile route to wave good-bye. Ac­ the consumers' arms and more than one person cording to the Evening Telegram (3 July, 1969), ended up sitting in someone else's lap as the "A horde of youngsters beseiged the train at train belted into a corner." Sharon McLeod had Bishop's Falls, begging for placemats, menus, been married only four days before riding back and anything else that wasn't nailed down for home to St. John's on the Bullet's last run as part souvenirs ... Even as night fell, there were cars of her honeymoon. She concluded her account parked anywhere the highway intersected the with the assessment: "By the time the train railroad track and drivers tooted their horns in pulled into St. John's 25 minutes ahead of salute." schedule. I counted two lumps, one cut, a bent Several journalists were on board the train for elbow, and various bruises on arms and legs. But the Evening Telegram, and wrote sentimentally you know something strange? I wouldn't have about the Bullet's notorious rough motion. Dave missed it for the world." II Some otherrailways in Newfoundland

ver the years, there have been at least ten Orailways in existence besides the main Newfoundland Railway line.. The largest of these was a lumbering railway owned by the Anglo-Newfoundland Development Company and built in three stages. In 1901. the Millertown Railway was built by the lumberman Miller. This included 19.5 miles of track from Millertown Junction to Millertown, and the system was sold to the A.N.D. Company in 1910. The previous year, A.N.D. had built the Botwood railway to connect with the mill in Grand Falls with the port of Botwood, a distance of 22 miles. Then sometime after 1910, the Harpoon Railway was built, running 19 miles south from Millertown Botwood Railway'S chain driven Sentinel steam Junction. Up until 1956, this A.N.D. railway had locomotive. (Photo Orner lavallee, from Narrow Gauge Railway. of Canada. Railfare Enterprises Ltd., used with four yard engines and three large steam permission.) locomotives for the main line. DECKS AWASH -19

The Company in 1928 built a 19-mile spur line from the MiJlertown Railway to the town of Buchans. In 1957, sections of the Millertown and Harpoon Railways that did not connect with Buchans were dismantled. Now in 1981, the line to Buchans has been sold to a Quebec firm. Miral?el Mining & Nelson Machinery that is tearing up the track. On 1 July 1957, the BotWood Railway was sold by A.N.D. and became-the Grand Falls Central Railway (GFCR), used largely by Price New· foundland who took over the papermaking operation from A.N.D. The last steam engine ran on the GFCR in 1958. About 1975, the GFCR began a process of conversion to trucking by road, and today the railway is used only for a bit of shunting in the yard. Newfoundland's other major pulp and paper company, Bowater, also operated a woods railway some years ago from Deer Lake to Adie's Pond, a distance of 20 miles. At Cassan· dra, just off the Exploits River near Badger, there was a two-mile long pole·railed tramway opened in 1909. The Newfoundland Iron Ore Company operated a railway from Workington, near Lower Island Cove, to their shipping pier seven miles away at Old Perlican, from 1898 tQ 1901. Seven prospecting shafts from 40 to 170 feet deep were sunk at Workington, but the mine was abandoned in 1899. The passenger cable car on Bell Island. (Photo: lale Bell Island, in Conception Bay, has had two Robert R. Brown, from Narrow Gauge Railways of railways in the past. One was a six-mile-Iong canada, Raillare Enterprises Ltd., used with per­ cable railway of 24-inch gauge operated by the mission.) Dominion Iron & Steel Company in connection Railway, as it was called, was sold to the New­ with their iron mine, beginning in 1901. The foundland Light & Power Company who island's other cable railway was only half a mile operated it until it closed on 15 September 1948. long, and used for carrying passengers up the The gauge of this railway was three foot six steep embankment from the ferry wharf. inches and the first eight electric cars were built by Lariviere in Montreal. A total of 17 cars were The only electric street railway in Newfound­ bought, the last eight coming in 1926 from the land operated in St. John's opening its service Ottawa Car Manufacturing Company. When officially on 1 May 1900. The system was con· these were unloaded from the ship, one of them structed by the Reid Newfoundland Company, fell out of its sling and dropped into the bottom of using electric power from their new hydro dam the harbour, Fortunately it was recovered and at Petty Harbour. In 1923 the St. John's Street restored to working order. "

Acknowledgements:

Bobble Robert..,n. of tbe Newfoundl.nd Hl.torlcal Society. lor her ~. The Book ofNe...lound}and. VolumeJ(iM7) Il,ild.nce.ndtbeUleoftheNewloundl.ndR.Uw.yfllea J.It.Sm'llwood CN Public Aff.iu lor their n.ilt.nce. 6. Unpublished Iradu.te .nd undersnduate Itudent academic paper•. ~~n;re for Ne... foundl.nd Studiel, Memori.l Univerlity of Newfound- Source Material: I. A HilloryofNe...foundl.nd. (1m) 1oI.cMlHan .nd Comp.ny. D.W.Pro"'le 2. TheNe... Ne...foundl.nd, MacMill.n .ndComp.ny, (lUI) 7, The Grell Train Robbery, Alternate Pre••• It July 1871 J.R.Sm.nwood Deny. Mulrooney 3. The Ne...foundland Ibil....y_1Ul_JHI. 8. Narro... G'Ule Rail...aya of Canada. It.ilfare Enterprise. Ltd., P. O. J. K. Hiller. Newfoundl.nd Hiltoricai Society 80x 33, West Hill. Ontario, MlE 4R4. 1872. Orner L.nllee. R.il....y P.mpbletNo.'\I..l) ouff.m.ybeintereltedln .... rIUnllor.copyofRallf.re·.catalo.ueof 4. Ne...foundland A.III. and Wnln JIH. (lU4l other book•. A book 011 the Ne ....foundl.nd R.ilway oy ..... Hardinli. ReY.Mose.H.rvey nO .... beinIPrep.redforpublication'lnlN2 20 - OECKS AWASH

NEWFOUNDLAND INSTITUTE FOR MANAGEMENT ADVANCEMENT • AND TRAINING

If you are a manager in business, or want to upgrade your management skills, here's how you can study for a recognized certificate in Management and Administration.

The Newfoundland Institute for Management Advancement and Training (NIMAT) and the Canadian Institute of Management (CIM) present a certificate program in Management and Ad· ministration.

The courses leading to the Certificate in Management and Administration and the associated CIM designation are university degree credit courses offered through the Faculty of Business Administration and the Division of Part·time Credit Studies of Memorial University of Newfoundland.

The nine courses accepted by the Institute to meet the requirements of the certificate Include Introduction to Business, In· troduction to Accounting, Managerial Accounting, Business Law, Organizational Behaviour I, Introduction to Marketing, Quantitative Analysis I or Production Management, Introduction to Finance, and Business Policy.

Evening classes will be held in St. John's and Corner Brook. In addition, the In· troduction to Business course will be of· fered via teleconferencing in September, 1981, in Baie Verte, Carbonear, Clarenville, Gander, Grand Falls, Goose Bay, Labrador City, 51. Anthony, Springdale and Stephenville.

For information on becoming a member of NIMAT/CIM, and the certificate program in Management and Administration, contact NIMATICIM, P.O. Box 9554, 51. John's, NF, A1A 2Y4, Telep.hone 753·3707, or the Division of Part·time Credit Studies in your area:

St.John', 737·8700 CI.r.n~lII. 466·2380 Corner Brook 634-5272 IIMAT Gr.nd Fell, 489·5361 Goose Bey 896-2978 DECKS AWASH.21 the railway...now

Riding the rails

Conversations over the Gaff Topsails

"I went with the railway in 1940, when the railway was looking for young men, and worked steady at the freight and passenger run at Lewisporte until 1969 when they closed the line," says conductor and trainman Jim Hobbs Sr., who has been travelling over the Gaff Topsails since 1969. Originally from Heart's Delight he moved to Lewisporte in 1928 and became involved with the railway through his stepfather who was a railway agent. "During the war we had as many as ten trains a day. It was non-stop. We couldn't keep up with it. At that time as many as 200 passengers would come from all around Notre Dame Bay to go to the woods at MiUertown Trainman Norman Peyton. Junction there." he says, gesturing to what remains of the construction materials. steel, once prosperous woods and automobiles and canned goods," railway stops as we pass by on says Norman who estimates our way to Corner Brook. "[ that almost 50% of all their remember we used to have to freight is made up of these put on as many as three trips a loads. day to handle the passengers As the line of empty cars coming up here. but that was starts climbing the Topsails' before the road now." summit some 1,800 feet (550 "There was no other way to metres) above sea level, can· get to Millertown Junction, ductor Hobbs explains some of Badger or Bishop's Falls in the intricacies of maneuvering a those days," adds trainman train across the Gaff Topsails. Norman Peyton who has been He explains that trains are often with the railway for 31 years. empty on the backhaul because the vast majority of freight is "There is very little going eastbound. west these days," Jim con· "It would be too expensive to tinues. "Pulpwood comes from move the same amount and type Glenwood for Bowaters, and of freight by trucks as we do by Terra Nova and Gambo wood rail," explains Jim Hobbs. "Did goes to the Abitibi Price plant at you know that one train can Stephenville." The two men move as much freight as 70 make some hasty calculations trucks with 70 drivers? There is and estimate that about 50 cars no truck that can compete with a of freight go east and 30 go west train. Remember these trucks each day. not only damage the roadbed, Probably the only thing R.J. Hobbs "Most of the eastbound traffic they are also dangerous to the likes better than the railway is is lumber and building supplies. driving public.' 'Holiday' for his pipe. 22-DECKSAWASH

to be. "We only get about a half dozen passengers a day, but then again nobody really knows the passenger car is on this run, it sure isn't publicized. The service up here is a real con­ venience to the people who travel on it. For $4 they can go back and Corth to Deer Lake and. as far as I know, aU the lumber is shipped up here Cor absolutely nothing. I don't see how the railway can turn a proht on that, can you? "Most oC the people live up here Cram early May until September or October, but come the [irst squall they move back home to Deer Lake." Virtually in the middle 01 a wilderness "Pond Crossmg' "It's a pretty desolate tents 10 aboul40 cabins, with the help of C.N. wilderness up here in the win­ ter," adds Norman. "Sure, only prosperous operation. In 1980, Junction or out past Corner the other night they had snow the total losses oC TerraTran­ Brook. It's really great up here. and frost up here." sport were estimated at People come up to fish this time But the Topsails and the $26,871,000 and the railway oC year and later there is good winter storms seem Car away as was responsible Cor a sizeable hunting; and the berries!," Mrs. we pull into Deer Lake station portion oC the total. Young explains that many oC the and the passengers Cram Pond Hobbs is aware oC the need to Camilies can pick up to 10 Crossing depart. For Jim Hobbs improve the railway's financial baskets oC berries a day in the and Norman Peyton the real perCormance but does not Ceel [all, most oC which is sent by rail storm oC the declining freight that containerization is the back to Deer Lake where it is and passenger service which whole answer to the problem. sold at roadside stalls and in stretches out over the GaU "The railway could be markets at Corner Brook. Topsails Cram Corner Brook to prosperous in this province, if "These are all my family, sons St. John's has yet to be they combine the containers and grandchildren," she says, weathered. they want to bring in with what indicating various people But Margaret Young is a little they already have, because only around the tossing coach. Her more optimistic about the Cate o[ about 20% oC the Creight we are son Robert Young Jr. and his the train in the province as she moving now could be moved in wire Catherine and their steps down Crom the coach. "U containers." children are just returning Cram they take this car off the train As the train passes over the a weekend visit to Pond then we'll ride in the boxcar." GaU Topsails and down into the Crossing. she says. - valley leading toward the Back in the caboose Jim Norman Peyton who is sure of Humber, the train makes a brief Hobbs admits that the her determination shakes his stop Cor passengers at Pond passenger volume on the run head and nods his reply, "You Crossing. As Conductor Hobbs isn't anywhere near what it used know, I believe she would!" II ushers the passengers on the train, Norman Peyton explains that most oC the passengers who use the train Cram Pond Crossing totally rely on the railway to reach their cabins buill in the area. "There are about 40 cabins here now," says Mrs. Margaret Young, a resident oC St. Judes. "We started coming up here a few years ago in the tent but it was so cold we buill a cabin. We come up here on the weekends long beCore school closes. Most oC the families come [rom Cape St. George, Badger, Millertown "II they take this car off, we'll ride in the boxcar," says Margaret Young. DECKS AWASH - 23

An aboardfor Argentia

erhaps the greatest dif­ P ference between passenger trains in Newfoun­ dland and those on the mainland is the friendliness of the crew. They wear no fancy uniforms. but make you feel as if you are their personal guest on the road. You may be offered a free cup of tea or coffee, but at the very least, a good chat and a full run of their caboose. It is a real pleasure to be able to stand on the rear platform in the fresh air without being ordered back to your car by a surly trainman. as so often happens on the mainland railway. "People from aU over the world come to ride this train." comments conductor Joe Carew over a fried-chicken lunch from the caboose's oil stove. "It is the longest narrow gauge railway on the continent, so it's a great tourist attraction. Lots of them come with cameras, snapping pictures along the route, and maybe riding with the engineer for a ways." Joe, at age 52, has been a conductor for 31 years now, operating mostly between Kevin McDonald, age 56, drives the Irain, and has been an engineer since the St. John's and Clarenville on late 1950s. "My grandfather Jim McDonald came over here as a locomotive engineer from P.E.I.," says Kevin, "then my father Guy was an engineer on freight trains, "I trained as an the Newfoundland Railway." With his lelt hand, Kevin works the automatic ESB (Engine Service brake and the engine brake. Slowing Ihe train seems quite tricky, as Kevin Brakeman) about seven years uses the automatic brake to brake both cars and engine, then with his lorearm ago," he says with a Shrug, "but he releases the engine brake al certain times. "When you're rounding a turn or I came back to conductor and going down over a hill," he explains, "you've got to keep'er stretched out as much as possible." By that he means that the cars should not calch up to the forfeited my seniority about a engine, causing all the couplings to clang together. "It's not too bad on a short month ago, because they wanted train like this one," Kevin adds, "but on a long train you might have a total 01 me to go to Lewisporte. I prefer hall a car-length 01 slack which could give quite a snap 10 anyone in the to stay here," caboose." In 1950, Kevin recalls there were 108 engineers and firemen in the Eastern The mixed passenger and Division. Today there are only nine engineers and seven engine service freight train to Argentia leaves brakemen. "This Argentla llne is nol in good shape anymore." he says. "Our at 9:00 every Monday, Wed­ speed limit is 20 miles per hour, but years ago we could travel 30 or 3S no nesday, and Friday morning. problem." spends about 20 minutes 20 boxcars per week - the some unusual sights. such as the shunting at the Argentia boat Argentia line tends to get more little take-out in Foxtrap located dock. then returns the same day. passengers. just across the tracks from the arriving back in St. John's about Trundling along through road, and the wharf jutting out 17:15 at the earliest. On Topsail, Manuels, Foxtrap, from under the tracks in Tuesday, Thursday and KelUgrews. Upper Gullies. Seal Holyrood. Saturday. the same train makes Cove and Duffs at about 20 miles Our train consists of three 800 a run around Conception Bay to per hour is very pleasant. Once engines. one boxcar loaded with Carbonear and back. a journey you experience how much the mixed freight for the coastal that takes the same amount of coach bounces up and down as boat. an empty baggage car, time as the Argentia jaunt. well as sideways, you would and at the tail end. a com­ Whereas the Carbonear trip probably not want to go much bination passenger coach and carries more freight - around faster. Along the way there are caboose. Seats and washrooms 24 - DECKS AWASH

