Glenn Wallis & Sandy Worthen
Photos by Glenn Wallis
~ ometimes what seems to be an innocent
venture, turns out to be a
generate a little interest during what would otherwise be
an ordinary, bucolic summer, the Town of Kentville,Nova Scotia, this
year decided to organize an Old Home Week celebration. This event
or week-long series of events ;,as intended not only to persuade
former residents of the Town to return to renew old friendships, but
also to stir up a little publicitY, … rhich would do the Town no harm.
As Premier G.I.Smith of Nova Scotia explained, An Old Home
Week is more than just a pleasant get-together – a renewing of
old ties, old friendships. It is also a time for pride in community
••••••• For most of our tmlns,only a short drive is required to
show the visitor new industry, new highways, new delevopments.We are
happy to show returning friends and relatives these renovations
which have been made in the old home in their absence.
Kentvilles Old Home Heek celebrations Iere firstl,-class.
Premier Smith conunended the Town: I congratulate the Kentville To
wn Council for organizing this Old Home leek celebration. With
the active co-operation of many civic-minded organizations and ci
tizens in Kentville, I am certain this week will be a success.
For two nights, the Kentville Fire Department were hosts at
the Fire Hall to Nova Scotia Square Dance Holiday (just $ 1 per
person) and a light lunch, courtesy of the Fire Department,was ser-
ved on both evenings amd generously included in the price of ad-
mission. Miss Lyne Padilla of Kentville was crowned Towers Store
Queen. The Halifax CHRONICLE-HERALD, dean of Nova Scotia newspapers
printed several stories on the celebrations.
.. . .
A MEDIUM SHOT OF THE GEORGE ~ARDEN RAILWAY MUSEUM AT 85 RIVER STREET,
Kentville,N.S. appears on this months cover. CP RAIL heavyweight cars
in the Kentville Yard of the Dominion Atlantic Railway appear in the
background. The locomotive bell came from the DAR via Kings College
IN ANOTHER CORNER OF THE MUSEUM ARE CPR G5 4-6-2 no. 2551
DAR marker lamps.
R A I L
And one citizen opened his own private museum to the public.
This museum was one of the many secret ingredients which
blended together to make Kentvilles week-long celebration a great
success. This specific project laS the sole endeavour of Citizen
George Warden. Please note that Ilr. Wardens usual job is that of
conductor on the Kentville-Halifax afternoon passenger train of the
Dominion Atlant ic Railway – a wholly-owned subs id.iary of CP RAIL •
Indeed,that may explain one aspect of the unique project. On the
other hand,Mr. Harden lives at 85 River, street in Kentville and
this qualifies him as a tax-payer. Hunting around for an idea for
a personal contribution to the Towns Old Home Heek, he finally
came up -lith a dandyl
It all began back in 1967 -indeed.,a year to be remembered,
,hen George Nas
looking through his collection of family photographs
for a picture of his grandfather -also a Dominion Atlantic employee.
He found grandpas picture all ri~1t. But in the search,he also dis
covered an additional and not inconsiderable amount of material re
lating to the railways of Nova Scotia. When Georges idea for 1970
really began to germinate, much of the material required for its
realization was at hand. This accumulation, together with the con-
tributions from Dominion Atlantic management;,CP RAIL friends and
other interested persons in a variety of places, provided a
-than-adequate foundation for the project.
George Hardens personal contribution to Kentvilles Old
Home Ileek -The George Warden Raihlay Museum -las officially open
ed at 1.00 p.m. on August 9,1970. The attendant ceremonies began
lhen Mr. IHlliam Hopkins, a (brisk) 82-year old retired D.A.R. con
ductor lith 47 years service, pulled the bell-cord of the locomotive
bell over the lvluseum entrance. The guests Iere enchanted by its
cheerful clang, which in other years had called students of Kings
College School,Windsor,N.S. to chapel and, before that, rang our from
atop the boiler of a Dominion Atlantic engine.
• • •
ON PAGE 308,we begin 8 tour of George Wardens Museum:the 19th. century
pot-belly stove was an indispensible decoration of most period rail
way stations.The ticket-wicket from the DAR station at luindsor,N.S. is
surrounded by other railway memorabilia. Small items displayed include
marker lamps,lanterns,sections of rail,pinsch-gas lamps and Blighter
and spare lamp burners.Naturally,there is a swallow-tail coat -part
of a 19th. century conductors uniform on the DAR and the inevitable
Mr. George Warden reaches for a book in one of the sets displayed at
his Museum on page 310. Above the books,a display of pictures. Out
side the Museum,a DAR standard 3-wheel station baggage cart,ca.1900.
