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Canadian Rail 382 1984

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Canadian Rail 382 1984

Canadian Rail ~
No. 382
. OCTOBER 1984


Published bi-monthly by the Canadian Railroad
Historical Association P.O Box
148 St. Constant P.Q.
JOL IXO. Subscription rates $23.00
(US funds if outside Canada)
CO-EDITOR: M. Peter Murphy
Mich~1 Paulet
The beautiful stone station at
Kensington Prince Edward Island
as a train pulls in. Note the
double-gauge track.
Copied by Margaret E. Mallett
from a postcard.
Murray Harbour station P.E.I. in
the 1870s.
P.E.I. Archives Collection.
Borden Yard P.E.I. in 1916,
showing one house, the newly built
station, the water tower and the
transfer shed with narrow-gauge
cars on the left and standard
gauge on the right. Note the third
rail on some of the tracks in the
John Hanlon collection.
ISSN 0008-4875
Box 1162
Saint John,
New Brunswick E2L 4G7
P.O. Box 22 Station B
Montreal. Que. H3B 3J5
Box 141, Station A
Ottawa, Ontario K1 N 8V1
P.O. Box 5849, Terminal A,
Toronto Ontario M5W 1 P3
300 Caoana Road East,
Windsor Ontario N9G 1 A2
Box 603
Camoridge, Ontario N1 R 5W1
Box 593
St. Catharines,
Ontario L2R 6W8
Box 962
Smiths Falls
Ont. K7A 5A5
Box 6102, Station C,
Edmonton Alberta T5B 2NO
60 -6100, 4th Ave. NE
Calgary, Alberta T2A 5Z8
P.O. Box 400
Cranbrook, British Columbia
V1C 4H9
P.O. Box 1006, Station
Vancouver British Columbia V6C 2P1

provided for the residence of station masters
at the various stations along the line, Tic­
kets will be issued
by a Travelling Train
Clerk, appointed for that purpose, who
will also take orders at the different sta­
tions for cars, for freight in full carloads
to be loaded and unloaded by consignor,
and consignee, as the case may be. Freight
in small quantities will be taken up and
put down at Platforms as the Train arrives.
But, as
we all know, the railway never really
to institute this scheme for Jan. 4, 1875 the
JUNE 2,1984
9:00 a.m. to 2:00 p.m.
Exami ner reported:
The opening of our railway is, owing to the
succession of heavy snowstorms which
have visited
the Island, postponed until
further notice.
The trains had indeed been sent out but each
in its
turn had become stuck in banks ranging
from four feet to eighteen feet in height. These
trains were abandoned where they were until
spring. It was May
12, 1875 before service was
restored right across P. E.!.
Not everyone on P. E.!. considered Thomas
Newspaper advertisement proclaiming the opening of the farmers market in Charlottetown station.
First Georgetown Railway Station, Engine Shed and
Freight Shed showing a wood-burning engine leaving the
station in 1875, the first year the P.E.!. Railwav was in
full oneration. (Bea Mair Collection)
First Georgetown Engine Shed and Freight Shed on July
1905, with the St. James Tea in the foreground. (Bea Mair
Postcard showing the second Georgetown station. Date unknown.
Swinyard to be the saviour of the railway as
this article in the Examiner of Feb. 28, 1876 states
so bluntly:
The Commission –of which Tho. Swin­
yard Esq. was Commissioner –was ord­
ered in
ignorance, and continued in stupi­
dity. It engendered much bitterness and
rancour, annoyed the Local Government,
irritated Mr. Owen, made Mr. Boyd ill,
caused very
heavy losses to Messrs. Car­
Pope and other leading merchants,
unnecessarily damaged the character of
the railway, did no good whatever –and
cost the country $12,555.24. Mr. Swinyard,
it appears, valued his services at a much
higher rate than Governors and Judges
are paid …
the sixty-five stations built by 1874, Swin­
yard categorized six as terminal, twelve as way
or crossing, and forty-seven as flag stations.
All of the Island stations were at one time con­
structed of wood, including the terminal ones
which had covered platforms. This created a great
fire hazard as well as
problems with fumes every
time an engine passed through the engine shed.
:,~r~t:s I?ok ~t each of these six terminal stations
,~:~~leglnnlng with Charlottetown.