are the extent of facilities for passengers, but everything is very clean and comfortable. About one third of the car is sectioned off for the conductor and brakeman, though the door remains open. The crew have a small eating area like a break­ fast nook, an oil stove, and a number of cabinets for sloring tools. Then at the rear of the car is a padded armchair with a smatl writing table, an emergency-brake handle and an air pressure gauge for the brake system. Drinking tea on the train is no mean feal. Lar Horan, the brakeman explains how it is done, "When you're drinking from the cup, never put your elbows on the table or the train's shaking will come right up your arm and shake the cup. It is the same when you are trying to pour water from the kettle. Don't set the cup down on tbe table where it can move around: bold the kettle in one hand, the cup in the other, and you're all rigbt." Lar joined the railway in 1950 and be bas worked every line in the Eastern Division (east of Bishop's Falls). At 10:40 the train arrives at Brigus Junction, some ten minutes ahead of schedule. "The 204 freight train from Bishop's Falls should come through in a few minutes," explains Joe the conductor. "We've got to wait for him to These are the roadbed rangers lor 3S miles of track between Brigus Junction pass before we can go on." But it and Carbonear, along which there are 9S level crossings. Brian Roche, Max soon becomes apparent that Drover, and John Broaders report to work at Bay Roberts and drive the speeder shown here, going In one direction each day. Speed limit lor the something Is wrong. The 204 is speeders Is 20 mph. Note the saw hanging on the front not on the radio. Eventually we learn that he is stuck at mile 62 with the trains - juvenile piled up, just waiting for the where a red flag is up, Indicating delinquents. "The kids throw train. In the past few years, work is being done on the tracks. rocks, bottles and even railway every single window in this train The only one authorized to let spikes at the train, to says Kevin. has had to be replaced. The the 204 pass is the foreman of the "It's after getting out of hand in worst area for it is from Mount work crew, and he simply hasn't the past two years. Not only Pearl to Seal Cove, but it hap­ shown up for work this morning. trainmen, but passengers have pens all over. Not too long ago, We wait for two hours at the been injured by rocks crashing brakeman Tom Hogan, received junction, listening to radio through the windows. Most of an eye injury when he was hit by messages going in all directions the vandals are teenagers, but a flying bottle near Glenwood." as the 204 gets clearance in a last week a little fellow only roundabout way and proceeds about six or seven hit me in the "The RCMP seem to have a toward us. elbow with a rock. Il's bad when hard time catching all the kids Meanwhile, Engineer Kevin they're at it that young!" who are at it," Kevin continues, McDOnald joins us in the "Sometimes," adds Joe "and a serious injury or death caboose for a chat, and Carew, "they are standing there could happen any day. What the describes a serious problem with a bunch of rocks and bottles company 'ilbould do is install this DECKS AWASH-25 impact-resistant Herculile glass in all the train windows." Finally, the 204 passes and we are oU again. At Placentia Junction, a couple of trouters get aboard with packs, poles and tie-rubbers for a ride of two miles to Rhodes Pond (pronounced "roadies"). Con­ ductor Joe Carew is visibly upset over having to charge these fellows the minimum fare of $4.00. "Years ago," he says, "we could charge them 50(: or whatever, according to how far they were travelling." By set­ ting a high minimum tare, the company is discouraging a lot of short-distance travellers. The Argentia branch line is famous for the Trouter's Special train on May 24th weekends, a tradition that dates back at least as far as 1912. It was an 83·mile party on wheels for up to 800 trouters at a time who would get off by their favourite fishing and drinking spot, then fiag down the eastbound train when they wanted to return home. Passengers on the Trouter's Special had declined to 6S by 1962, so the run was cancelled. In 1916, however, it was revived and took on a different character, being patronized mainly by family groups going all the way to Placentia. This past May 24th weekend, there were about 130 people on the Trouter's Special, and quite a few trout brought back. It is good to see that many of the old ways of the Newfound­ land Railway have survived the takeover by CN, including the crew's willingness to make unscheduled stops for passengers to take photographs. At one of the scheduled stops, the conductor was handed a package of salt beef, cabbage and turnips for "buddy" In a people who fish there every go into the area. Another big cabin at Rhodes Pond, so as the year. This rail line was built in advantage is that the railway train approaches the shack, out 1886 and constructed by will take all your baggage free runs buddy and Joe tosses him railroaders. All the shack­ of charge, even if it includes the the package from the moving owners depend largely upon the lumber you need to build a new train. railroad for transportation. room onto the shack. Having your shack along the rail Rolling down over the hill into There are about 150 shacks in line instead of along a road Argentia affords some spec­ the Rhodes Pond area, just west makes sense from a security tacular views of "that far of Placentia Junction, and ap­ point of view, as there is much greater bay" and the trees grow parently the lroutlng is still less vandalism because few quite close to the tracks, though good, despite the number of people other than cabin owners the train passing through every 26- DECKS AWASH

second day keeps them well trimmed. A gate has to be opened by the front-end brakeman to let us into the U.S. Navy base, and then we pull up to the freight shed at the ter­ minal for coastal boats and the ferry to North Sydney. Approaching St. John's on the return trip, we pass through Donovan's Industrial Park, bristling with railway switches and sidings. Back in June of this year, some vandals broke open the lock on one of these switches and threw the switch. The next train to come along suddenly found itself careening down Canada Packers' siding. Luckily the engineer managed to slam

on the brakes in time, but it Joel Rodgers, age 38, and Aggie Walsh, age 30, live In St. John's. "My mother could have been rather lives in Placentia," explains Aggie, "and I usually take the bus to viSit her, but disconcerting, especially if the prefer the Irain when I have the time, It's 110 much more comfortable." siding had contained a few Joel often travels by traIn in mainland canada, but this is his first ride in a Newfoundland train. '" bet there's a lot of people who don't even know this boxcars with men inside passenger service exists," he says. "CN should publicize it more, but I guess unloading them. they want people to forget about the trains, The schedule is not at all con­ A chat with all eight venient for people In Argenlla area who want to go to St. John's 10 do some passengers aboard confirms shopping. that they are using the train by choice, preferring it to driving their own cars or using the available bus. No onc seems to really mind the lack of food service, though there are some harsh words for TerraTran­ sport's management. In TerraTrauport'. Pa••eDler general, though the rough Train Service roadbed may leave you a bit N B {.'hild~n ..... HI p.y btl f.re on .11 tired after the ride, there's a bit tum, tired after the ride, there's a bit St. John's to Argenlia and return of fun for everyone on the trains Monday, Wednesday or Friday, in Newfoundland, where style is Depart 9:00, Arrive back 17:15 more important than speed. I!I Fare: $14 return St. John's to Carbonear and return Tuesday. Thursday or Saturday, Depart 9:00, Arrive back 17:15 Fare: $12 return

Clarenville to Bonavista and return Wednesday only, Depart 8:05, Arrive back 16:50 Fare: $12 return No complaints about comlort on the Bishop'S Falls to Corner Brook train from young Nicole AtkinS, age 7, and return Daily except Sunday, 01 Mount Pearl. "We're taking the Depart 9:30. Arrive back 23:35 kids on the train just to give them the experience:' says her lather John. Fare: $24 return "The ride Is slow, but very enjoyable. You get much nicer scenery than travelling by car. I really wish there were more trains in Newfoundland, Trees are regularly trImmed by the and more services available. such as Irain 10 Argent!a. cold drinks. OECKSAWASH-27

Bob Green, age 25, Iiyes in St. John's but spends a lot of time al his family's shack on Shack Pond, near Placentia Junction. "Ours was buill by railway sectlonmen,.- Bob Tells us. "There's eyen one buill oul 01 railway ties. We'ye always used the train 10 get back and lorth, and some people on the pond spend Christmas in their shack, knowing they can always catch Ihe Iraln, no matter what the weather, whereas their car might get stuck in the snow, and eyen II it didn't, the road doesn't come the last lew miles to the pond. "The train is a great way 10 trayel. There's lots of space, and the trainmen are fine people, yery helpful. I feel there should be more freight moyed on the ralls because there are too many tractor·trallers on the highway, tearing up the payement." A shack dweller along the line oatches his parcel of corned beef, cabbage, and turnips as the train goes by.

The "Bullet" was a way of life Newfoundland Train Jokes A woman passenger on the Newfoundland Ex· press complained to the conductor, "Can't you "The Newfie Bullet was built on tradition and do something about the rough ride on this train? very often ran on it. Loyalty to the company, It is very hard on my baby. to she said, laying a devotion to duty. resourcefulness, dedication to the task in hand, ingenuity, are inseparable hand on her distended abdomen. ingredients of the whole mixture ... the Newfie "You should never bring a tiny baby on this train.tt advised the conductor as he lurched down Bullet was more than a transportation link; it the aisle, "it is very dangerous." was a way of life..." MIchael Harrlz2lt,oD. 0/T!le Evel2b26 Telegram "But I didn't have this baby when I got on!" she answered back. " 28-DECKSAWASH

The railroaders

Fightingfor jobs

n the days of steam train per day running east from locomotives, it was the Bishop's Falls, only a few of the I 50 cars could be moved each fireman's job to shovel coal into day. the firebox. As steam engines were replaced by diesel­ "Containerization may solve electrics in the 1950s, the some of the traffic problems," fireman's job was almost admits Bannister, "and it snuffed out in the process. "A certainly seems to be the thing Mr. Grump. President of CP of the future. But Newfoundland Rail, accused the firemen of seems to be going into it too fast. feather-bedding and started a The union feels that we will need the Gulf ferry and the truck campaign to eliminate them," transfer facility in Port aux explains Neil Bannister, Basques for a while yet." Provincial Legislative Chair­ man of the United Tran­ The UTU in 1977 recom­ mended to the Sullivan Com­ sportation Union (UTU). "It mission "that the railway in was a very malicious program Newfoundland should be run by and it worked. No firemen were hired after 1958. The UTU did Newfoundlanders from head­ manage to win the concession quarters in the provincial that existing firemen would not capital" rather than being managed from Moncton. The be laid off." Neil Bannister has been With the provincial government in 1981 Now in the Western Division of railway since 1942 and still drives the Newfoundland, there are stilllG­ has adopted the same opinion, engines. He also represents the 200 and though the UTU clings to its 15 firemen riding in the engines, members of the United Tran­ though they have been trained sportation Union in Newfoundland. motto "Progress through Unity", it may not be enough to as relief engineers. It was save the railway at this late customary in the old days for In demonstration of their firemen to learn to be engineers regard for the overall health of date. 11 by experience. Today the the railway. the UTU presented company takes brakemen with ~i::ii:~ ~~ ~~~u~r~lli~nat~ ~~~: two years of service and sends f------j them to Gimli, Manitoba, (or a foundland Transportation on 17 two-to-three-month course in the November 1977. In this paper, "Railway?, exclaimed a leading handling of locomotives. When they enumerate some freight member of the House of they return to the job, they are commodities that the railway Allembly in August around Engine Service Brakemen has lost to the highway, in­ 1920; it isn't a railway. it's two (ESB) and unlike the firemen, cluding pulpwood, gypsum, streaks of rust running across will throw switches and perform petroleum, mail. beer, fish meal, the island!" other brakeman duties if they and containerized freight. J-rMB. sm.n...ood m are not driving the locomotive. Another of the union's major na. N....NeW'loalHllud, JJ:JJ "Morale on the railway is way beefs was that early in 1976, CN down," continues the 61-year-old cut' the daily-freight runs from f------i Bannister with concern. four trains to two, but "There's a lack of a caring at­ guaranteed that when freight Newfoundland titude in the management that increased, the trains would be gets passed on down the Hne to restored. Freight increased, but Train Joke everyone else. which is not good trains were not restored. As a for business or for safety. When result. there were many delays A man who wanted to commit young brakemen go away to in freight shipments. such as on suicide went out and lay down Moncton to take their two-week 14 October 1977 when a train acrosl the narrow gauge tracks, course. many of them just stay from Port aux Basques left SO waiting for a train to run over with the railway on the cars at Bishop's Falls that were him. Several weeks later there mainland. I can hardly blame destined for points in the· had sUll been no train and he them, the way things are going Eastern Division. With just one died of starvation. here." DECKS AWASH-29

The Kieley Terra Nova 2 + 2 was designed and developed In Newfoundland by a professional Newfoundland master·welder. This company, Terra Nova Power and Development, a wholly owned Newfoundland enterprise, prides itself on this achievement that strives to ease the burden of conventional, non·renewable lossll fuels. TEST· PROVEN ,-.

The unit, which has been safety certified by the Underwriters' Laboratories of Canada and is now undergoing elliclency testing at the Ryerson Polytechnical Institute and the Nova Scotia Technical College, incorporates several commendable I'd do it all features: • Constructed 01 1/. Inch cold·rolled steel with all steel loading door over again! • Temperature controlled drall eorge Robertson, born in vents with a custom designed connector vent GHumbermouth. 10 • large 12 to 15 hour capacity with November 1920. has been an safety features engineer since August 1942, just • Negligible residue from un· a few years before the coal· processed peat or wood burning locomotives were • Heated parts and flue gas tem· converted to oil. George is a peratures well below permilled maximums third generation railroader. His • Totally suitable lor cooking father James was an engineer and his grandfather John tended switches in the Humbermouth -rkK"ktt yard. terra if))+if)) "I'd do it all over again just the same," George remarks with a toss of his head. "I'm due nOU~t~6a(;§. (or retirement pretty soon, but there's still a good living to be This company has also developed a novel method of peat harvesting and made on the railroad. Driving land reclamation, together with the world's first complete peat.log the snowplow through the Gaff producing machine, both of which are highly efficient and successful. Topsails was one of the greatest It is the goal of this company to provide the consumer with a safe, high· quality product which is effective In offsetting the escalating heating and challenges in the old days, and I maintenance expenses. generally enjoyed it. The Free information Is available upon request, with no obligation to the change-over from steam consumer to receive sales personnel or to place orders. engines to diesel-electric FOR FURTHER INFORMATION - call or write required a lot of adjustment. Instrumentation is more Terra Nova Power and Development Limited complex, and there was a lot to 3 Military Road, SI. John's, Newfoundland, A1C 2C3 learn about electrical matters Telephone (709) 753- 9043 as well as the mechanical side of Or Detach and Mail the form below: things - all of us had to go back to the books for a while! "We used to have a lovely little passenger train in New­ Name: Telephone: _ foundland and I was very sur­ prised when people started Address: _ talking about removing it. Some of the eN people never seemed to be railroaders as much as our Province: ______AreaCode: _ own officials had been. They didn't have the same foresight. Please forward lurther information on the Kieley Terra Nova 2 + 2 Situations used to catch them by Domestic Peat and Wood Burning Furnace. surprise more often." I! THE MOST COMPLETE BURNING DOMESTIC STOVE EVER DESIGNED! 30- DECKS AWASH

I walked the line

"MY son, it's all automated tackle, and sections of rail to now," explains Nick slide the rolling stock back onto Byrne. who spent 40 years as the rails. sectionman between Bishop's "There now," says Nick, Falls and Grand Falls. "In the returning from the closet with a 1930s we had only spades, picks, few snapshots of a wintertime track jacks, spiking hammers, derailment in the Gaff Topsails, and a speeder, if we were lucky. "tbat'll give you some idea of The section foremen used to the conditions we faced. I was 30 walk their sections of the years going over the Gaffs in the roadbed to inspect them. plow. What you listen for is the "Laying new rails was a big steady sound of the wheels on job, and we would have a crew of the rails. When tbat sound stops, over 100 men. Each day we look out. You're off the rails and could lay about 100 3g..foot rails. likely to jackknife around the To carry them required 16 men engine. It's a bit of a surprise all using special tongs. Today they right. but most of the shock is use power hammers and a cushioned by the snowbank. Roadmaster unit that lifts rails, "Re-railing the plow requires packs gravel under ties. spaces a dozer to bull away the snow, them, and aligns the track. and a crane to lift 'er back onto Before I retired in 1977, we could the track. Other tricky things to layover 300 lengths of rail per ~__••••I ~~et~~br~~~l~daen:~~,~e;h~:~d~~n: day, using a crew of 110 to 115 men. About the only manual Nick Byrne plate mounted low on tbe plow to work involved was plugging old "Now they just do minor repairs clean between the rails, but it spike-holes in ties. and heaving and call in the 'white fleet' to do had to be lifted over level worn sections of rail off to the the rest." The white fleet is the crossings and switches, wbich side." No wonder today there's name given to the mobile track were often difficult to see fewer men working on the crew who are accommodated in through the drifting snow. railroad. Between Bishop's white bunkhouse units on flat­ "Back in the 1960s once," Nick Falls and Corner Brook there cars. recalls, "we had 10 diesels stuck used to be 60 men in 10 different "When derailments occurred in the Gaffs for a week. Some job section crews. Now there are before we got cranes in the that was." about 25 men in five crews. 1960s, it was a long process to Nick Byrne was born in "Section crews used to replace get the engine and cars back on Webb's Bight, Notre Dame Bay ties," adds Nick, who has lived the track. We used jacks, on 26 August 1915, and he has in Bishop's Falls since 1925. wooden cribbing. block and travelled many miles of railway