R A I L
It should be pointed out at once that the George Harden Rail
way Musewn has no regular hours, since it is located in the base
ment of the VIarden res idence. But you can be sure that when George
is at home,he will be more than pleased to ,elcome former railway
employees and interested railway enthusiasts. liJeekdays, George goes
to Halifax and back,as previously noted, usually vlith a CP RAIL Day
liner and boasts over 30 years of service on the D.A.R.,having be
gun his career as a trainman in 1939.
In the Museum can be found more than a thousand items per-
taining to the life and times of the Dominion Atlantic Railway
and its predecessors -the VIestern Count ies Railroad, the Vlindsor and
Annapolis Railroad, the Cormmllis Valley Railroad and the Yarmouth
County Railroad,as well as some curios from the Intercolonial Rail
way. This collection occupies the whole basement area and by its
variety and interest,is bound to attract many former railroaders
particularly from the Pensioners Room in the nearby D.A.R.building
which is also CP RAILs Kentville Station.
Hhile the Dominion Atlantic Railway began its corporate his
tory on July 22, 1895, the Museum exhibits other,older items, some
be longing to the Nova Scot ia Railroad of 1859. The re are hat badges
and rule books, a swallowtail coat and conductors uniform (1895)
baggage checks and railway tickets (1878),not to mention a monthly
account of the D.A.R.s year of 1888. There are annual passes of
1921 and track torpedos of the Intercolonial Raih-lay,over 100 years
other interesting printed material includes a Dominion At-
lant ic working t imetab le of 1885 and one for the through se rv ice to
Halifax of 1894. The general instructions and rules, published for
the Royal Tour of the Duke and Duchess of Cormlall and York in 1901
are most interesting,as are the miscellaneous items of small equip
ment -.the marker lamps,station lanterns and pinsch-gas lamplighters.
There are tvlO ancient baggage carts,one of ,hich is a three-wheeled
variety used at the turn of the century.
And in addition,George
the fabled steam locomotive samson oL the General Mining Asso
ciation of Nova Scotia,to colour reproductions of the most modern
diesel-electric units. Of special interest to D.A.R. enthusiasts is
a wreck scene of 189L~ and photographs of the deep snows along the
line during the hard winter of 1905.
Cit izen George Harden, having made his ovm very spec ial con
tribution to Kentville s Old Home ;1eek -1970, doesnt feel that
the realization of his idea should just stop there. It is not so
much what it is at present, George says, but the thought of wha.t
it will become.
With emphasis on the 11ill
CENTEN N IA L _______ _
By. F.AoKemp WI TH STEAM
On July 1,1970,the Province of !Vlanitoba celebrated its Cen
tennial in Canadian Confederation with vim and gusto and television
screens across the country were enlivened by the spectacle (live)
of a steam 10comotive,City of Hinnipeg Hydro No. 3,smoking it up
across the prairie from Hnnipeg to Loy,er Fort Garry,Man., as it
hauled a train ot: a looden combine and tvro looden coaches,transport
ing Canadas Prime Ninister,the Federal Cabinet,tlle Provincial Pre
mier and llar~y and various other llignitaries and celebreties and a
All this 1las part of the commemorat ion of the found ing of
the Province one hundred years ago, the essential ceremonies being
he ld at .the old fort of the Hudsons Bay Company on the banks of the
Red Hiver .
Although Manitoba boasted no railways in 18 (0, no. 3 ViaS and
is typical of the 4-4-0-type used on the earliest lines. She has
17x2lj. cylinders and 6) Jriving vTheels and IJaS built in 1882 by
Dubs and Company of Glasgow, scot land for the Canad ian Pac ific Rail
:lay Company. Originally, she vras numbered 22, was thereafter renumber
ed 133 in 1905,63 in 1911 and 86 in 1912. In 1918, she vIas sold to
the City of Hinnipeg Hydro-Electricity Commission,which used her on
a rail ay betvleen lac du Bonnet and a pOvler plant at Pointe du Bois,
Vlan., unt il 1963.
She v/aS brought to Hinnipeg in 1967,ostensibly for operation
in connect ion ith the ce lebrat ions of Canadas Centennial, but var
ious technical difficulties and procedural delays prevented oper
ation,except on yard traclffige.
During lvIay and June, 1970, she ,/as retubed at Canadian Nation
als Transcona ShSlps and her repair and restoration to operating
condition laS due to the efforts of the Vintage Locomotive Society,
a group of volunteer steam locomotive enthusiasts,the Manitoba Cen
tennial Corporat ion and City of Hinnipeg Alderman and 1-1anitoba MLA
Leonard Clayclon,whose long campaign to put the train in service at
last gained it the title Claydon Cannonball.