~;!:?;iThe original Charlettetown Station was located
{foil; Water Street near the corner of Weymouth
.. covered
track and platform 200 feet long. On
Sept. 20,
1875 the Examiner published in the
Islands capital, stated that the waiting rooms of
the station have been elegantly furnished with
seats, tables, stoves etc. As can be seen in the
picture of the covered section of this first city
depot, it was necessary to have large doors at
each end of the platform in order to secure the
building. The Examiner of Oct. 25, 1875 relates
incident involving these illustrations doors:
An accident happened at the station, on
Tuesday morning last. As a train of empty
cars was being taken into the yard, one of
the large doors at the east end of the sta­
tion broke loose, and swinging to, caught
on the end of the first car. From the weig­
ht of the cars and engine and the impetus
they had at the ti me, the end of the st­
ation was driven out before the train could
be stopped …
On Feb.
28, 1876 the Examiner reported that
tenders had been called for several additional
railway buildings in Charlottetown –a machine
Shop and Engine House of stone 120 x 40 feet,
a Car
Shop 212 x 40 feet, a Blacksmith Shop
The second Georgetown station with the ferry Minto
docked in the right foreground. (Bea Mair Collection).
The third Georgetown station built in 1952. (Margaret
E. Mallett photo).
The second Tignish station with a train ready to depart.
(Alberton Museum Collection).
The second Tignish station and adjacent storage shed;
this shed served as an interim station when the second
station burned in 1949. (Keith Pratt Collection).
The third Tignish station now used as overnight
accommodations for the crew of the three·times-a-week
freight train.
(Margaret E. Mallett photo).
This photo by Anson Leard is thought to show the covered platform of the first Alberton station. Note the ventilator
on the roof for the entire train went right through this structure. (P.E.!. Archives Collection).
75 x 22 feet, and an extension to the Freight
75 x 22 1/2 feet.
The second Charlottetown Station was built
on Weymouth Street a few feet away from the
original. This beautiful structure 118 by 43 feet
with walls of Island sandstone, trimmed with
Wallace, N.S., grey sandstone certainly compen­
sated the good people of the city for the failing
of their first smoke-filled edifice. Included in the
new one were a general waiting room, ticket office,
newsstand, a
mens waiting room and a ladies
waiting room
on the first floor. The offices for the
superintendent, assistant superintendent, road master
and other officials were located on the second
floor. The third floor was used for union meetings
and storage.
Four tracks ran into it from the east.
This beautiful
building which opened for use on
July 7, 1907 was constructed to last, resting as it
does on a
concrete and stone foundation with
floors of expanded metal and concrete supported
on steel beams. The first train out of this new
facility was a funeral train to Sherwood. The sta­
tion in this suburban community was originally
Cemetary for it was located next to an
enormous graveyard and special trains were always
dispatched from Charlottetown to take the mo­
urners and
the decessed to this way stop. The
train would be turned at Royalty Junction and
then return to carry the funeral party back to
the city.
VIA used the general waiting room in the sec­
ond Charlottetown station for its chartered bus
service to Moncton until 1983 when it moved
to the former Batt and MacRae building on the
corner of Upper Queen and Euston Streets where
it shares a depot with Island Transit, a provincial
government bus service. C.N. moved in the Fall
of 1983 to new quarters at 281 University Avenue.
If approval is received from the Canadian Trans­
port Commission the historic station on Weymouth
Street will be sold to the Charlottetown Area
Corporation (C.A.D.C.). On Sat­
urday, June 2, 1984 a Farmers Market opened
in this beautifully-appointed structure.
The other five termi nal stations –Tignish,
Alberton, Summerside, Georgetown and Souris -­
according to Swinyards report, had passenger
stations 20 by 32 feet with covered track and
platform 136 feet long. Swinyard did not regard
it necessary
to have covered stations in these com­
one concern being that such stations
could accommodate only one train at a time. The
contract had called for these terminal
stations to be 30 by 50 feet storey and a half
structures with dwelling rooms, urinals and closets
and a verandah
on both sides.
These first
terminal stations were really three
buildings side by side –a station, an engine shed
and a freight shed.
We are indeed lucky that a
picture of the Georgetown Station complex ex-ists,
one of a wood-burning engine leaving the
town in 1875, Although the smoke from the engine
hides some of the enormity of those early stations.
Note the long ventilator on the engine shed so that
when the engine passed through these covered
platforms the fumes theoretically escaped into
the air. The second picture shows the engine shed
and freight shed on July 1, 1905, with crowds
at the St. James Tea in the foreground. By 1905
the new wharf-side station had been constructed -­
in fact it may have been in use as early as 1902.
The well-known and respected Charlottetown
architect, C.R. Chappell designed a grand edifice
on one of the most beautiful station sites in Canada.