A c~uPle of Nick Byrne's snaps of a derailment in the Gaff Topsails in A.pril 1970. That is Nick himself leaning agalDst the burled plow. Photos were taken by a Mr. Budden from lewlsporte. DECKS AWASH -31

roadbed since then. Over the years, a sectionman's work has beCome easier not only because of automation, but also because of the reduction in traffic. "When a crew travels on the speeder now, they have only two daily trains to look out for," he points out, "but years ago there were many times when we had to haul the speeder off the rails three or four times in half an hour on our way home from work." Today, Nick Byrne lives with his family in a cosy house beside the rail line. No more track repairs in the rain. No more midwinter runs through the Can Topsails. But you can bet that sometimes when he shovels the snow from his front walk, he remembers. II A Aoadmaster track-repair unit. Driving the steam engines n 1917, Cordon Hannon and became a fireman on the shovelling coal into the firebox." I joined the Newfoundland locomotives in 1919. at the age of recalls Mr. Hannon in the kit­ Railway as a cleaner in the 16. "We used to spend about half chen of his home beside the roundhouse at Bishop's Falls, of each eight-hour shift tracks in Bishop's Falls. "The rest of the time the firemen would be back in the tender. trimming the coal ahead so the pile could be got at from the engine." Most tenders in the old days held nine tons of coal and 3500 gallons of water. Injectors on each side of the engine drew the water into the boiler automatically, but the fireman had to keep an eye on the water glass in the cab, which indicated the water level. "Firemen always stood on the left side of the engine, and still do," continues Hannon, "learning how to be an engineer on the job. then writing the exam to let them step over to the other side. I first crossed the cab as engineer on August 4th. 1929. There was not much book­ learning to it as only a couple of things can go wrong with a steam locomotive. Most things could be repaired with a bit of haywire, but if you broke an electric strap you would have to disable one side of the engine. uncouple from the train and drive the engine on steam from one side to get to the nearest Gordon Hannon at home. roundhouse. If a strap only got 32 - DECKS AWASH

bent, you could remove it, heat it in the firebox, and bend it back into shape." According to Gordon Hannon, the introduction of the 1000 Class engines was a big improvement. The steam was superheated, producing more even pressure, and the firebox was lined with brick to retain heat, making it easier to hold a constant tem­ perature. "The best thing about 'em," he maintains, "was they burned only half as much coal as One 01 the 1000 Class engines that so imprO'led the working conditions lor the older engines. With a 1000 trainmen on the Newfoundland Railway. (Photo in possession 01 L. Gordon Class engine we could run from Hannon). Bishop's Falls to Corner Brook (138 miles) on three tons of coal. wood for us to burn, but it took a they don't work so well in long time to get through. To get winter. If some water gets on the Before retiring in 1967, Gordon some grub we would have to brushes it can easily cause had worked 50 years on the leave the locomotive and walk ground relation which cuts off railway's Western Division. The three miles to the community. your power." longest trip he ever made was as At least a steam engine had Gordon's father, Peter, was a fireman for engineer Frank the option of burning wood. A General Roadmaster for the Foley in 1973, on engine 110. It diesel-electric stuck in the snow Western Division, and Gordon's took them six weeks to get from without fuel oil would be in far seven brothers all worked for Port aux Basques to Corner worse trouble. "Oh, I much the railway, but the family Brook. "We had been hauling ice preferred the old steam tradition seems to be dying, at from Dennis Pond to Port aux engines," concurs Gordon, least in Newfoundland. "We Basques when we got called to speaking low as not to disturb used to have real good take a car of coal out to the his wife Josephine who is wat· management on this railway, rotary plow, so fine, we took the ching "the story" on TV. "There and everyone knew each other," coal to her, but a storm came up was more life to them. A diesel Gordon recalls. "We used to be on our way back to Port aux is just like driving a car. Spend asked for our opinion about Basques. We never made it back eight hours driving a modern various things in the company, to Port aux Basques and had to engine and you are ready to but today it's all done from stay on a siding at Cape Ray. drop, but you can go for 16 hours Moncton. The engineer is only a After five or six hours we got a on a steam locomotive because dog these days." Although call to go out to the roiary plow you are kept more alert and Gordon Hannon may not be too again. She was at St. Fintan's, better exercised. Diesels are pleased about some of the but we couldn't get that far. We more convenient because you changes that have taken place were struck three miles out of don't have to stop for water, and with the railway, he is more South Branch, and then we ran they can haul more weight than than happy to share his low on coal. The sectionmen the old steam engines, but the memories and display his album were out in the woods cutting diesels require more repairs and of old photos. 1'1

Victims ofthe key and the hatchet

"Look, it's plain and simple, educated, but disillusioned like the operators in Newfoundland I don't give a hoot what many of the. agent·operators would be taken out of the anybody says," says agent­ with TerraTransport in the railway stations. I think they operator Jim Snow, as he waits province. were going to do away with 21 for his four o'clock shift to start "We've got problems all jobs, but I think 15 operators had at the Corner Brook office. right," says Jim, "a lot of men to go afterwards instead. They "There's no future for a young are going to be out of jobs and left the agents in the stations," man on this railway. the union is just accepting the adds Connolly, "but since they "I've be"en with the railway fact that the jobs will be going. are going to close all 35 stations four years and in that time I've Veteran operator Leo Connolly anyway, that will take care of been shuffled around to 17 enters the office and explains them." stations!" adds Jim, a native of the problem. The agent-operator problem is Lewisporte. Snow is a new breed "A while ago, CN announced· compounded by recent changes of railway worker, young, that effective March 31, 1981, all in the representation for the 120 DECKS AWASH·33

agent-operators who became week to master. As an agent I members of Radio Canada worked at Howley for a number Traffic Controllers in April 1981. of years. Formerly represented by the "About 15 years ago 1 sold the Newfoundland Brotherhood of most CN tickets in Canada for Railway and Airline Clerks the least amount of cost revenue (BRAC), they had their own to CN. That was about 80 tickets internal body - Division 135. a train at 80e a ticket to Corner In the ongoing negotiations the Brook." agents and operators to be Connolly readjusts a stack of displaced by the CN decision paperwork at his desk and were able to take advantage of continues, "When the highway the special agreement was built to Howley it went from negotiated between union and about 400 people four times a management in February 1981. month on the train, to nobody at BRAC general chairman, all. We never sold a single ticket Mike Walsh, explains the after that." The loss of the agreement which basically passenger service was really provides for retraining, when the downgrading of the reassignment, wage com- railway started." pensation and/or retirement for "And don't forget the tractor-, employees whose jobs are trailers," says Jim Snow who is declared redundant or abolished now totally caught up in the because of technological argument. "There is little or no change. "The telegraphers are a incentive to carry freight by dying breed," explains Walsh, train these days," be adds. "and "no one operates a telegraph if we can't sell the freight ser­ key anymore; it's a thing of the vice, customers will move to past and they are going with it. tractor-trailers." This is not only in Newfound­ Both men feel that the land, it's right across the diminished demand for the system." raHway as a freight conveyance In addition to this con­ "There is no future tor a young man is the result of not only the rising sideration, TerraTransport at on the railway," says a dlsgrunUed rates but also the deteriorating 8t. John's indicated that the JIm Snow." service the line offers. positions affected were also that if I can't keep my particular "The service could pay if they judged redundant because job within CN, and if I have put freight in theft-proof con· telephone and computers have sufficient service, they'll retrain tainers, ran fast, and put on replaced the agent's role in me for another job within eN, extra cars to handle wood, etc" sending messages and con­ after I exercise my seniority when necessary," adds Leo. trolling freight inventory at rights to displace other em­ "Rail containers should be local stations. In addition, ployees with less service, given preference over trucks in customers no longer need to pick "When the operators and the province too," maintains up their freight from the agent agents were still with us, their Leo, "and all trailers should at the rail station, and with the jobs became redundant in have to pay a road fee. After all, implementation of con­ March, and I believe most were they gas up in Nova Scotia and tainerization, the station's role taken care of by the special don't stop until they return. itself will become largely ob­ agreement," explains Walsh. In any event, both men are solete. But, both Connolly and Snow unsure about what should be Unlike computers and feel the issue is Dot only a done about the specific situation mechanical modules, the human question of negotiations and they face as a union group. "[ element in this advancing technological change. don't see that either the union or technology drama cannot be "I've been with the railway 35 the special alreement will be adapted and so must become years," says Connolly, "and I any good to us," says Jim. reoriented or retired by Terra­ guess there are only about 15 "Face it," says Leo, "with all Transport. Mike Walsh is not ahead of me with more years, so the changes and the lack of totally unoptimistic about the it won't really affect me unless business the railway doesn't position the agent-operators find they take the tracks up. have the freight to handle to pay themselves in. Basically, as an agent-operator, the men. Ten years ago they "In any agreement, you'll I started training in Morse code shouldn't have hired anybody never get it all," says Walsh, which took three to six months to else in these positions and they "but I'm satisfied that we have a learn," he says, adding that the wouldn't have had as much of a very good job security present two-and-three-way problem with us as they do agreement. The way it works is radio system takes less than a now." " 3-4 - DeCKS AWASH

aymond John Lahey was R born in South Dildo in 1903 and entered the service of the Reid Newfoundland Railway in 1916 at the age of 13. At his home at St. John's Mr. Lahey recounts some impressions of his 52-year career on the railway. "I left school at a very early age, and getting a job then was the ambition of just about everybody. The alternative to going fishing was to get what we considered a good job as a telegraph operator with the railway." He explains that he entered the service of the railway in 1916 learning telegraphy at the New Harbour station five miles from his home. HI didn't go on the payroll until October 1918, and in those Ray Lahey sheds light on the legend. days there was an established 1919, Ray was moved to Nor- was built with a lot of lofty ex· route of promotion. First you thern Bight Station and sub- pectatlons by very forceful went night operator, then station sequenUy to Holyrood, Adams politicians, but I don't think the agent, and I guess a few of us Cove, and Spaniard's Bay. He traffic was ever there for a were lucky enough to be picked was summoned to 51. John's railway. They closed the branch as train dispatchers. That was, Dispatching office in June 1923. in wintertime because, as you for a young fellow, the ultimate "As a station agent at North- know, thatshore is very exposed goal at that time," he adds. Ray ern Bight we sold tickets. It and the traffic was not enough to Lahey's first post was at the wasn't a busy station, but of warrant the snowfighting they Terra Nova Station now located course we had to do freight had to do. They would move a lot at the boundary of Newfound­ charging and shipping and of fish and partridgeberries in land's first National Park. He report train-operation work the fall but really there was lived alone at the station, but through the station. I remember nothing to justify a railway. Of there were four section men who one time _ it was in 1919 or 1920 course, there were a certain lived at Port Blandford. He during a snowstorm, we didn't number of passengers because stayed two years at the .aban­ see a train for about three there were few roads." doned Humber Lumber Com­ weeks. The first train that came To sustain his argument Mr. pany staff house which had been through was distributing sup- Lahey quoted some statistics on taken over by the railway after plies to the isolated railroaders railway expenses compiled the company had terminated who were snowbound. At that during his years as a dispatcher woods operations in the area. time if people came up from at St. John's. "You worked seven days, 24 remote communities to catch "In 1926, the cost of a sleeping hours if necessary. The five-day the train they didn't mind sitting car would have been $30,000, a week wasn't even a dream in around for 24 hours. They were dining car $15,000, a first-class those days," he recalls. "The supplied with aU the coal they car $12,000 and a second-class salary was $29.70 a month after needed to keep them warm, so it car $10,000." He explains that they deducted 30t for medical wasn't looked on as a hardship. the only difference between the expenses. And I was darn glad to But I haven't seen that kind of first-class and second-class car get at." Although the area would winter in years." was that the former had later become a major centre for After Ray Lahey had warmed upholstered seats and the latter the A.N.D. Company woods' up to the old memories of life on had hardwood ones. "The ex­ activities, Ray's only company the railway he ventured a few pense was tremendous when you in 1918 was the occasional comments on the former Bay de consider that the fare from trapper or hunter who carried Verde Railway where he was Holyrood to 81. John's was $1.50 his caribou to the railway to be stationed at Adams Cove [or a first class and 90( second class." sold in St. John's. year and a half. Mr. Lahey who worked as Promoted to station agent in "The Bay de Verde Branch chief dispatcher aod chairman DECKS AWASH-35 of the train-scheduling com­ mittee disagrees that the slow pace of the train contributed to the decline in its use and sub­ sequent loss of needed revenues. "The schedule was usually off," he chuckles. "but you have to consider the tremendous frequency of stops. For in· stance, between St. John's and Clarenville, we had ten regular stops as early as 1916. And then. of course, there was mail, making an awful lot of SlOps (or pick-up and delivery. The purpose of operating a train was to take away the isolation. And, in its day, it was more than efficienl." Mr. Lahey explains that because a train dispatcher was responsible for the movement of trains along the various lines he Two of Ray lahey's prize possessions: a complete sel of Newfoundland could see many changes coming Railway uniform buttons and a lifetime rail pass. in the railway before policy changes were made. "In the twenties we had two that equipment fell into compete with an ocean-going daily passenger trains as well as disrepair was because materials steamer, because we can't make a daily freight train to Car­ were just not available. a fast railway here, you can bonear. There were no high­ "After the War there was a big forget that idea. We've reached ways. or motor cars. Over the revolution in travel. the airways the stage in the world today years that business was phased came in. there was an increase where time means something. out. That was the first big im­ in truck and steamer traffic. All Back in the twenties to the pact of highways. That was the of this affected the freight and forties Newfoundland had a beginning of the end." Mr. the passenger railway traffic. much slower pace, nobody was Lahey speaks about the effects I've always felt that the railway in a hurry; but now everybody's of the increased freight and never abandoned the travelling in a hurry. Who wants to spend passenger traffic during the public. It was the other way two days to get to North Syd­ second World War. "The reason around. And it's difficult to ney?" ."