No. 3 hauls the combinat ion car, bu ilt by the Pullman Company
and two wooden coaches,obtained in an exchange -lith CP RAIL. The
Vintage LocofrKltive Society,mvoers of the train,number among their
members Hessrs. John LePage and Gordon Younger, the latter being the
Hanitoba Representative of the Canadian Railroad Historical Asso-
ciation. Hithout their efforts,this success could not have been
The Society laS granted $ 17,000 by the !lanitoba Centennial
Corporation to have the train repaired to meet federal government
agency standards. In return, the Society has turned over control of
the train to the Corporation for the remainder of 1970,except for
Heek-end operations by the Society. Christened fhe Prairie Dog Cen
tral, no. 3 and train are presently operating on a 15-mile stretch
of Canadian National RaihTaY between Charles1wod and Cabot,Man.
In 10 days of operation, more than 4,000 passengers have been
hich are high,have so far soaked up most of the
revenue but Mr. younger. is confident that operation will soon level
off in the black. Information f11ay be obtained by vrrit ing to the
Vintage Locomotive Society, 267 Vernon Road,Winnipeg,l-1an.
ExcRllent photos courtesy I~innipeg FREE PRESS.
THE WAY IT USED
Introd uct ion.
These days, it is often quite difficult
to find people who remember the early
days on any of Canada1s railways. In
the case of the shorter lines, the
search is often much more d :i.fficult.
We are very fortunate to be able to
present Mr. J.W .Mills I personal re-
miniscences of the early days on the
Algoma Central & Hudson Bay Rai.lway ,
in tlle early years of this century.
IN THE BEGINNING, the line was not. planned to go all the
way from Sault Ste -Marie, Ontario, betvleen Lake Huron and LakE; Su
perior, on the river of the same name, to (if you please) Hudson
Bay. Therefore,on Aug,ust 11,lIl99,the Algoma Central Railvray Com
pany 1ms incorporated. But the Company Directors,of whom three
were C lergues from Philadelphia, U.S .A., had second thou gIltS and
spurred on by glowing prospects of a magnificent trade route fr
om and to Europe,via Hudson Bay,the name of the ne11 line las
changed to the Algoma Central and Hudson Bay Railvlay Company, on
May 23rd., 1901. This vras a good way to start a neVI century.
CUNSTRUCTION BEGAN tn 11399 and by the t1me that the bus
iness recession of 1903 hit, the railroad had reached mile 56. A
branch line from Michipicoten Harbour, on the shore of Lake Huron
to the main line at Nhat 1s n011 HaHl( Junction had been construc
ted,a distance of 6 miles to a place called Josephtne,the s:lte of
an iron mine.In 19l1,the connection Hith the Michipicoten branch
vIas made and by 191
f,the main line viaS complete to Hearst,Ont .,
making a connection vrith tile National Transcontinental RaUHay ,
later on. The N.T.R. ts now the northern line of Canadian Na
TIm FACT THAT prior to and (to some extent) after the f:i.r
st Horld Har, the Algoma Central & Hudson Bay was a sort of glori.
fied tote-road,catering to the requirements of the bush opera –
tions of Abitibt Pmler and paper Company, justifies the Ir:lting ot
tllis narrative of happenings of 50 years or more ago. At that ti
me, the express10n Pagnis Turn signified a round trip from Sault
Ste-Marie to Mile 68,the end of steel. The crevl was composed of
gentlemen-roughnecks who Here carefully selected by an elimin
ation process,vlherein the Simple criteria Iere their proficiency
in flstlcuffs,their capacity for hard liquor and their present
CA NAD IAN
R A I L
and subsequent deportment under these conditions. This lively
competitive system selected only the train cre,i, of course, and
not the engine crew, who were considered to be much lower in the
social scale ar.d Vlhose limited ability at reading, -particularly
signals,sometimes produced results of a start,ling nature. This
inability to read did not in any way affect their vocabulary,ch
oice samples of lihich could be overheard frequently by the pas
sengers,as the enginemen communicated at long-range with other
members of the train crew.
AT THE START of any trip from the Sault (pronounced soo)
the female passengers ,ere isolated (barricaded) in a separate
coach at the rear of the train, ,hile the fror.t coaches were fil
led vlith uneven-tempered lumber jacks. This arrangement offered a
modicum of protection for the members of the delicate sex,as the
only males they had to fight off were the members of the train cr
eli and the travelling clergy, the latter being on their way to the
logging camps for the purpose of taking up collections to be used
in converting the heathens in other equally remote and unheard-of
parts of the lOrld. It laS (and still is) logical to assume that
there is only one place for lumberjacks to end up. Consequently,
religious services in their terrestrial abodes were deemed a gross
waste of time.