At the head of the railway wharf and overlooking
the harbour entrance, a new station was erected
topped with an octagonal tower. In the waiting
room the upper third of each window was leaded
yellow stained glass. The interior walls were sheat­
hed in
white oak. This structure costing around
$6200. was unique in P.E.I. in design and beauty
but was unceremoniously destroyed to make
room for the Georgetown Seafood Plant. Where
else in Canada
could an agent watch the approach
of a steamship bearing passengers and mail for the
waiting train. Steamers such as the Earl Grey,
Stanley and Minto plied the Northumberland
Strait between Pictou, N.S., and Georgetown,
P.E.I., during the winter months. Since this was,
therefore, the first Island railway station encoun­
tered by visitors, including royalty, a special effort
was made to design and build an architecturally­
pleasing structure.
In 1952 a third station was built in the center
of Georgetown near where the first station had
been. This small, unassuming shelter provided
merely storage and protection from the elements.
It was an insult to the people of Georgetown who
had enjoyed such great accommodation since
The third terminal station we will look at
is Tignish. As far as we know the original covered
Tignish station was replaced around 1893 by a
two-storey structure which included a dwelling
for the agent. One of the photos we have of this
beautiful structure shows a narrow gauge train
preparing to head east from Tignish. The second
photo shows the station with a small building
located to the east of it. When the station burned
in 1949 this small storage shed became an interim
station until the third depot was constructed. The
third Tignish station was a one-storey structure
similar in some ways to several across the Island.
is still in use as lodging for the crew of the three­
time-a-week freight train from Borden and Summer­
Alberton (then called Cascumpeque) was to be
the northern terminus for the main line of the
Prince Edward Island Railway so it received a
covered station as well. The line went riqht throuqh
Postcard showing the second Alberton station built of boulders in 1905. Note the water tower at the wye. (Copied by
Margaret E. Mallett from an original in the collection of the P.E.!. Museum and Heritage Foundation).
Combination car on the mixed train at Alberton
1968. Photographer unknown.
Postcard showing the second Summerside station, located
at the head of the Railway Wharf.
(Joyce Johnston Collection).
the station and down to the railway wharf in North­
port. The original covered station, similar
to George­
towns was used from 1875 to 1905 when a beau­
tiful boulder station was erected,
onfof two such
structures on P.E.1. (see
the article on P.E.I.s
Boulder Stations
in Canadian Rail Issue 332). The
first station was
torn down. After C.II. no longer
the stone station it was purchased by the
Town of Alberton. It is a busy spot every summer
with P. E.1. Government tourist bureau in the
agents office and one waiting room and a Hand­
craft Guild Sales
Outlet in the other waiting room.
The fifth
terminal station mentioned by
Thomas Swinyard was Summerside. The original
railway survey called for Summerside
to be on a
branch line with
the main line going straight from
Travellers Rest
to St. Eleanors. The will of the
people was eventually heard, however, as the Pat­
of Sept. 7, 1872 explains:
We are pleased to find that the Government
have decided
to change the location of
the station at Summerside. The station is
to be at the head of the Railway Wharf
in that Town. This is where it should have
been located
at first, and where it would
have been located
if the late Government
not preferred the interests of a ring of
land speculators
to those of the inhab­
itants ·of Summerside and
of the surround­
ing districts.
As far as we know, no picture exists of the
first Summerside station, located almost a mile
the wharf. In fact, it is not known for sure
that this first station building was completed be­
the political accusations began to fly over
its location. A location near the railway wharf
made much more sense for summer ferries ran
between Pointe du Chene,
II.B., and Summerside,
P.E.I., for many years. Visitors arrived on the
at Summerside from all over the world and
Third Summerside railway station which is still used
by both C.N. and Via. (Margaret E. Mallett photo).
the only regular transportat;on available was the
railway. Consequently before
1878 a beautiful two and
a half storey structure was erected
at the head of
the Railway Wharf. This magnificent structure
served the public well until April 1927 when
was moved across the tracks where it was used
for commercial purposes until it was destroyed
by fire.
In January 1927, tentative plans for a new
Summerside station were displayed
at the hard­
department of the biggest store in Summer­
side, R.T. Holman Ltd. The new
depot must have
been constructed between
January and April of that
year for the old station was considered surplus in
April. This third station continues to be used by
both V IA (for its chartered bus service to Moncton)
CII (for its crew on the Borden to Summer­
side and Tignish trains, and
the roadmasters of­
fice). The sixth of
the terminal stations mentioned
by Swinyard was
S(}lJris. This eastern terminus
originally consisted
of an engine shed, station and
freight shed on
the sand dune, crossing Colville
Bay. The main highway now follows this sand
spit between Souris West and
the Town of Sou­
ris. Having a station
on a sand dune, barely above
sea level, posed loads
of new problems as these two
newspaper clippings illustrate. The first quote
is from the Daily Examiner of Sept. 25,1877:
The storm of the 22nd. was felt very much
here (Souris). The tide rose
to a greater
height than was known for years … Part of
the Railway leading
to the harbor freight
house was carried off a distance
of twenty
yards from its former location. The Station
House presented a sad spectacle. Would
that some of the great ones had seen it that
day, and its speedy removal would surely
follow … Some sticks
of timber were put
Souris station 1971 just before it was destroyed by fire.