Good conduct on the rails

rain stories, like sea train ride a unique social oc­ the axle boxes of a car, the heat T stories, often focus on casion. George Hannon of of friction would build up to a disasters. The unfortunate thing Bishop's Falls worked with the dangerous level. "Ore trains about it is that the image of the railway from 1921 to 1971, and wood trains were the worst railway takes a beating in the spending most of those years as for that," comments George, process. For years. brakemen a conductor. and told us tales whose older brother Gordon is may leap deftly to and from both charming and frightening interviewed as a retired moving trains on rainy nights when we visited him at horne. engineer on page 31. "It wasn't while engineers watch the road "I first went brakin' on the unusual for them to catch afire if ahead for signs of trouble. and 27th of August, 1923," George they got too hot. To fix a hot box skillfully respond to recalls, "and I was 16 years old took about 20 minutes. as the car emergencies. but it is the at the time. Since then. I have would have to be jacked up to mischances that are remem­ worked on every type of freight remove the wedges and brass, bered and passed on. train. passenger train, main then re-packed with wool and With the Newfoundland line, branch line. you name it ­ grease." Railway the case is slighUy all over the system." One of the Freight trains were Mr. different. Although stories of common chores of a brakeman Hannon's favourite type to be wrecks and derailments abound. in the early days was attending working, as there was no fancy people still talk about the to "hot boxes". When the grease uniform to wear with white shirt friendly service that made each and wool packing wore out on and tie. But then, just because it 36-DECKSAWASH

~~~ a:~ei:::s~:~~r~id ;~~l:e~: I------..J-''------picked up. "Sure, hunters 1--.....0:01 flagged us down," says George, "and loaded their moose and caribou onto a boxcar. Then they rode with us in the caboose. I' A lot o( them were (rom the

:~~~S~sLi;;o:::~sse ~~~:ti~:; 1 _ wandered over the tracks. Usually if we struck one, its 1_------­ carcass would be thrown 0(( into the woods, but once with George 1_------..., Robertson as engineer, we hit two or three of them. They got 1_------­ up in between the cars, struck ~~: ~~~~~~ling bar, and stopped 1_--'------:== G::r~: h:~h::e:~~i~:rt: ~~:~ I__.... ~-c- :P~~::i~~~~~·O:~::n:~ew~h~~~ I_-~----'" ~:~~ge :::its~('~o~~:a~~;~~:~ 1------get them. Usually no one was hurt. Then there was the time 1....------' when Dick Cashin was driving a train with the snowplow and he 1..__....__""-" struck a train ahead o( him. The caboose went right up on top o( I_ the plow. I was in the train that brought out another caboose and we saw the wreck there on a siding at Robinsons. The men jacked the caboose 0(( the plow, set fire to her, and burned her right there." Choice areas o( the main line (or hunters and berry-pickers to be getting on and 0(( the train were, in the Western Division, (rom Patrick's Brook to Pond Crossing, then in the Eastern Division, (rom Benton to the flag stop just before South West. Many people recall the wild times had by whole carloads of university students going home for Christmas or back to 5t. John's for the beginning of term. Drinking was usually permitted on the train as long as there was no disturbance, but when students got playing hockey in the aisles with a beer bottle for a puck, it was lime for the con­ ductor to step in! "I never had much problem with the students," protests George, "they were all decent guys. The Locomotive passes passenger train on siding. Note crew's faces black with woodsmen, though, used to get a coal dust and unfinished birch ties on siding. (Newfoundland Transport bit rough when they got into the Historical Society). beer. One winter I was con­ ductor on a trainload of miners going home from Buchans to Carbonear and St. John's for Christmas. Everyone warned me that I would have my hands full, but in fact I never met a nicer bunch of fellows. They had their drinks. then they went to sleep." There were two classes of passenger service on the New· foundland Railway. Second· class coaches had wooden benches with backs that would slip from one side of the bench to the other, allowing passengers to sit facing either direction. Since his first marriage in 1928, George has helped raise 21 children. ten of whom now live in Toronto. "My first wife died in 1946," Mr. Hannon explains, "and she left nine children. I re­ married in 1950. Two of my sons went with the railway. and one of them is now an engineer in Prince George. B.C. In fact, he now has two sons who are trainmen. One advantage to being part of eN, I guess, is that these young fellas could work with the railway anywhere in The summit as seen from the Gall Topsails. Canada." l1

The Customers Barely on the rails hipping freight across SNewfoundland is still largely a matter of dollars and cents to most "bulk freight" customers. Although time has always been a consideration in the choice of transport. most of the large customers currently using TerraTransport rail routes in the province do not consider the notoriously slow pace of the Newfoundland railway to be a major im­ pediment. Woodlands manager Maxwell C. Vardy of Bowater Newfound­ land Limited at Corner Brook estimates that Bowaters has been one of the railway's biggest customers since the end of World War II. "We started using the railway 38· DECKS AWASH

to move timber from truck the wood to the rail line Stephenville and the Horwood· and then move it to the rolling Georges Lake area around stock." 1945," says Mr. Vardy. "At that The Glenwood operation now time we shipped by the bundle, comprises Bowater's largest 10 bundles to a car, two cords in single wood-rail shipment a bundle. averaging up to 60,000 cords a "In 1948 we started to move year. Mr. Vardy feels that timber by rail from the Glen­ Bowaler would prefer to use the wood area too," he adds, railway but, like other major carefully explaining that the customers, feels that bulk combined operations often in­ freight-rates should be cheaper. volved annually carrying some "Nobody else is using the 85,000 cords of wood pulp en· railways as much as we are, and lirely by rail from both areas to I'm sure there is no other single the mill at Corner Brook. piece of equipment that brings "About 20 years ago we also in as much revenue as the 90 or had a rail operation, complete so wood flats that we are using. with a rail siding, at Je((reys. Engines like lhls haul today's woods I( all the railway cars made This moved about 40,000 cords a lrains. as much as these you wouldn't year," says Mr. Vardy as he mind having shares in this ouUines the company's in­ In spite of the overall decrease railway" volvement with the railway. in the number of areas no~ used At present Bowater hasn't Today, Bowaters has almost by the company Mr. Vardy decided whether to conLinue to discontinued this operation estimates that they regularly use the railway out of Glenwood, having terminated pulp har­ shipped well over 100,000 cords but at least two other customers vesting in the Je((reys and of wood a year by rail to the mill in the Corner Brook area feel Stephenville areas. at Corner Brook, between 1950 that it is more economical to "Most of these operations and 1975. truck their freight. Former gradually decreased from about Vardy explains that the large customers of the railway, 80,000 cords annually to about relatively high increases in both Atlantic Gypsum and North 5,000 to 6,000 cords which now is railway fright rates com· Star Cement at Corner Brook shipped by rail from Je((reys on pounded by the increase in find that it is generally cheaper a purchase basis. About 10 years handling prices was the con· to use the highway, reserving ago we used the railway on a tributing factor in the decision to small shipments to the rails and salvage operation at Camp 180 move to trucks. For example, in steamer to Labrador via where there was a lot of hemlock the Hall's Bay operation, Lewisporte. looper infestation." Bowater contracts ;private "We are no longer a major trucking to haul 50,000·60,000 customer of the railway," says f------j ~~~~:il;fgoW:yO~aii~at would or- Boyd Winsor of Atlantic Gyp­ sum. "We move only about a "In the early 19705, for half-dozen loads by train a year, FISH STICK example, it cost us about $6 a mostly to Labrador." Similarly, cord to move wood by rail from R.G. Taylor of North Star CASSEROLE Glenwood. Now it's $20 a cord," Ilh cups precooked packaged Cement at Corner Brook admits he explains. "You would expect that economic considerations rice that it would be cheaper to move 14 cup chopped onion forced the company to transfer that large a volume of wood by its large rail·freight operation to '14 teaspoon oregano rail, but it just isn't. 1 package (8oz.) (ish sticks the roads. "Only about 25,000 to "Right now we can truck: wood 30,000 tons of cement products 1 can (20oz.) tomatoes more cheaply than by rall, and Y.II cup water are shipped to Labrador and can save $4.$5 a cord in han­ South Coast ports from the 1 teaspoon salt dling," he maintains. He makes 1 cup grated Cheddar cheese railway these days," says Mr. it clear that the cost of labour Taylor who adds that this Simmer rice, tomatoes, and machinery in handling wood water, onion, salt and oregano represents a significant definitely make trucking more decrease of railway use by the for 5 minutes. Pour into greased attractive in the long run. company. l~-quart casserole. Sprinkle "We've done some experimental It is apparent that at least for with cheese. Top with single runs from Glenwood on the high­ West Coast customers shipping layer of fish lUcks. Bake in way and found it to be much 0 by rail is fast becoming an moderately hot oven (400 F) 15 cheaper than rail because we uneconomical venture. A freight minutes until fish sUcks are can load the trucks in the woods venture that may soon disap· brown. and unload them only once at the pear if the rails do not prove Makes 5 or 6 servings. mill. With the train we have to more economical in the futureil DECKS AWASH-3i

BillHearn's LCL

ill Hearn doesn't mince IlIiiiiiiiiii.:~r­ B words. He's too busy. Bill Hearn is still pretty in­ After 27 years in the trucking different to the proposed con­ business he feels he's gotten tainerization scheme of Terra used to the pace. aill's com­ Transport in the province. pany, Hearn Transport Ltd. "I'll probably get another operates from a rail-siding near three years out of it but I'm sure the (ool of Leslie Street on Water that containerization will kill Street West. 51. John's, in­ me. It's like this," he says, dependently trucking goods that shuffling the invoice from hand are brought to the St. John's to hand, "a 40-foot container will siding by train. only carry about three-quarters "This operation was passed the freight of a boxcar. Running over to me about 11 years ago." at bare minimum you can't help says Bill. "Before that I but be priced out of business operated pool cars for Gordon I _ .. " ,.-", with the same nat rate applied Forwarders. I started with three from car to the container. CN trucks at this siding and this has given us no indication that year I have nine here. In aU, we they will adjust the rate. have 14 trucks and about 17 "Even now their freight rates bands. are so high they are in danger of Currently Hearn's trucking .. pricing themselves out of separates and distributes business," says BUl, adding that freight for various department the agent he now does contract slore and appliance service trucking for has already started markets in 51. John's and to reduce the amount and types surrounding areas. of freight it will move as a result "Most of the cars we get here of current escalating rates. Bill are loaded in Montreal tor big ~~Iar~~~~~ke~~~ third generatlon 01 doubts that containerization will department stores like Woolco, have the benefits it is intended to Sears and the Met," explains distributor offers an attractive bring, Bill. way for businessmen to take "As far as I can see, a con­ "Basically, I separate the advantage of the railway rates, tainer is about the same as any freight here at this siding from while shipping less than carload boxcar, Wherever they stop they the boxcars and distribute the lots (LCL). are likely to be broken into products to the various business A few years ago CN aban­ because they only have a people who ordered the freight," doned the role of agent security seal on them," He also he says, as he checks the invoice distributor handling LCL freight reasons that there will be little, in front of him. by train, if any, saving for either the "As you can see by this in­ All such small volume freight businessman or the consumer, voice inventory, we are really now brought by ship to the "When they started bringing in just a distributor for a mainland Avalon peninsula is distributed containers by ship it was sup­ forwarding company," Bill by trailer trucks and small posed to be cheaper than other continues. "CN makes a number vehicles from the St. John's methods," says Bill, "but the of cars available and the for­ centre. way] see it a pound of butter is warding company acts as an The same mode is in use for still the same price - or more! agent collecting and/or shipping small volume freight on the So where's the saving? small quantities of goods to a West Coast and in Central New­ "In September we will be number of businesses who either foundland via Port aux Basques. meeting about 1SO other don't have the volume to fill a TerraTransport distributes this distributors on the mainland to boxcar or want to send smaller freight from the Corner Brook talk over how things are amounts of freight by rail. CN and Grand Falls distribution generally in the business and charges us for a full boxcar rate centres. I'm sure CN's latest decisions of 24,000 Ibs. If you don't have a Essentially the advent of will come up. full carload, you still pay the containerization is intended to "Don't get me wrong though, same price." bring large volume freight now there are still some good things Bill Hearn really sums up in a handled by rail under the same about the service offered by the nutshell what the whole sort of service, The customers' railway. We handle about 12 - 14 operation is about. Operating freight will be handled more cars here every week up to a independently, (he agent quickly and more efficiently. total of about 550 a year. So 40· DECKS AWASH

we're not doing too bad, you "Of course, we can unload looks in to see how the crew are might say. When I started this these cars pretty fast too." He doing and then checks up the racket, it was standard to points to the line of boxcars at tracks to see if he has more receive your cars in 14 days. It's the siding. "Take that one there, boxcars coming. Admittedly it's a lot faster now. I can get a car for example, we started a strange combination - trucks out of Toronto and here in 7 unloading at eight sharp; it's and trains working together, days", he says, explaining that about twenty·five to ten and all depending on each other. It's a the service is still economically 851 packages are unloaded and relationship Bill Hearn hopes viable to most of the companies gone to the customer!" will last, but he has some serious receiving freight by rail which is As the seals are broken on doubts about it. distributed by his trucks. another car for unloading, Bill

The word from the warehouse

"containerization is the in Badger's Quay 36 years ago, transport: rail, truck and ship. greatest thing in tran· is quite satisfied with the This helps support a competitive sport," claims M.S. Squires, railway as it is, and that means situation that keeps rates low. It General Manager for Sears boxcars. "Containers may not also gives the company status as retail in Newfoundland, "and we be the final solution," he a regular customer with all at Sears are looking into can· suggests, "especially for three modes so that in case of tainerizing everything coming businesses like ours that have labour strikes or breakdowns in to us from the mainland. As it is built their warehouses around a one mode of transport, the now, I can have fashion mer­ rail siding. If all our freight others will be willing to handle chandise put on a container boat came in by container, the the company's freight. in Montreal on a Friday and it containers would be delivered The dynamic Mel Squires, age will be on our sales floor Monday on a truck and would fill up 45, explains the freight situation morning, which is faster than we space in our truck bays - space as far as Sears is concerned. could do by air freight, because that we need for shipping stuff "All our mail order goods there is no time lost in sorting." out. There would be major around the province," he says, As the railway moves into renovations necessary to our "are brought over from Halifax handling containers, it will be building, and we would not be by truck, except for appliances facing stiff competition from the happy about it." and water heaters, which come containerized shipping industry. As Mr. Howell explains, most from St. John's. In order to Decks Awash spoke to two businesses that handle a lot of provide fast service to our customers of the railway at freight tend to make some use of customers, we deliver by truck Donovan's Industrial Park all three modes of surface three times per week, and only outside St. John's, and found that containerization is not a simple open-and-shut case. "We bring in the foodstuffs for Dominion Stores, Baine· Johnston, and Cooper Stores in Newfoundland," explains Herman Howell, Plant Manager of Donovan's Wholesalers. "That's about 50,000 tons per year and one·third of it comes by rail - primarily those items that are 'high cube' (take up a large cubic volume for their weight) such as cereal, sugar, furniture, appliances, and canned goods. The railway provides an even flow of freight instead of the peaking situation you get with a container ship. When that ship comes in, you Herman Howell looks on whl1e Dick Humby drives a pallet load out of a boxcar. suddenly have a pile of con­ This warehouse contains about 3600 Items of foodstuff on 95,000 square feet of tainers to unload." lioor with a 25-foot ceiling. trucks are flexible enough to offer that service. "In St. John's we have a large retail store. and all of that general merchandise comes in containers on a boat from Montreal, or in railway boxcars. Sometimes we get less than a bOxcar lot, in which case the forwarding company, Torman Agencies. puts our stuff along with other people's into a boxcar and delivers it to Hearn's Transport of St. John's. Hearn opens the boxcar and delivers our part of the freight here by truck," Boxcars are advantageous for Sears and other firms because they have about 25% more volume than containers. Many of the manufacturers of ap­ pliances and furniture in central Darrell Bowring wheels a forklift through the Sears warehouse. Canada pack their merchandise right into boxcars at the factory, trol over the shipment because cording to Herman Howell. but and have been doing so for we load and unload the con­ it is no problem for a large firm years. Conversion to containers tainers ourselves. If we find to simply calculate that delivery for these items will not be a something missing at this end, time into their order schedule. saving. or something smashed up, we Melvin Squires, however, goes know that it's the fault of the one better. "The railway is For many other items that guys who sent it to us, because rellable to this point," he says. Sears carries, containers should the container hasn't been "If we knew when a car left represent an improvement. opened since then. Right now, Stony Creek, Ontario, we can "The carload lot has no CN's biggest problem is their almost tell to the hour when it flexibility," points out Squires, a prices and we hope con­ will arrive on our siding in St. native of Corner Brook. "You've tainerization will improve that John's." If CN can introduce either got a full car or no car. because they will have so much containers without fouling up With containers we have less handling to do. It their precision of schedules and modular sizes to suit the ship­ Bringing rail cars in from without jacking prices up too ment. We also have more con- Ontario takes 8 - 10 days. ac- high, they should do all right. II