QUALIFYING AS AN ASSISTANT to the train crew depended on
the candidatefs ability to make three fast return trips to Pete
Sundstroms bar in Searchmont with a water-pail full of beer on
each return leg and still be on board the train when the engin
eer decided to turn her loose from the station. This extraordinary
feat of agility also assured the performer of free transportation
for the trip.
AT OGIDAKI, (mileage 48) the baggageman had set up a barre 1
at some distance out in the lake,as a target for his .30) Savage
rifle. The barrel had not been disturned or materially damaged dur
ing a period of about ten years,lihich attested to the continuing
potency and effectiveness of the Searchmont beer. However, during
this same period, several fish suffered severe injuries. At Chip
pewa (mileage 51), there was a large tree under which lumberjacks
were accustomed to recline while waiting for the southbound tr
ain. The tree actually served another and more vital purpose. As
soon as the northbound train from the Sault arrived, the bodies of
the returning camp personnel ,ere gently (more or less) removed
from the coaches and carried (hauled, dragged) to the shade of the
tree,ihere they were arranged in very life-like postures, after
all spirituous liquors had been removed from their persons and
the ir luggage. The train crew may have done this as a gesture of
comeradeship and good-will, in order to allow them to return to
a normal state (,hether they wanted to or not). When these bod ies
once again regained a conscious state, quite frequently they de
cided that it was the same day they had started out and that they
had missed the dang-busted southbour.d train. In disgust, they sl
owly made their way back to camp. At the end of the month, when
R A I L
they got their pay, they cane to the conclusion that the thieving
pencil-pusher of a time-keeper had shortchanged them three or four
days I pay,but sorrowfully concluding that argument was useless,re
luctantly they accepted the inevitable.
A VALIANT EFFORT was always made by the enginemen and
train crew to get to the paper company1s headquarters at Pagois ,
prior to nOO;l and the mid-day meal. Usually, this attempt ~;as suc
cessful. After lunch and just prior to the departure time for the
southbound run, a member of the train crew would invite the camp
cook for a drink (not of water) and ltlould shower him with compli
ments for his culinary success. Meamlhile,the other members of
the crew ,ere busily engaged in liberating enough dessert-pastries
from the kitchen to last during the trip back to the Sault,as well
as for the following day1s northbound trip. This operation re-
quired careful timing, to mal~e sure that the last drink was hOisteD
immediately before the train pulled out, lest the cook should re
turn to the pantry before the train was well out of sight. After
that,the blame could easily be shifted to one of the miserable
BY THE EARLY 1900
s,the female of the species had been el
evated to the position of a minor diety and suitably enshrined on
a pedestal. She was treated as a very fraglle piece of humanity, to
be approached, addressed and generally treated with the greatest
care. This consideration ,as Ne 11 demonstrated on one trip on the
Algoma Central, when the southbound train, loaded lith passengers ,
ground toa very sudden and complete stop, upsetting the equili~
brium of a few pails of blueberries and disturbing the poise and
tranquility of tltlO plump matrons,/ho were in line for the portion
of the car designated as 1I1adies.Indignant inquiries as to the
reason for this unscheduled and dislocating stop resulted in the
information that a lady had put her head out of the II indOVI and
her hat had been blmlD off. The unusual courtesy shown in backing
up the lhole train and retrieving the hat was explained by the
fact that the lady in question was the conductor I s current girl
friend, After backing up a mile or so, the air was pulled and the
hat retrieved ,Originally, the hat had been quite a creation, in
cluding in its decorations,besides some sprigs of white and green
material,an imitation bird, Before the event, this bird probably
resembled a pigeon, nestled in the crOltm of the hat. After its br
ief sojourn under the wheels of the train, it looked like a moult
ing owl which had run into a load of number 6 shot) However, at
that juncture, its appearance was neither here nor there!
THE TREAT~1ENT OF THE FAIR SEX,just described,did not ex
tend to the Vii ves of the local farl1.ers along the line. They see m
ed to enjoy the same status as the other goods and chattels be
longing to the farmer. It was quite some time before they became
and many of the farmers never recovered from the shock
when the vote was granted to ltlOmenl
ANOlHER GENUINE HAZARD to efficient operation on the Al
goma Central was a wonderful-cold spring of water at the north end
R A I L
of Bellevue Trestle.This always called for a stop,while the engin
eer and fireman went to get a drink. The drink of cold Nater was
generally followed by a smoke, before the train continued on its
LOGICALLY,THIS STOP occurred on the southbound trip only,
as an ample supply of liquid refreshrrent of another ;variety …. as
readily available from the Sault as far north as Pagnis. This has
been previously described.