(Margaret E. Mallett photo).
Map of P.E.I. showing the Way or Crossing stations in 1874.
on the railroad at the turn-table, by the tide.
Our second quote concerning this railway stat­
ion on the sand bar is from Daily Examiner of
lJov. 8, 1877:
The road across Souris Beach is now every­
thing but good … A few days ago a party
of four–in two wagons–were coming home
when the tide was high, and it was blowing
hard. They missed their way. The drivers
were obliged to get out into the water
and lead their horses to the Railway Station
on the south side of the beach …
or to 1895 a two-storey mansard-roofed
structure was constructed in the town of Souris.
This station contained living quarters and was
similar to the second Souris stations in OLeary
and Kensington. In 1971 this second Souris sta­
tion was destroyed by an arsonist shortly after
Margaret Mallett had taken the picture below.
CN had previously moved the agent into one end of
the old freight shed. The first photo shows the
Souris station in 1895 with a narrow gauge train
in front.
Besides the original six terminal stations,
Swinyard discusses twelve way or crossing st­
ations. At the time he did his survey in 1874, each
of these twelve consisted of a structure 42 x 22
feet containing a waiting room, ticket office and
freight storage. The twelve communities graced
by these functional depots were OLeary Road,
Port Hill, Wellington, Kensington, Hunter River,
North Wiltshire, Royalty Jct., Mt. Stewart, Card­
igan, Morell,
St. Peters and East Souris Road.
The only ones of these buildings to survive until
no longer needed them were Wellington,
Hunter River, North Wiltshore, Royalty Jct., Card­
and St. Peters. Hunter River and Cardoigan
had the freight shed area greatly enlarged during
the years. Hunter River is now a craft shop at
° Polo Campground in Cavendish, P.E.I. and St.
I Peters is now a senior citizens club. Royalty
Jct. and North Wiltshire have been turned into
houses and Cardigan is now a craft outlet. Well­
ington station was torn down under a make-work
project on the supposition that it was a fire haz­
Royalty Jct. station had an unusual roof
owing to its location within a wye.
Owing to the tremendous growth of OLeary
after the arrival of the railway, this original struc­
ture was soon replaced by a two-storey station
with a mansard roof similar to Souris. This beau­
tiful building was used until early in the 1900s
when a one storey traditional station was erected
nearer to Main Street and the mansard-roofed
structure was sold to Sanford Phillips who turn­
ed it into two apartments. It eventually burned.
The third station ha~., beE!n closed by C.N. within
Hunter River station 7977. (Margaret E. Mallett photo).
North Wiltshire station 7977 with a freight heading for
Charlottetown. (Margaret E. Mallett photo).
St. Peters station 7977. (Margaret E. Mallett photo).
R A , L
the last two years and the building sold to the
0 Leary Museum.
over P.E.I. during the first two decades of
the 1900s beautiful architecturally-pleasing sta­
tions were replaced by more functional single
storey structures. Presumably the costs of energy
and upkeep were partly to blame but it seems sad
that so much of our railway heritage was destroyed
at one period in time. These early structures added
a grace and charm to communities that the more
stations could not.
Port Hill Station was the source of much con­
troversy, located as it was on a clay road in the
middle of the woods. This station should have
been located a mile
away in the booming village
of Tyne Valley but political pressures were brou­
ght to bear on the powers that be. Over the years
several surveys were
made at election time, the
stated purpose of which was to divert the railway
into Tyne Valley. Many a resident of Tyne
Valley cursed the politicians as they began the
nightime walk through mosquito-filled swamp­
after disembarking from the train at Port
Hill Station.
The original Port Hill Station consisted of a
room, ticket office, freight shed and dwel­
The waiting room now sits beside Route 2
in Springhill, P.E.I.,
where a farmer had planned
to make it into a winter garage. The freight shed
became part of a warehouse across the track from
its original site. After the dispersement of the
original station complex, the second Sherwood
Station was moved to this site to store oysters in
while they awaited shipment. Originally this sta­
tion had an open arch bt a door was installed to
allow for some security.