Tbeissues Bishop's Falls: Graveyard o/the railway?

"The decline of the railway possible." town, the raUway is no longer in Newfoundland has Ever since the building of the the largest employer. Bishop's seriously affected our town," first trestle across the Exploits Falls has become the central explains George Saunders. River in 1893, Bishop's Falls has Newfoundland headquarters for Mayor of Bishop's Falls since been the central depot of the Newfoundland Hydro. the 1973. "What is more, this decline railway across Newfoundland. Provincial Forestry Division, is very hard to swallow. because The pulse of life was measured Wometco Coca-Cola, Hostess we are sure that it did not have by steam whistles, smoke, and Foods, and a number of other to happen. All of the dealings the shunting of rolling stock. businesses, including CanAm that our Town Council has had Today. the big railway yard is Containers _ a new arrival with TerraTransport clearly almost deserted and you will from Nova Scotia that will be indicate to us that management often have to wait at least 12 manufacturing plastic con­ is trying to find the best way to hours even to see a moving tainers for the fishing industry. shut down the railway as fast as train. Once the backbone of the "All of these companies and 42 - OECKS AWASH

government departments recognIze that our town has a strategic central location ­ ideal for distributing freight and services all across the island. But the railway that started it all is pulling out, which doesn't make sense. First the dispatch office was moved, then the express office. Then our big roundhouse was not rebuilt after a fire in the mid-1970s. We got very concerned about these developments and sought meetings with the Terra­ Transport management. Mr. Messenger (President and General Manager Terra- Transport) wined us and dined us and told us that Bishop's Falls was favoured for a con­ tainer terminal. He said con­ tainerization was going to revitalize our town. Then, in IL. I ~~.....__.;,...;.

February of this year, it was The condition of old rolling stock now being stored in Bishop's Falls leaves announced that Grand Falls much to be desired. would get the container ter­ minal. What we are going to get new ideas. A big problem is that TerraTransport, and someone in Bishop's Falls, so they say, is managers are sent over here should be put in who is in­ a little carpentry shop, a road from the mainland with no terested in saving the railway repair truck, and a storage commitment to Newfoundland for Newfoundland." compound for unused rolling or to the survival of the railway. There are other things about stock. Big deal! Bishop's Falls In my opinion there should be a the railway that do not make seems destined to be the complete housecleaning of sense to the people of Bishop's graveyard of the railway, just as upper-level management at Falls. In the days of steam it was the graveyard for old steam locomotives after they were taken out of service." George Saunders speaks with such concern, you get the im­ pression that he is a frustrated railroader himself. "I grew up in this town," he says, and leans back in his chair, "living about 50 feet from the railway track. My father was a railroader since the 1940s and 1 loved the trains. But when I graduated from high school, Dad said to me, 'Do whatever you want, my son, but don't work for the railway.' That was back in 1966. He could see even then that the railway was in serious trouble.. "The railway has a long heritage of poor management and no future planning. When the Trans-Canada Highway opened in 1965 we could see that the railway would have to smarten up if it was going to compete, but nothing has been The railway and bus stahon at Blshop's Falls. In the foreground is the old done _ no modernization, no turntable, now filted in one position. DECKS AWASH - 43

locomoUves, all types of engine repairs were carried out in the Bishop's Falls roundhouse. Today, if a locomotive breaks down in Port aux Basques, it is hauled 547 miles back to St. John's for repair. "It's only WANTED ~ ~. women common sense that the best site .~ ~, for a repair shop is in the centre WIth gooll of the line," adds Saunders. "The way they are doing it now " -': IJIsiness itleas only adds unnecessarily to their operating deficit. And then there is the proposal for con­ tainerization of the railway. Our Town Council has statistics to The Newfoundland and Labrador Development prove that only one percent of all Corporation wants to hear from men and women in the Canadian freight is moved in Province who have sound proposals for new business containers - and this is sup­ ventures. posed to save our railway?" Many people feel that the Such proposals may involve a business start-up, an railway in Newfoundland has expansion project or modernizing an existing deteriorated so much in the past business. The size of the project is very much up to the 20 years that it cannot possibly business operator. The Development Corporation has be saved. They point to con­ provided financing for small ventures under $2,000 and for tainerization as a means of large ventures up to a maximum of $2.5 million. gradually converting the railway to a fieetof trucks. The Corporation is especially interested in hearing But for George Saunders there from people who propose business ventures which will is no way that handling freight make new uses of the Province's natural resources ­ on trucks should be cheaper the fishery, forestry, agriculture, mineral deposits and than a properly-run railway. quarries. Manufacturing and processing ventures are "You take a train of 70 cars," he also of paramount importance to the Corporation. And says, "operated by four or five there are many opportunities to be explored in the men and four locomotives. Put fields of tourism and services to industry. the same freight on trucks and you have 70 trucks with 70 tanks The Newfoundland and Labrador Development of fuel and 10 engines to main­ Corporation, a joint Federal-Provincial agency, can tain. It has got to be cheaper by provide term loans, equity capital and complete rail. Of course, it does cost a lot business/technical information. to maintain the railway's roadbed, but the government The Corporation's informational and advisory ser­ should be doing that in the same vices, "Info-Reach", provide the Province's business way that they maintain the high­ community not only with a wealth of current business­ way. The fuel of separatism in related material, but also an excellent source of facts Canada is regional disparity, and figures relating to the business venture being and the way our railway is being contemplated. These services are provided at no cost handled is a prime example of to the business man or woman. regional disparity." The town of Bishop's Falls has recently adopted a new coat of arms bearing the motto "[n Media Silva Maneo" - [n the centre of the forest I remain. .. N3wfc:xn::JlaD arc! Labroc:br "We are determined," explains the red-haired Saunders, not to .. De.ebprmnt Ccxpaatdl Lirrited be displaced by a decline in the railway or anything else. For Head Office: 44 Torbay Road, that reason we are attracting P.O. Box 9548, 51. John's, Also offices In Goose Bay new businesses to our town, and Newfoundland, AlA 2Y4. Grand Falls if the railway or anyone else Telephone (709) 753-3560, Telex 016-4675. Corner Brook tries to take anything from us, we will fight it with everything ~ we have." 11 {)Jr' flusiness is ,. lJIsiness 44-DECKSAWASH

Government steps in where it can

ike most of the other peo­ a crown corporation managed L ple interviewed in this entirely from within the issue, Ron Dawe has worked on province, but the federal the railway. During the 19605 he minister wants further study of was one of the last of the univer­ the idea before making a sity students to be employed in decision... the dining cars before the luxury One of the most suspect areas meal service was abolished. of TerraTransport's operation Today, as Provincial Minister of is its freight rates. "These rates Transportation and Com­ are probably set in Montreal munication, he is trying to en­ without sufficient consideration sure that things stop disappear­ for Newfoundland's conditions," ing from the railway and start complains Ron Dawe, who has improving. been Transportation Minister "Although a regular since April 1981. "For instance, I passenger service is not in the fail to see how it can be more foreseeable future," he says, economic for pulpwood in "the railway should become an Ron Dawe, Provincial Minister 01 central Newfoundland to be important freight llnk in the Transportation and ComlT,unicalion. moved by truck to the Abitibi mill in Stephenville." province. What we are now department and "Transport working on is trying to get the Canada will be workin.g together The proposed containerization railway converted to standard on a new study over the next of the railway is another subject gauge, something we feel is year or so, to get a better picture that does not sit too well with the crucial for its long-term future. of the cost and feasibility of provincial government. "The Costs and delays associated with going to standard gauge." program does not seem to have crossing the Gulf of St. While working closely with enough built-in flexibility," Lawrence would be sub­ Transport Canada, the Dawe comments. "If it does not stantially reduced, giving us a provincial government does not work out, after we have got rid true roll-on roll-of( capability. In seem to have a harmonious of the Gulf railcar ferry and the addition, we could provide the relationship with TerraTran­ truck-ta-truck transfer in Port trucking industry with a piggy­ sport. Ron Dawe explains that aux Basques, it may be too back service to transport truck CN's problem almost since costly to revert to the old trailers long distances on the Confederation has been a lack of system. We are also afraid that rails." sensitivity to Newfoundland the savings from con­ In October 1980, the New­ conditions. "The c:reation of tainerization will be associated foundland government came out TerraTransport," he adds, "has with lay-o[{s rather than with a with a study outlining a program really changed nothing because true revitalization of the for revitalization of the railway it has no autonomy. Our railway. Containers, for through conversion to standard government has pr{)posed that example, are not suitable for gauge gradually over a 3G-year TerraTransport should become large bulk cargoes such as iron period. With the aid of con­ sultants from CP Rail, the study concluded that such a con­ version could be brought in for as low as $54: million, or just $2 million over the cost of regular maintenance over the 30 years. "More recenUy I have been meeting with Transport Canada Minister Jean-Luc Pepin," confides the 37-year-old Dawe, "and encountered a discrepancy between our cost figures and those of TerraTransport. They feel that we did not allow for sufficient improvements to the bridges and roadbed, so their figure for the same work is more A derailment near Gihje Brook in 1970. (NlId. Transport Historical Soclel)' Uke $200 million. As a result, our Photo) DECKS AWASH- ..5

pipe and other materials used by good reason. "We do realize," increase traffic on the rails and the offshore oil business." admits Dawe, "that lay-offs will eventually bring jobs back as In common with the railway be associated with any positive part of an expanding unions. our provincial govern­ improvement in the railway. operation." But there is only so ment tries to make sure that no What we have to be sure of is much anyone can do at this railway jobs are lost without that the end result will be to point. II

The railway in context

be six times what it is today." ewfoundland's railway The federal government N has a number of unique subsidizes Newfoundland problems, according to Mervin freight shipment costs on a per­ Andrews, Civil Engineer at ton basis and the different rates Memorial University. Mr. An­ clearly show where inefficiency drews has been studying lies. In 1976 movement of rail transportation in Newfoundland freight was costing $60 per ton. and Labrador from a neutral Highway freight transport standpoint for many years. received $40 per ton. Marine "Rather than simply a transpor­ shipments to Corner Brook tation agency, the railway is racked up $25 per ton, and treated as an employment agen­ marine shipments to 5t. John's cy," says Merv, "which is sort showed the greatest ability to of understandable in a province pay for themselves as the deficit with Canada's highest rate of was only $7 per ton. Figures unemployment, but it distorts more recent than 1976 were not the economics of the situation. available. but a senior "In fact, we have a very small economist with Transport transportation market with only Mervin Andrews Canada's Water Transport about one million tons of freight The result is that no one makes a Assistance Directorate in Ot­ coming into the province each profit. I was told by a CN official tawa assured us that the relative year. This is equivalent to what in Montreal that in order for levels of these subsidy rates are a single trucking company in them to make money on the the same today. Ontario would haul in a year, but railway in Newfoundland, they "Let's compare the three in Newfoundland we have this would not only have to carryall modes of transport," suggests small amount of freight split up the province's freight, but the Merv Andrews. "Marine among ships, trains and trucks. volume of freight would have to shipping uses the God-given waterways on which there is no maintenance cost, and they give us direct service from Montreal, or in some cases, Toronto. This mode is good for long-distance hauls, with large volumes of freight. Trucking, by contrast, carries small units of freight and is most competitive on short hauls. The industry is dominated by private truckers who must make a profit on each trip, but in any case, they offer a door-to-door service. Railways are the most expensive mode of transport, and in Newfoundland the costs are higher than elsewhere, due to the 'geometries' of our rail line. By that I mean the grades and curves are more severe than usual. causing higher fuel Steam locomotive '1007', coal tender and passenger car of the Newfoundland consumption. A railway, unlike railway tine. (Newfoundland Transport Historical Society). the other two transport modes, 48 - DECKS AWASH

must also maintain its own operating very efficiently; it like many others, Merv An­ roadbed. In general terms. just needs more customers. drews is skeptical. "Customers trucking is the most efficient "Going to standard gauge can already have containerized mode of transport of goods over would also be very expensive if freight brought in by boat to St. distances of 300 miles or less. you want something more than John's and Corner Brook. so Between 300 and 400 miles. the just a standard gauge railway why would they use the railway becomes competitive. on a narrow gauge roadbed, railway?" he asks. "Eventually then for trips of more than 400 which would have no practical the containers would have to be miles. rail is most efficient." advantages. In 1974, the Trans­ put on a truck to be delivered to Considering that it is only Newfoundland Corridor the customer, so they might as about 400 miles from Corner 1'ransportation Study costed out well be trucked right from the Brook to St. John's, it might most of the upgrading options seaport. There is a slim chance seem that all of Newfoundland's and estimated that moderate that the railway could offer a freight should be brought in by rebuilding of bridges, culverts. competitive freight rate for ship, then trucked to other crossings, and a conversion to containers coming by rail all the destinations. But Merv Andrews standard gauge with slight way from central Canada to points out that there are im­ improvement of the geometries Newfoundland, but I doubt if portant advantages to having a would cost about $180 million. they will pick up enough railway across the island. "The which translates to $360 million business to pay for the cost of railway provides competition," today. Rebuilding the line conversion. he says, "which forces other enough to allow a transit time of "The railway's prime carriers to keep their rates as only 12 hours from St. John's to customers are really the big low as possible, and the Port aux Basques would cost businesses who have a railway customer benefits." about double that amount. It's a siding for their warehouse or The question then becomes: high price to pay when the shipping area, and make use of "how can the railway in New­ present railway is operating at boxcars. These people are set up foundland be improved?" The less than capacity." for rail and will continue to use provincial government is now Containerization seems to be it. Containerization will do pressing for our rail line to be TerraTransport's greatest hope nothing for them. The railway converted from narrow to for improving the railway, but seems to lack a good marketing standard gauge as a means of f------'------I eliminating the truck-to-truck transfer at Port aux Basques and increasing the speed of travel. "Standard gauging is NEWFOUNDLAND basically a red herring," Merv indicates, "because it would probably not attract any more QUAIUERLY business to the rails. With For 80 years presenting a cultural and historic freight shipments, reliability of delivery and cost are more reflection of Newfoundland and its people important than speed. Time­ sensitive freight is usually Send for a complimentary issue and sample flown. Sure, some time and money would be saved by the unique flavor of this quality magazine to: eliminating the truck-to-truck transfer. but each ferry across Newfoundland Quarterly the Gulf brings only 30..35 rail P. O. Box 967 cars, which is about half of the economic number for a train to SI. John's, Nfld. haul. These are probably left on A1C 5M3 :o~i:~~~. until the next boat I !.~e...e~o~~~~~!l _

"The main advantage to I Name .. standard gauge is that you may I Address ::s~~~~~~ o:~~~i~e~etl~r 1::li~~ I freight traffic goes, the present I Prey Cede . ~:~~:;;l:~~~~::ti~:::vf::~~:~ I you consider the small volume I of freight in the province. It i~ 11- -1 DECK$AWA$H·47

strategy to compete with other railway, whether it is to railway," laments Merv. "and modes of transport. They got out preserve jobs, cut costs, or then they panicked. Few if any of handling less·than-carload improve e((iciency. The railway read the complete evaluation of (LCL) lots due to the amount of is then a political paw,n, and our transportation network." pilferage and damage, but now ollen treated with more emotion Since the Sullivan Commission, the shipping and trucking than reason. This became very Mr. Andrews has been com­ companies are o((ering that clear to Merv Andrews shortly piling a data bank on tran­ service and doing wetl. after publication of the Sullivan sportation, something that Similarly, they contracted out Commission of Inquiry into should be useful for further the business of transporting new Newfoundland Transportation studies and commissions that automobiles into the province." in 1978, a project for which he seem to come every five years TerraTransport, the unions, was the Director of Research. or so, hashing over the same the federal and provincial "Nobody seemed to have read material, and making recom~ governments each have a anything but our recom· mendations that become the particular vested interest in the mendation to phase out the subject of further study. "