PUBLIC AND EMPLOYEES tirre-tables were usually available,
but were mostly used for Ilrapping up garbage from the. :caboose or
baggage car. A tirre-bj_ll four or five years old was likely to be
a better piece of j.nformation than one for the current year. Ar
rival and departure times at way points were anybodys guess and
were directly dependent on the IIhims of the crew. Stops were often
frequent and mostly unscheduled. In some cases, they seemed to
overlap, SOmehOil. There was great confus ion in the cab, be cause the
engineer figured that :i_f he whistled for one stop,he might have
to back up some distance so that he could tlhistle again for the
next one I There was no dining car in the cons ist, but it was al-
laYs possible to find plenty of berries to eat along the right-of
way,in the summer. Normally,the hungry passenger Imlked along be
side the train, pj_cking berrj_es. Sometimes he got slightly ahead of
the train and had to wait for it to catch upl
AS ON ALL MDJilAYS, things have changed on the Algoma Cen
tral since the early 19001S. Logically,these changes have resul
ted in improverrents, but at arriving at the present state of effi
ciency the railroad has someh.ow lost the glamor which made it so
fascinating. The free and easy days are long gone and have been
irrevocably submerged in a mass of computerized wheel-reports,fr
inge-benefits and centralized traffic control. The survivors of
the 1I01d school
of railroad ing are very fortunate in their rrem
ories of the days gone by and the way it used to be, It may have
been darned poor business,but it sure was lots of funl
ON PAGE 319,ALGOMA CENTRAL RAILWAYS NO.1 APPEARS. She was a Mason 4-6-0
built for the Lehigh Valley Railroad and purchased from James T. Gardner,
Chiccgo,III. on September 30,1899. She was scrapped in 1914. A.C.R.
s· 2-8-2 no. 61,one of four mikados was photographed at Michi-
picoten Harbour,Ont.,in the late 1940s -page 320.
In 1919,the Algoma Central prepared a Special Train for the then-Prince
of Wales. The special was headed by ACR 4-6-2 no. 103 and was photograph
ed at Bruce Street Station,Sault-Ste-Marie,Ont. No. 103 was biult by Can
adian Locomotive Company at Kingston,Ont. in April 1912. Pag.e 321.
On page 323 appears another special consist in the late 40s. ACR no.102,
sister engine of no. 103,leads the procession. The last two cars of the
special are not ACR rolling stock,but appear to be private cars.
All photos courtesy Algoma Central Railway.
FROM THE ASSOCIATION S ARCHIVES
published by t.he
CANADIAN RAILROAD HISTORICAL ASSOCIATION ~~~i~~,:2Qu:~I .
Assooiat.e Membership inoluding 11 issues of
Canadian Rail 8,00 annually,
EDITOR S, VlTort.hen PRODUCTION P.Murphy
EDITORIAL ASSOCIATE F,A.Kemp
DISTRIBUTION J, A, Beat.t.y
Canadian Railway Museum
VISITEZ L E
Musee Ferroviaire Canadien
OPEN MAY SEPT. OUVERT MAl· SEPT.
DIRECTOR OF BRANCHES
C.W.K.Heard, 74 Southern Drive, Ottawa 1, Canada
DIRECTOR OF MEMBERSHIP SERVICES
Mr .. J .A.Beatty, 4982 Queen Mary Road, Montreal 248, Quebec, Canada.
ASSOC IATION BRANCHES
OTTAWA Mr.M.lveson , Secty •. p.a.Box 352, Terminal A Ottawa Onto
ROCKY MOUNTAIN Mr~ Donald W.Scafe 12407 Lansdowne Drive, Apt. 101, Edmonton Alta,
K.F.Chlvers, Apt. JJ 67 Somerset st. W., Ottawa. Ontario.
J.S.Nlcholoson. 2)06 Arnold St .. Saskatoon, Saskatchewan.
Peter Cox, 609 Cottonwood Ave., Coqultlam, British Columbia.
W.D.McKee,, 6-7. 4-choOO8, Yamate-cho,Suita City, Osaka. Japan.
J.H.Sanders, 67 Willow Way, Ampthill. Beds •. England.
K.G.Younger, 267 Vernon ROD.d. Winnipeg, Manitoba.
Mr. Donald W.Scafe,12407 Lansdowne Dr1ve, Apt. lOl,Edmonton Alta.
CopyrIght 1970 Printed in Canada on Canadian paper.