Message from Ron Messenger , ~__... I part of the Terms of Union, the Ronald G. Messenger is President and General Manager level of deficit was around $1-2 of TerraTranspOrt, CN's New­ million. There was a need to foundland Land Transportation revitalize the railway, and that Division. He joined CN in 1953 as need was met by Canadian a Junior Assistant Engineer in National who spent tens of Halifax before serving in various millions of dollars in providing positions in Montreat and new rolling stOCk, new diesel Belleville. He bec=ame Operations fleets of 51 units to replace the Man.ger in Toronto in 1169. The next ye.r he wu made General steam locomotives, and Superintendent of Trans­ rebuilding much of the track and port.tion, Toronto. In 1971, he bridge structures. became Assistant Chief of Car I think that people have looked Management, Montreal, and in at the wording of the Terms of the follOWing year he was made Union very closely over the Regional Manager, Operations, years, but the wording is so in Winnipeg. From 1974 he served neutral that the Terms really as Assistant Vice-President, are of no advantage to either the Operations, until he assumed his federal or provincial govern­ present position in 1979. ments. Anyway, in the 1950s and Decks Awash - What is your '60s the environment for the TerraTransport President A.G. railway started to change very concept of the proper role of the Messenger. (CNpholo). railway in Newfoundland? dramatically. The Trans~ RoD Messenger - Let's look access to waterways which are a Canada Highway completed in at the role of the railway in New­ viable alternative to a railway. 1965 provided competition with the rails. There was an im· foundland since its beginning. It But at the lime the railway was mediate decrease in passenger was to provide a means of land built people were caught up in travel, linking up the com· the euphoria of building traffic because people could now munities across Newfoundland, railroads _ in fact, all of North drive their own automobiles. and also to develop some of the America was. But on the The same thing happened all over North America when the resources of the province. I mainland there were people and think it has fulfilled its first role goods to be moved thousands of highway network was built after World WarH. admirably but itdid not fulfill its miles without waterways and second objective of opening up the railway performed ad­ Then, Canadian National did the resources of the province. To mirably. not foresee the next thing _ the some degree, in retrospect, you The railway in Newfoundland introduction of the roll-on, roll~ can understand why that didn't has had financial problems over 0[( vessels on the Gulf in the late happen. For example, the paper the years. At the time of Con­ 1960s. This resulted in tractor· mills were both constructed on federation in 1949, when the trailer units moving freight to tidal waler, which is very federal government took over and from Newfoundland. Such sensible. The point is that New­ the financial and operating merchandise tra((jc as ap­ foundland is blessed with good responsibility for the railway as pliances, foodstuffs, and retail 48· DECKS AWASH

goods moved away from the freight. In the future they intend elasticity in the market, but it is railway. This happened on the to introduce inter-city passenger minimal. We cannot afford to mainland as well, but it was not trains that travel at 200 get into a price war with the as noticeable because the kilometres per hour (120 other modes, but the door-to­ mainland has a large volume of m.p.h.). All of this on a 3 foot 6 door service provided by con­ bulk commodities that New­ inch gauge. Perhaps the New­ tainers might allow us to siphon foundland does not have. foundland government should go some traffic away from direct So, in the mid-1970s, CN found down to South Africa and have a water shipping. itself with a rapidly escalating look at that system. D.A. - Will the passenger rail deficit and a market that was The problem in Newfoundland service, as it now exists, con­ highly competitive with truck is not one of width between the tinue? How does TerraTrans­ and, more latterly, the direct rails, but rather one of market port actively promote the use of water service from Montreal to size. The market is not large these services? the Avalon Peninsula and enough to sustain a rail R.M. - As far as the branch Corner Brook. In 1977, our operation on a commercial lines are concerned containers President requested the basis. will be introduced which will see Minister of Transport to set up We are handling about 500,000 the frequency of rail service some kind of inquiry into what tons of goods - about 300-350,000 decrease and eventually be was needed, so the Sullivan tons of that is inbound; 100,000 is phased out. Regular passenger Commission was established. outbound; and 200,000 is moving service now existing will be I think Newfoundland, from a within the province. You know, eliminated but we probably will trucks and direct water can transportation point of view, has continue to offer passenger select the traffic which they been studied more than any trains for special occasions. wish to move and discriminate other province in Canada. I Though we haven't done very against the other traffic. We found the Sullivan Report quite much to promote passenger cannot. I am not crying about it. a comprehensive document, but service on those lines, we do get railways in Canada are an I am simply saying that those a fair amount of group travel emotional issue, not just In New­ other companies went after the such as Girl Guides, Boy Scouts, foundland, but everywhere. more lucrative traffic we had school classes, etc. There's something about it. and they siphoned it off. D.A. - Dayline coaches are Perhaps because it is so rooted D.A. - Will there be any being used in Nova Scotia. Have in our past. changes to the railroad repair you ever considered using them In Canada, we are moving, and maintenance facUities that here for passenger service? whether we like it or not, from now exist in the different centres R.M. - We haven't con­ an era where services were along the line? sidered using them here because supplied without question to an R.M:. - There will be some they are losing a lot of money era now where governments are shift in workload. It was dif­ over there too. is in a attempting to bring some ac· ferent in the days of steam horrible situation nationwide. countability into the picture. In locomotives which needed more Probably the most economic other words, are the services individual attention. Since and best type of service can be worth the price? There are so dieselization, there are certain provided by a combination of many demands on the public specialized repairs such as bus and air between all of the purse these days. In Canada we rewinding and reconditioning centres in Atlantic Canada on a have grown accustomed· to a traction motors that we must do three-times-a-day basis spectrum of services. But, there on the mainland, but we do just morning, noon and night. But just isn't enough money. about all our own repairs on our the population of Atlantic D.A. The provincial locomotives in St. John's. Other Canada is just not prepared to government is in favour of going points along the line act as head into that kind of thing. to standard gauge, but others routine service stations. D.A. - What about the feel that the narrow gauge Car repair is a different financial situation on the branch railway is adequate for the matter. In the future, Bishop's lines? traffic in Newfoundland. What Falls and Corner Brook will be R.M. - The Bonavista line do you think? getting more of the light repair has had an operating loss of R.M. - Well, let me read you work; Port aux Basques will from $300,000-$400,000 annually something from an issue of The playa diminished role, and part for a number of years. The Railway Gazette about the of the car shop in St. John's will Argentia branch line loses services possible on a narrow be converted to an automotive $200,000-$300,000 per year. The gauge railway. There was an facility for our buses and trucks. Carbonear, Lewisporte and item about the longest narrow D.A. - Could you reduce your Stephenville lines are at a gauge railway in the world in rates in order to generate more relatively break-even position. South Africa. They have 14,500 volume and reduce your losses D.A. - Could you briefly miles of track and in 1980 they overall? outline CN's policy with regard moved 174 million tons of R.M:. - There is some to job retraining as it relates to DECKS AWASH --i9

employees who are affected by stations which are falling into a job for them. This has been technological change within disrepair. If the station looks very difficult for the people who TerraTransport? bad then what will people think work in positions displaced by of the line? So we are making an technology. R.M. - In the early 19605. CN application this month to the Now our "special agreement" began to introduce com­ Canadian Transport Com­ which we negotiated in January puterization for waybilling and mission (eTC) to remove the 1981 enables all employees being tracing traffic for customers. agents and close the stations displaced, who are 55 years and Because it was impractical to down. There will be a small over. and who have sufficient place a computer terminal in the residual group of agents of is to serVice, to take an early pen· 1500 agency stations in Canada. 25 people retained for such sion. The employee may elect to we introduced a toll-free Zenith things as train control, or to relocate, where seniority system for customer con­ handle express and ticket selling permits, and will be paid for a venience. Eventually, CN at such major centres as large part of the relocation. He brought a telex line into New­ Ciarenville, Bishop's Falls, may also relocate to another foundland, which allowed access Corner Brook and Port aux division in the same class of to the cross-Canada network to Basques. All of the smaller work, e.g., the dockyard, hotels, enable customers to obtain stations in the province will go. etc. He can also be trained for an information on the movement of opening within another division their traffic. As a result of these The railway in Newfoundland of CN or in a special case, even changes we found that in New­ has changed significantly since outside CN. foundland we had a number of the late 19605 but only now is CN agents we no longer needed. starting to make adjustments. D.A. - What is your reaction The issue was formerly too to the Newfoundland govern­ The services once provided by much of a political and ment's report recommending the agents at these stations can emotional thing, so CN decided conversion to standard gauge be provided by a Zenith line to to remain on the sidelines. It rails? the central offices in the was the politicians who wanted province. We also have a to have people paid without R.M. The government's problem with the old railway considering if there actually was report set out potential

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marketing opportunities for the losing $30 million per year, we D.A. - How does the volume railway quite well, though it is a cannot do such and such. Per· of a container compare with the bit more optimistic than we are sonally, I think the Newfound· volume of a boxcar? about what traffic might be land government is trying to get R.M. _ The type we are shifted to rail from other modes. this crown corporation set up so buying will be about 25% Where we disagree with the that they can push for a contract smaller in volume than a box­ report is in the civil engineering to be signed that will have them car. There is a tendency these aspects and the cost of can· on the board of directors with days for businesses to version to standard gauge. A the federal govrnment agreeing warehouse less stock and to railroad, like anything else, is to operate a railway in New­ bring in smaller shipments. designed as a total system. foundland in perpetuity and also Therefore we do not consider the Curvatures, grades and sub­ agreeing to pay the shot. reduction in volume as being o( structure must all be in balance, D.A. - Does TerraTransport particular significance. relative to the size of cars now set its own freight rates? D.A. - Are there containers operating on it. Simply R.M. _ Rates are set on a that can be unloaded from the spreading the rails without consultation basis between us side like a boxcar? Could they be altering other aspects is a waste and CN in Montreal. We are delivered on the rails to of money. Today, our maximum supposed to price above our cuSlomers who have rail axle·loading of a car is 14.2,000 long-term variable costs of sidings? pounds and the Newfoundland operation, but we are far below R.M. - Containers can be government recommends going that. unloaded (rom the side. but we to 263,000 pounds. We feel that D.A. _ You mentioned that do not intend to use them as if there are about 100 miles of TerraTransport loses about $30 they were boxcars. We will track across the island that million per year. How much of bring them all into our own would not be able to stand that that is lost on the railway? yard, then deliver them to the load. These are sections of the R.M:. _ About $25 million. customers by truck. line that were built on logs laid Package freight loses $4 million D.A. - Will customers still over the bog. Another major and the roadcruiser bus service have access to traditional area for strengthening would loses about $1 million per year, boxcars? have to be the bridges. Many though we feel that the buses R.M:. - In most cases, no. We were constructed on wooden will soon reach a break-even will be discussing the switch to pilings that can carry the position. containers with our customers present axle load, but could not D.A. - Could you please on an individual basis, trying to bear an increase to 263,000 outline the proposed con­ fit their needs as best we can. O( pounds. tainerization scheme for New­ course, pulpwood will still be The present steep grades on foundland? Will it benefit the handled by conventional flat­ the railway are another matter. railway by an increased usc of cars, but as much as possible we Il you go to standard gauge facilities? will be switching to containers. without reducing the grades, R.M. - We found by talking Some people are unaware that you have no hope of improving with freight customers, and there are a wide variety of the railway'S fuel efficiency. particularly with those whose containers. Tank containers can Trucks will still have the edge. business we had lost, that we be used for liquid cargoes; D.A. - The Newfoundland could only improve our market hopper containers (or things like government also advocates position by providing a door-to­ flour, cement, or gravel; there TerraTransport becoming a door service, similar to a are even containers that are crown corporation in order to trucking company. The extra nothing but a flatbed with racks have more autonomy in being handling involved in moving on the end. able to respond to the particular loose packages from the railway Another point to be made conditions of Newfoundland. car to the customer was causing about containers is that it is not What is your reaction to that? greater delays, damage, and anticipated that TerraTran­ R.M. _ CN would have no expense. Moving to contain~rs sport will reduce its losses or objections to the establishment will allow us to serve customers capture a huge market by of a crown corporation to who have no rail sidings. switching to containers. The operate the services provided by Some people have asked why saving will really occur for TerraTransport and to manage we don't operate a piggyback Transport Canada and these services under contract, if service, bringing loaded tractor· ultimately for the federal government so desired. As a trailers across the island on government. by eliminating division of CN, we have a great railway flatcars. Unfortunately, railcar handling across the Gulf. deal of autonomy right now. this cannot be done on a narrow (Ed. As we were going to press, Obviously we have to submit gauge railway because the Transport Minister Jean-Luc (inancial plans to the cor­ trailers' centre of gravity would Pepin announced that the poration, but there is no be too high for the width of the railcar ferry Frederick Carter deliberate attempt on their part rails, making the whole train would be kept on for another ten to say to me that because we are unstable. years.) Canadian National DECKS AWASH· 51 would not be containerizing in regular container. We are mainland be containerizing as Newfoundland today if it had to putting a mechanized cargo well? cover the $50 million cost by transfer facility in North Sydney R.M. - CP Rail has made a itself, because there is no pay­ to pump liquids into tank con­ small movement in that back for doing so. The federal tainers, and also to transfer bulk direction, but CN is not doing so, government realizes that it can materials such as flour or mainly because with the stan­ save a lot of money on the Gulf. cement into hopper containers dard gauge rails they can so they are paying for con· by means of- a pressure or ?perate a piggyback service. tainerization. vacuum system. D.A. - Thank you, Mr. The way containers will come D.A. _ Will the railway on the Messenger. l! over from the mainland is as follows. Railcars will arrive at North Sydney, each carrying two 4()'-foot containers, or more smaller ones, on an 89--foot flatcar. The containers will be side-transferred to a small tractor-trailer and moved onto the Gulf ferry like a regular truck. At Port aux Basques, the trailer will be pulled alongside a NewfQundland railcar to allow the container to be transferred. Each railcar in Newfoundland will carry one 4().-foot container. In the case of liquid cargoes. they can be pumped from a regular tank car to a tank container in North Sydney. then The changing face of the railway in Newfoundland. (C.N. photo). handled from there like a

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Anotherkind ofpreservation The little engine that might

"The committee restoring attracted 18,000 visitors in 1980," a little bit of financial support this antique locomotive points out the 31-year-old from local or national sources, it has received a great deal of Stroud, sole employee of the is hoped that the Mary March support from local businesses," imperilled museum. "We Museum should be back on the comments Glenn Stroud, receive travelling national rails before too long, and Director of the Mary March exhibits as well as showing our sometime in August or Sep­ Museum in Grand Falls. "Many own local collection, and this tember should receive its of the committee members have museum is one of the few largest exhibit mounted on the skills in drafting and welding. cultural facilities in town." With lawn outside. II and I don't think they have had to spend more than $25 of their own money these past two years. Materials. tools and technical assistance have come from the Abitibi-Price mill as well as small firms like welding shops." Community team work at its best. About 1976, mechanical engineer, Jim Green, rescued this locomotive from the scrap heap behind the Abitibi-Price paper mill in Grand Falls, and headed up a committee to I to, .",- .. restore the little engine. Having read Orner Lavallee's book Narrow Gauge Railways of Canada, Jim recognized the rusted hulk as old "Harbour Grace No.1", one of the first locomotives in Newfoundland. "So far," adds Glenn Stroud, "only superficial restoration is planned, just so ~~e locomotive looks complete. But we won't be doing anything to preclude a full working restoration sometime in the future." The restoration committee contacted the locomotive manufacturer in England to see if any technical drawings or specifications of the unit had survived the past century, but to no avail. Ap­ parently this locomotive was built at a time when the factory was going full tilt, and there was no time to document the work being done. The final display site of this little engine will likely be on the grounds of the Mary March This photo of the A.N.D. Co's No. 7 locomotIVe was taken in the 19305. Brought Museum in Grand FaUs, over from P.E.I.. It became "Harbour Grace No.1" in about 1884. Sometime although funds for the museum alter 1896, the Reid Nild. Co. sold It to the Anglo-Nfld Development Co., then have dried up, forcing it to close in the late 1930s il was pushed over the embankment behind the Grand FaUs mill. (Photo late Robert R. Brown. from Narrow Gauge Railways 01 Ganada, in mid-July 1981. "The museum Aaillare Enlerpflses L1d_, used With permisSion.) DECKS AWASH - 53

Relics ofthe rails

he Newfoundland T Tranl.porl Historical society was established In November IY17 by members o[ the Terra Nova Model Railroaders Club to preserve local arlifactl. and photos of all aspects of transportalion In Newfoundland and Labrador. By sponsoring a number ot local exhibits that include a display of railway photos at the and the in 1979, the Society has actively tried to promote interest in the history of rail transport in the province. "Although we are very in­ terested in the railway," ex­ plains Dr. M.W. "Ben" Hogan, Chairman of both groups, "We actually are responsible for aU aspects of transportation history in Newfoundland. The Society provided historical photos and displays for an orchestral railway suite that was performed by the New· foundland Symphony in 1980 but recently the Society has become involved in what may prove to be its largest undertaking - a historical train. As a project to commemorate the lOOth anniversary of the railway in Newfoundland, has decided to run a small historical train from Port aux Basques to S1. John's in August, consisting of restored mail and baggage cars, Terra­ Dr. Ben Hogan at the conlrols of hIS own pnvate raIlway Transport's VIP passenger car, the "Terra Nova", and the it's too bad that TerraTransport "but, of course, our biggest original "Avalon" passenger later decided that the Avalon contribution is the museum on wasn't going on the run," he the train. car.We had several meetings continues and adds that the 83· "We were also fortunate to get with TerraTransport," says Dr. year-old car was judged unsafe the use of locomotive and station Hogan, "and we finally became for a journey across the island. models made by Huntley Butler, involved with putting the train The baggage and mail cars John Kennedy, William May and together. It's their train but it that were subsequently restored Peter Patrick. I had one of the was our idea to paint the cars in to the original red and gold of locomotive models in the back the original Newfoundland the Newfoundland Railway seat of my car one time and the Railway colors. prior to Conf~deration are bell rings at every level In fact there was some dispute considered to be some of the last crossing," he chuckles. "We over the color that was later put in working condition. also had a number of railway on the cars. "Nobody could "We actually sent some of the and steamship photos and relics remember the correct shade of members of the Society to so we decided to include them in red and, of course, photos are no Bishop's Falls to help find the museum." good to you because they material for the cars that were The exhibit was made more weren't in color in those days. restored," explains Dr. Hogan, 54 - DECKS AWASH

interesting by the addition of a terest in trains," says Dr. Hogan few special passengers. In gesturing around his den which addition to the four trans­ is fast becoming a mini-museum portation society members who itseU. "You see, I grew up in will make the trip, the train was Grand Falls and the train was granted permission to carry a about the only way to get from retired postal clerk to stamp a place to place. Roads are a limited edition of first-day pretty recent thing, at least in covers that will be available on Central Newfoundland." the train. It is unclear whether Mrs. In addition to the running of Hogan entirely shares Dr. the centennial train, Terra­ Hogan's enthusiasm. "Look Transport has also decided to what he's done to my beautiful hold ceremonies at different house!" she exclaims, as she raHway communities along the indicates where Dr. route, unveiling two com­ Hogan is busy fishing out some memorative plaques to the real prizes from the cabinets. memory of R.G. Reid at St. Such obscure objects as a John's, and the "human wind­ Pullman window jack, a piece of gauge" Lauchie McDougall at observation car platform, old Port aux Basques. McDougall, trainmen's hats and a complete who lived at Wreckhouse, washstand from a coastal recorded wind conditions in the steamer aU form part of the area and advised eN if it was copious collection. And then safe for trains to run without there's the model railroad under danger of being blown off the construction in his basement! tracks. "Actually model railroading The TerraTransport cele­ is something you rediscover as brations will also include the an adult," observes Dr. Hogan dedication of several old as he hovers over his model restored rail cars at com­ European Railway of the Swiss, munities along the way, the Austrian, Liechtenstein border publication of a railway history system. "I've been interested in booklet, and the added twist of this for at least the last nine years and I guess really since I including a container on the was a boy. I have trains from history train not only to promote my youth that still run." the service, but also demon­ For the Hogan family, interest strate the future of the railway in raHway history and modelling in the province. is contagious, and already the "When the train is finished its family garage is becoming a run around the middle of museum storage area for August, TerraTransport has transportation history relics, agreed to hand over the mail including the most recent find, a and baggage cars to the 34·inch train axle which was Society," confides Hogan with unearthed at the new CN Hotel some satisfaction. "We would site behind the old Hotel New­ also like to receive custody of foundland. The Newfoundland the 'Avalon' if we could. It's a Transport Historical Society is beautiful old car and really sure this one is a genuine trophy should be Indoors to preserve because it was dug up at the site it." of the original Fort William Dr. Hogan and his small group Station which was destroyed by now are trying to find a per­ fire in 1903. and eventually manent home for the old cars relocated to the present Water and the hundreds of trans­ Street site. portation artifacts and photos, Even an ardent railway buff many of which have clogged the like Ben Hogan is stumped by Hogan family household. In this axle which is 8 inches 1979, TerraTransport sent the shorter than the narrow gauge Society a leller of intent to turn railway in Newfoundland. over the old railway com· Anybody out there have any missary building as a possible ideas on where this car may home for the material. "I've always had a great in- have run? " DECKS AWASH - 55 editorial into an era of cost effectiveness. After aU, the here is no question about JL - the funds used to provide our transportation railway in Newfoundland has a certain T services in the province are coming out of the mystique about it. Ever since the first spike public purse. The railway in Newfoundland is was driven in 1881, to say that the public had running at a Joss and the deficit is being great expectations [or the pOtential of the picked up by the taxpayer. The building and railway would be an undersllllement. The maintenance of highways is also at public building of the railway was to open up the expense. Even the sea transport system is interior so that various types of economIC SUbsidized, in one way or another. activUy could be slarted. It M-as to gi ....e New­ All of us would agree that it would be ideal foundland a viable alternalive to the fishery. to have all four modes oftransport: rail, road, It was to provide much needed emp/o}'ment. sea and air. But here in Newfoundland we And perhaps the economic acuvity that did have, in total, about one million tons moving take place after the budding of the railway into the province annually. And the greater could just as easily ha ve taken place without amount is eastbound, often lea ving railcars, the raUway as most of the emerprises were tractor-traJIers and ships empty on the located on or near the waterways. backhaul. How best to transport this small But thjs ;5 a different era and it is easy to amount of freight? Can all modes be criticize with the added advantage of hind­ organized to provide the best service? Will sight Railway fever was high in North one or other ofthe modes have no other choice America, and it was perhaps inevitable that but to be phased out? Surely the tran­ the politicians of the day thought that New­ sportation services in the province ha ve been foundland should also have a railway. This is exhaustively studied. Studies are now viewed purely an academic argument because the as being merely a delaying tactic; yet, even fact remains that we have a railway and as we go to press, further studies are being whether it should have been built in the first planned. place is really not our concern. It is high time that definitive decisions were The main task lies in trying to sort out the made. Our MHAs and MPs have the mandate various arguments, What makes this so dif­ to make decisions in the public interest and ficult is that most of the opinions and theories they must exercise their authority. As in most come from responsible people. Terra Tran­ decisions that affect large number of people, sport (CN in Newfoundland) maintain that a some of uS will agree; others will disagree; their losses in Newfoundland are too high and and there are those apathetic few who won't that containerization should certainly help to care anyway. But unless these decisions are reduce their deficit, and at the same time, made to ensure that we have the best and improve service. The unions, of course, don't most efficient transportation network possible want their members to lose jobs and this is with the funds available, we are doomed to understandable because the primary role of have a second-class, high-cost transportation the unions is to look after the welfare of their system. And we, the consumers, are the ones members. The customers of the railway who will continue to pay for it. maintain that the railway rates are too high I! and the service is less than satisfactory. The government wants to change the line to standard gauge to give better service. The experts say that converting the line to stan­ dard gauge is not the solution to the economic ills of the railway. Members of the general public say that the rest of Canada has a railway and to have no railway would be just another example of regional disparity. Port aux Basques maintains it is losing jobs. Bishop's Falls is being overlooked as the central depot. And the arguments go on and on. Let's just take a look at trends evident in Canada in general. We are moving into an era of accountability. And transportation should not be excluded from this accountability. From an era of transportation services being supplied without question, we are now moving 58· DECKS AWASH back section Chesley Ford (1877-1945) by Walter G. Rockwood Walte!r G. Rockwood.. born In 51. John'l 1112, ,rew up 11 BlY BuUI Arm, now Sunnyside. Trlnlly BlY. He WIS a member of the Newfoundilnd Con· stlbullty from 1133-36 Ind the Newfound­ lind Rln,en 1136-46. His son. Robert. al the I,eof 3 in Nlin, 10Sl his henlnllS I result of eompllcslions of whoopinl eough. In 1947 Mr. Roekwood enrolled Roberl al the School for 1he Deaf at Romney, Well Virginil Ind liter al Mount Airy, Philldelphia, Pennsylvanil. By 1150 he becsme I '4elfare offieer Il Grand Blnk Ir. 1150-$2. In 11S2 he beume director of the newly formed division of Northern Llbrador Affairs where he WIS to rem.in for 12 yun. In 1164 he beume 1S!IOCl.ted with the Newfoundllnd School for the Deaf, Due lo medlcsl reasons. he reliredln 11171. He now livel with his wife Seneth at his former home In Sunnyside. first met Chesley Ford I when he was a middle­ aged man liVing at Tikeratsiak, in Tasiuak Bay. about 3S miles The Mary Nolander(Walter Rockwood photO) south of Nain. Eight members of the Newfoundland Constabulary manager at Davis Inlet, would plenty of spray over us. but were stationed at various places be our host. There was no otherwise made a good run to along the Labrador Coast in the wireless communication north Tikeratsiak where we arrived fall of 1934. Gordon Crocker and of Hopedale then, and it must just after dark. TikeraLSiak was 1 were posted to Nain. We have been the post managers' a place with shallow water so arrived thereon the 16th of custom to have such a get­ that we had some difficulty October, and three weeks later together just before freeze·up landing. Mr. Ford came out to the Hudson's Bay Company post every year. One good reason (or meet us, and took us to his log manager, Douglas Clarke, in­ the trip was to pick up maillefl cabin some distance along the vited us to accmpany him on a at Hopedale by the last Kyle for shore. To have five persons trip to Davis Inlet. Being new on the season. come unexpectedly at such a the Coast. and eager to see the We left Nain on the morning of late hour must have caused country. we accepted gladly. November 8th, with Clarke and some problems, but the Fords At Davis Inlet we were to meet two men, Amma Harris, and seemed glad to have us. With no two other Constabulary mem­ Ludi, in the post boat. This was neighbours for miles around, I bers who were coming with Bill rather late in the season for suppose they found it lonely and Cobb, the post manager from travel in an open boat. We ran enjoyed having visitors. Chesley Hopedale. Frank Peters, post into a stiff Nor'wester and got Ford had, himself, been a post manager with the Hudson's Bay Company at one time so that entertaining visitors was Dot new to him or Mrs. Ford. The log cabin was com- ~••lL..,-:~:::!!!!,l;,.o-1 ~~r~:~~'caa~~:f~~~ah~~~U~us~P:~ :...Il~••'''''''' all settled down to a very en­ joyable evening. Mrs. Ford played the organ, and Skipper Chesley accompanied her with the violin. One of the hymns they played was "Chief of sinners though I be" to the tune of Ford's Harbour as II looked in Ihe 1930s. (Clara Ford phOIO) Spanish hymn. Skipper Chesley DECKS AWASH· 57

was no greater sinner than most of us, but he didn't make a pretence of being a saint either. Anyway, that evening made a lasting impression on my memory. Being new in Labrador, I didn't quite expect this in a place as remote as Tikeratsiak. I was to receive more surprises of this nature during the coming months as I travelled around and spent nights with individual families in isolated places throughout the district. Over the years, I was to meet many fine people all along the coast of Labrador, but none better than Chesley and Mary Ford. Weather Glass - sketched from mem~ry. Not necessarily During the following winter, I accurate. made several trips from Nain to Davis Inlet, and always made it with a view of having my own that a boat could be tied-up to a point to visit the Fords. team the next winter. But that Skipper Chesley's wharf. For Usually I stayed overnight. One idea had to be ab'\Ddoned in the next three years I did con­ one of these trips, I returned to July, when we were ordered to siderable travelling, and seldom Tikeratsiak from Davis Inlet return to St. John's. I gave my missed an opportunity when with the mailman, who dogs away. The Newfoundland passing by boat or dog team to arranged with Skipper Chesley Rangers replaced us later in the stop for a visit with Uncle to take the mail on to Nain; I same year. Chesley and Aunt Mary. continued the journey with him. In July 1942, seven years later, Sometimes, when detained by He was then 57 years old, but I returned to Nain in another bad weather, I stayed for as long could handle his team and run capacity, and the opportunity as' two or three days. I enjoyed with the dogs when necessary. came to renew old friendships. everyone of those visits. We still Travelling with another man by By this time, Skipper Chesley have in our home an inlaid table dog team is one of the best ways had built a new home. not a log that he made and gave us. I know to get acquainted. He had cabin, at a place he called Boat Anyone who knew Uncle a team of well-fed dogs, but I Harbour. It was two or three Chesley expected blow-ups and learned from him that when miles from the site of the humourous incidents. One such your dogs were thin and in poor abandoned Moravian Mission incident happened one day when condition you only had "skins of station at Zoar. At Boat Har­ he and a companion were on the dogs." He gave me a dog, and bour, unlike Tikeratsiak, the way home from hunting. The later I acquired several puppies water was deep to the shore so komatik went off the trail and got held up by a stump! When this happens the dogs get tangled up in the trees and there is nothing to do but stop and clear them out. Usually, Skipper Chesley wasn't patient in such circumstances, but this time he didn't seem to be in any hurry! He moved the komatik so that it would be held up by another tree, and then unlashed the axe, guns and snowshoes. Using a snowshoe he removed all the snow from around the offending stump, and taking the axe, cut it off close to the moss. Then the stump and the other things were lashed on the komatik, the dogs cleared out and the journey continued. There was no hurry Walter Rockwood standing. Professor lear Is standing next to him. Photo and there was no conversation! probably taken by Dr. Cater Andrews. All were on their way North around 1955. After reaching home, the stump 58-DECKS AWASH

was chopped up and stuffed into winter travels to visit his nock in grandparents only a short time the parlor stove with the words, the more isolated parts of his before. was about 14 years old. "Now you take that". Only after district. It might have all been They got the boat ready and left that were the dogs unharnessed due to bad luck, but for the for ~ojsey Bay. On the way the and fed. The original teller of purpose of this story it will do no engme broke down and they this story didn't say whether harm to believe that some of drifted or managed in some way they had had a bad day hunting. these storms were "tuned in" on to get to a small island. The boat Anyway, Skipper Chesley knew an old-fashioned weather glass got caught among the rocks, and as well as anyone that one can over in Zoar. as there was no shelter on the never hope to ~et rid of all the Solomon Noah, better known island they made what shelter offending stumps, figuratively as "the Judge" from an incident they could in their open boat and speaking, one meets with in this which happened at Hopedale stayed there. They had no way world, but at the same time it some years earlier, lived with to call for help, and their only does give some satisfaction to his wife on an island a few miles hope was a passing boat, which strike down a few! I can still from Boat Harbour. Apart from meant that they could be picture the old, box stove in the the Noahs and a family or two in standed for days or even weeks parlor. and the opening in the Opatik Bay, the Fords' nearest if they could live that long. On wall to permit heat into the neighbours were in Voisey Bay the third day a shift of wind, or adjoining room. about 25 miles away. Boat tide, or both. Cloated their boat Skipper Chesley had an odd Harbour was a lonely place lor away from the island, and they barometer or weather glass. I an old couple in those years, and were adrift once more. never saw another like it before would have been intolerable but Meanwhile in Voisey Bay, or since. The ordinary for the fact that they always had Amos Voisey who must have barometer has a round face, but one or two ol their grand­ known that Skipper Chesley was the one Skipper Chesley had had children living with them. None not well, had decided to visit his a square face, rounded a bit on of their own sons or daughters friends at Boat Harbour. He the corners, with the hand lived in Labrador. would not have undertaken this hinged or pivoted at the middle Shortly belore we left Nain in trip alone, so he must have had of the bottom edge. Some old­ August oll945. we went and said one or two ol his sons with him. fashioned radios had similar good-bye to our old friends at On the way they sighted the dials. Skipper Chesley's weather Voisey Bay and Boat Harbour. drifting boat. and rescued Mary glass was just as good for telling That was the last time I saw Ford and her grandchildren. what kind of weather to expect Uncle Chesley. He died suddenly They all returned to Boat as any other, but I have won­ on September 26th, of the same Harbour together. dered since then If It were also year. There was nothing Mrs. Skipper Chesley had made it possible to tune in the kind of Ford and her grandchildren clear that in the event of his weather you would like to have could do but go for help. death at Boat Harbour, he like tuning in a programme on Granddaughter Betty. who had wished to be buried there - and the radio. There was a lived with them ever since she he had chosen the spot. With the Missionary in Nain in those days was a small girl, was now about help of the others. Skipper Amos who met with more than a fair 17 years old. Her brother, John, took care of the burial share of snow storms during his who had come to live with his arrangements, read the burial DECKSAWASH·59 service, and laid Skipper Clearly, the summer fishing Hudson's Bay Company about a Chesley to rest. They wcre about population in the area at that year later. the samc age and had known time was greater than had been Soon after this he acquired a each other from childhood. This known before, in historical small schooner named the Alary service in the hour of need will times at least, or in later years Nolaoder and on July 18, 1932. stand as a memorial to the man after the decline of the schooner accompanied by his son-in-law we all knew Amos Voisey to be. fishery. From what I have been Abe Ford, and his son Alfred and For all concerned the shock told. the Foras at both Black wife, sailed from St. John's for must have becn profound, but Island and Ford's Harbour were Labrador. He planned to settle especially so for Mrs. Ford. enterprising people. and lived in the Zoar area, but whether the Much has not been told, nor can comfortably. After the long log cabin at Tikeratsiak was be put in words, concerning the winters of isolation, however, built the year they arrived there scene in that lonely little har· they must have welcomed the or later I do not know. Mrs. Ford bour near Zoar. Mrs. Ford and spring break-up, and the return returned to Labrador in the her grandchildren stayed in of the schooners with. it seems following year, and as already Boat Harbour, but before reasonable to assume, some mentioned, they were living at spring, Johnny and another boy. close friends among those Tikeratsiak in November of Alan Saunders. were lost in a fisherfolk from Newfoundland of 1934. storm on their way to Nain. similar origin and background Skipper Chesley was already Their remains were found on an as themselves. 55 years old when he settled in island, and they were buried at The boy, Chesley. was brought the Zoar area. AU was living Nain. Mrs. Ford and Betty spent up by William Ford as his own near TikeraLSiak during the the remainder of the winter son. He attended school at Nain. winter of 1934-35, but he left soon there with friends. I understand and to further his education was after as I did not see him in that they returned to Boat sent to Twillingate, Newfound· Labrador in later years. I do not Harbour and livcd there until land in care of William Ford's recall what happened to the they came to St. John's in the brother Thomas Ford, who lived Mary No/aDder but in all summer of 1947 to livc with here. Chesley was intelligent. probability she did not last more Clara Ford, Mary Ford's and judging from his ac­ than a winter or two in daughter. Betty marricd in St. complishments must have Labrador. It is my recollection John's and some years later acquired rather better than that Skipper Chesley had hoped they all wcnt to Thorold, On­ average education for that time. to carryon a small trading tario, where Mary Ford died on He married Mary. daughter of venture, but in this he was not June 18th, 1960 at age 83. James Ford of Ford's Harbour. successful. Being a man of in­ Chcsley Ford was a They had five children: Clara, dependent bent, he earned his remarkable man, and the story another daughter who died at an living by fishing and hunting, of his life, were it told in full, early age, and three sons, and any other employment he would take a large book. So far, James, Alfred and Norman. could find until the end of his we hav" deal' ...... Iv •.;,10. hi., Chesley's first job was with days. A year or two before he ~ .,vian Mission. He died, he spent a winter at Davis 'lprvice for 25 Inlet as depot manager. ""'e As already mentioned, I had t.abrador before Skipper Hpli. Some years later .. "le back, and 80 - DECKS AWASH

~orkers'COlDpensaUon oard De lolJow1ll61~m~ rlded by ftJe Womo'. ColflpeIJ"U04 BNrd According to the 1973 Amend- Workers' Compensation Board, collect or land fish, or any person ment of the Workers' Com- EdjMaynardpointedout, involved in the catching or lan- pcnsation Act of Newfoundland ~"he Amendment ignored ding of fish in Newfoundland ;i:~erm\a:r:~:l~fieda:~r ~:~:~i~ :~7 ~~l l:::U~~r:·c;!;nlJex:~:::e~ =rts:orc:~:;:~~~iale~i~7b~:u::; on the same basis as in other independent fishermen, and in compensation under the Act. industries. Automatic and m,lIny cases where therewereless Mr. Maynard further stressed: compulsory coverage was th'ln three crew member. on Although with this legislafion granted where there were three botfrd, weren't COlJ.idered for filJh purchasers are deemed or more crew men to a boat, a tematic cover..e. Likewise, employers, it is for express while boat owners and/or s eral owners ftJ'e dllremen purposes of paying assessmenls. operators were assigned the or co-adventurers in the hu- Reporting an accident or responsibility of paying the vesting sector, and lor al1lntents maintaining occupational health necessary assessment costs. and purposes, workers in our and sll((·ry standards is the The first problem encountered laJ'rourforce. owners' and/or operators' with this new system was getting 'rhus, the Board in late 1t7t and responsibilUy. Compensation a list of all boats considered to be ea, Iy 1980 attempted to reaolve coverage also applies to the off- engaged in the commercial An InvestlgaUon SeltIJOn. Repairing or helping fishery. Neither the provincial mbia', system repair a vessel upOn whielllle is a nor federal governments had t aU commercial crew member, or pursuing any such a record and it became Ufled for Workers' acUvities relaled to the fisher- virtually impossible to contact pensaUon benefits, with fish man's work, allows for benefit owners to collect assessment chasers acUna as employers entiUements in this province. payments. assessment purpose.only. Up until 1976, numerous For further information con­ meetings between the fish On 28 May 1811 as a result of tact: companies, the union (NF­ t~ese findinas. another Amend­ Bertha Yetman FAWU) and Departments of ~ent was made to the Workers' The Workers' Compensation Labour and Justice concluded Compensation Act to enable any Board of Newfoundland and that the 1973 Amendment was III aster, crew member or any Labrador unworkable. The Chairman of the o~her person licen.ed to buy, Telep.hone: 7,54,-2940 NOTICE

TO: J~LL COMMERCIAL FISHERMEN

Effective - 28 May 1980, all licensed commercial fishermen who suffer iniuries resulting from their employment, qualify for Workers' Compensation benefits.

Licensed fishermen include: 1. a master or crew member licensed to buy or collect fish, for commercial sale or use 2. any person contributing to ttle catch or landing of fish, for commercial sale or use; and who is involved in the catching or landing of fish for arrival in Newfoundland ports, for commercial sale or use.

For further information please contact:

THE WORKERS' COMPENSATION BOARD OF NEWFOUNDLAND AND LABRADOR

P.O. Box 850 P. O. Box 9000, Station 'B' P.O. Box 474 Grand Falls, A2A 2T7 St. Jl)hn's, Newfoundland, A1A 388 Corner Brook, A2H 6E6 DECKS AWASH·81

The Adventures ofAnthonyMurphy

by Charles Callanan

The captain and the pirates .Co••luio.

OurSlory: On a journey through Ume in the Newfoundland time machine. Anthony and Junkfood landed in Trinity, Trinity Bay. in the year 161$. Hearing that Captain Rkhard Whitbourne has been captured by Peter Easton, the pirate. they join a rescue squad on a ship called the Aragon Queen skippered by John Mason. They sight the pirate ship on a small island and Anthony, with another boy. Ben Tobin. explore the island only to be captured by Easton's men and thrown into a dungeon inside the stockade. Now read on.. t took several minutes for their eyes to I become accustomed to the darkness in the dungeon. After a while they could see shapes. Most of the shapes were pork or molasses barrels. There was a very strong smell of rum. "Stolen goods, no doubt," said Anthony to nobody in particular. we are part of a rescue squad on a ship called the They heard a muffled cry from the corner of Aragon Queen. If we don't report back soon the the room and went over to investigate. A man others are sure to come and rescue us." was siUing on the clay floor with his hands tied "I'm mighty glad you are here," said Whit­ behind his back and a gag in his mouth. When the bourne, "I've been cooped up here for ten days boys set him free he gasped for a few minutes with nothing to eat hut some foul porridge served before speaking. by one of these devils in a dirty tin pot. They plan Anthony broke the ice, "Captain Whitbourne, to keep me here until I give them shipping in­ formation about the movement of cargo vessels from England. I'll rot before I tell anything to these swine." "Quiet down there," shouted one of the buc­ caneers who pounded on the trapdoor with a broom handle. Meanwhile the crew of the Aragon Queen was getting restless. "It's a long time," said Junk­ food, "they were only supposed to take a look around." "It's time we made our move," said Captain John Mason. He ordered his men to lower the large punt and stock up on firearms. Junkfood slipped into the bow of the boat, his heart pounding as the sailors rowed towards the island. "There will be a feast tonight," whispered Captain Whithourne, "there always is whenever they take a new ship and they took a Portuguese ship yesterday. They will all get drunk on rum and wine, mostly rum since they have barrels of it here." "The Newfoundland tradition," said Anthony, thinking of some of the misleading beer com­ mercials he had seen on TV. 62 - DECKS AWASH

"What's that?" asked Captain Whilbourne. "Nothing," replied Anthony, "just talking to myself." "I have a plan," said the Captain. He looked at Anthony and Ben. "Most everyone will drink so much rum tonight that they will pass out. That's when we make our move through the trapdoor." At suppertime the trapdoor opened and the prisoners were treated to a meal of cold. lumpy porridge, corned caplin and water. Ben and Anthony pushed back the porridge but nibbled on the corned caplin. Around nine o'clock the party began in earnest as the buccaneers gathered in the upstairs room for their grog feast. From the rising sound of laughter and yelling, Anthony and his friends could tell that the drinking was pretty heavy. Whitbourne, and Anthony walked through the They wailed another full hour before making a trapdoor covered with flour and lookine: like move. It was decided that Ben Tobin would stand ghosts coming out of the earth. The pirates, on a pork barrel and force the trapdoor open already drunk and near senseless, simply sat with his back. Anthony would throw a bucket of and looked at the scene before them with wide flour up the hole to create a screen and they eyes. would all take their chances on running for it. "Run!" ordered Anthony, who was already Creating confusion would be the key to their halfway through the door. He flung open the door escape. and ran across the yard with Ben and Captain In the darkness the search party from the Whitbourne trying to keep up with him. They ran Aragon Queen made their way through the into the midst of the rescue party and Captain bushes and reached the walls of the stockade. Mason gasped to see Sijch a strange yet welcome One of the pirates had been appointed to stand sight. guard and was walking along the top of the wall. As Captain Whitbourne was being rowed back It was obvious that he had been drinking on the to the Aragon Queen, the pirate band was being job, not wanting to be the only one to miss the rounded up by Captain Mason's men. party. "We got them all," said Mason, sometime Junkfood made a loop with one of the ship's later aboard the ship, "that is, all but Peter ropes and flung it up the wall where it snagged Easton. That slippery devil has done it again. He the top of a picket and he inched his way up. must have got out a back door and is hiding out When the pirate heard the noise he turned and somewhere on the island. I hate to leave him in the second that he was off balance Junkfood now. Perhaflt" hit him with sharp body check. The two of them tumbled off the wall and fell into the courtyarri inside the stockade. Before the pir~' .. regain his breath JunkfOf"t1 .. - •.A the main gate of+).· The scenf> ;...... (' ;"llc(;l' DECKS AWASH· 13 horne gardening Summerharvest to grow and is not bothered by is delicious and very low in by Ross Traverse disease or insects. At the end of calories, so it is a boon to weight­ the season the plants can be watchers. he great satisfaction of polled up and taken inside for Peas need to be picked just as T growing your own vege­ winter use. they fill the pod for that extra tables is harvesting and eating When you thin your beets, :;:~:~ ~:v:~~terT:;ybl~:~hi~ what you produce. Tender young :~~e a~~)u~o~o~~:e:~~~~e~ra::: peas freshly pickcd from your for three minutes. Over.mature garden arc unmatched for easily frozen by blanching for peas are tough and bitter. so it is flavour. The rirst meal of three minutes and packing in important to harvest at tbe right potatoes and cabbage with a plastic bags. Young beets are st~ee~ potatoes can be lifted by Jiggs dinner is worth all the ~~:~e:~~~;.p~co~:~~g'f::S~a~:::~ effort of digging and weeding. digging near the plant where Probably thc fastest growing ::~l~n:a:~bve~et~~~~er r~:v::::::~~:~:~~~~~!~:f~: vegetable in your garden is are ex- radish. It is usually ready within Carrots should be thinned to stalks of early potatoes start to 30 to 40 days from sowing the about an inch apart when they fade, they are mature, and can seed. Radish should be picked are about four inches high. be dug for immediate use, or left when it is thumb size. Large, Later. every second one can be in the ground to be dug later in over-mature radish is soft and removed. These succulent, the fall for storage. bitter. If you plant a crop every young carrots will be a treat, Many people have had two weeks until mid-September, either raw or boiled for just a problems getting Brussels you will have crisp, tender few minutes. The larger carrots sprouts to mature. The trick is to radish for salads all summer for winter storage should be pinch out the growing point _ long. hilled durin2 the summer to that is the top of the plant _ Lettuce should also be sown at prevent greening of the around the middle of August. least three times during the shoulder. This will induce the side buds summer for a continuous sup­ Fresh cauliflower is a which are the sprouts. to ply. If you grow transplants in delicious vegetable. steamed develop and mature by Fall. cell·paks, then you can fill in the and served with a mushroom Brussels sprouts can be left until empty spaces in the garden, and cream sauce. The snow·white after the first frost; then cut this is a lot more convenient heads are produced by tying the from the stalk. blanched and than planting seed. Cos or leaves over the top of the plant frozen. Some people leave Romaine lettuce is easier to as the head is developing but the Brussels sprouts in the garden grow tban head lettuce in our new self·blanching variety right up until Christmastime. climate. It makes a delicious doesn't need tying. Bugs can be In the next issue 1 will be crisp salad. especially with removed from both cauliflower dealing with winter storage of sliced cucumber and chopped and broccoli heads by soaking in vegetables, particularly storing parsley. salted water for a short period. vegetables fresh in the root Parsley is not commonly Broccoli must be cut before cellar. A publication on the grown in Newfoundland, the heads open and the yellow freezing of vegetables is although I've seen lovely beds of flowers develop. The first main available by contacting the parsley grown by the French head is removed to promote agricultural representative in gardeners on St. Pierre. This growth of the side shoots which your area, or by writing me at herb is exceptionally high in iron can be cut up until a hard frost. Deeks Awash. II and vitamins A and C. It is easy Chinese-style stir fried broccoli 84· DECKS AWASH letters he current (June) Issue of issue of Deco Awa.b. Tom tlement of L'Anse Amour as a teacher in 1934 and spent some T the Reader's DJgesl, on O'Keefe of Memorial University page 184 carries an item which of NeWfoundland Extension 22 years on the coast. This small points up, in my opinion, what Service here on the Peninsula community of six families also Newfoundlanders are justly well introduced me to the magazine. came under the jurisdiction of the ranger. known for - hospitality. In addition to deriving en­ Times were poor for some, but It may surprise you to know joyment from it, I find it very not all, and were no worse than the numbers of men who, helpful in getting to know New­ other parts of the island, but I knowing that 1 come from New­ foundland, of which I am not a never knew of any person foundland, have expressed native. having to live on meal and themselves in glowing terms of Mrs. Anne Weat blubber. What sort of an im­ the good and open-hearted MaryatowD treatment they experienced in pression has it left with the people of our province when Newfoundland duting the World they read the article? War II period. They all say the oes anyone need a new People grew their own same: "God be with the days boat? I am an experienced D vegetables, so there was always when I was up there." Strangely boatbuilder and will build boats from 16 to 40 ft. plenty of that commodity; birds, enough none of my friends ever Alex Pardy fish, caribou, and seal meat referred to us as Newfies. When were in abundance; some folks discussing this fact they told me Lawrencetown Newfoundland AOG 2Z0 kept their own cows and hens, so that, in their opinion, that was a there was always plenty of milk, slight and an insult to a good, butter and eggs. Dogs were fed honest and hospitable people. was quite disturbed on meal and blubber, but not Thought you might be in­ I recently when I read Mr. humans - in my recollection, terested in this outpouring of Dwyer's article in Volume 9, and not in that part of the coast appreciation evident on their "The Newfoundland Randers" where I settled. reading the Reader's Digest. _ life in Labrador as he ex­ So 1 say to Mr. Dwyer: you Good luck to you and your good perienced it in the '30s. should retract some of your magazine. Mr. Leo O'Brien rebutted statements, as people of the l.A. Bragg some of the statements made by coast with whom 1 spoke 85OON.W.181Street the said ranger, but I don't think recently are quite upset with the Hialeab, Florida, 33015 Mr. O'Brien went far enough. article. From experience I speak. I Mrs. Sophie Ryland have j'li'Streceived and Gander I am enjoying the June went to Labrador to the set- ~

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