Kensington soon outgrew its first station as
and a new mansard-roofed structure like
and OLeary soon appeared. This station
was used until 1905 when a magnificent boulder
station was hauled up the hill to School Street
where it became the residence. Kensingtons third
station was named a National Historic Site in
1978. It has recently been abandoned by VIA
who now use the nearby Kensington Recreation
Centre as the stop for their chartered bus to Mon­
cton. A tourist bureau and handcraft outlet are
now occupying this boulder station. (see Canadian
Rail Issue
332 for further information on the
boulder stations).
Another of these way or crossing/l stations was
Stewart Jct. On May 20, 1911, what must
have been the first station was completly destroy­
ed by fire as reported in the newspapers of the
The station house at Mount Stewart was
The third OLeary station with the mansard-roofed second station in the background. (Photo by Jack Turner; P.E./.
Archives Collection).
The third OLeary station as it was being constructed with the second one barely visible in the background. (Postcard in
Roy Leard Collection).
destroyed by tire on Saturday afternoon.
The origin of the fire is not known but
it is believed to have been caused by a
spark from a passing locomotive. The
fire was not discovered until after the
last train had cleared, and it was then
well under way. An engine was sent out
from Charlottetown to save the cars on
the siding, it being impossible to do any­
thing to prevent the destruction of the
The residents of Mt. Stewart were well aware
of the boulder stations recently constructed in
Alberton and Kensington and the grand stone
station too–after all, Mt. Stewart was an import­
ant junction point! Instead the railway officials
completely ignored the residents and by July
no efforts had been made to replace the burned
structure as the Charlottetown Guardian stated in
July 20, 1911 issue:
The people of Mt. Stewart are puzzled to
know why there are no signs of rebuilding
the railway station destroyed by fire nearly
two months ago. It seems strange that
the Liberal Government which claims
such ability for putting through public
works with fine despatch should be so
slow in this respect. It did not take them
very long at Ottawa this spring to vote
some of themselves a snug pocket full to
go to the Coronation with but the really
necessary things must stand over till they
get good an d ready.
On Nov. 23, 1911 a new two-storey gable-roofed
structure with an odd-shaped freight shed was
opened on the site of the old one, in the center
of the wye. This station, built of wood against
the wishes of the residents of Mt. Stewart, lasted
until the agent was removed in the 1980s, then
the freight shed was removed and the station it­
remodeled into a restaurant which should be
opening in the summer of 1984.
The second Sherwood station then located at Port Hill
Station where it was used to store oysters. (Margaret E.
Mallett photo).
Postcard sh~wi~g the second Kensington station with its mansard roof in the background and the newly-constructed
boulder statIOn In the foreground -around 1904-05. (P.E.!. Archives Collection).
Kensingtons second station as it now exists -a residence
on School Street in the Town.
(Margaret E. Mallett photo).
The second Mt. Stewart station 1971. (Margaret E.
Mallett photo).
The second Morell station 1971. (Margaret E. Mallett photo).
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Map showing the flag stations as of May 17, 1875.
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Morell is the last of the way stations we will
look at. According
to a local history of this area,
the first Morell Station was like the one
in York
(see picture
42 in this article). The second station
in Morell was a large rambling house which was
closed by C.N. on Oct. 28, 1972 and torn
down in
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In addition to the original six terminal stations
and twelve way stations, there were also forty­
seven flag stations originally
to Thomas Swin­
1874 survey. These flag stations originally
of a 1 ~O-foot platform and an open­
arch shed
to shelter passengers. We have found
only one postcard photo of this early flag station
~ 10.
J) …. I dee
Lot /-0
IY l. j e design–Travellers Rest near Summerside.
rj Ie Houses Over the years many other designs were used for these flag stops,
all being variants of two styles.
A 5 It ton. Style one looked like a good-sized woodshed and
S eJ b de; contained a small waiting room with a bench attach-ed
to the wall all around and small freight shed.
R 0 jj 0 Sa. j Our photo shows -Colvi lie Station but others of
l3 e~r Ri ver this type (or variant thereof) were DeBlois, Alma,
/lie Z I I Howlan, New Annan, Clyde, Loyalist, Pisquid,
w e.~ a. ro Millview, Glencoe, Surrey, Hopefield, Wilmot,
Bunbury, Roseneath, Robertson and Munns Road.
Postcard showing the first Travellers Rest station. (Joyce Johnston Collection).
A more elaborate and aesthetically-pleasing
style of flag station is illustrated by our photo
of Harpers Station, near Tignish. These structures
were small hip-roofed buildings with double doors
on the freight shed. The exterior was either all
clapboard or half clapboard, half shingled. Some
had no window in the waiting room but instead
had glass in the upper half of the waiting room
door. Standard equipment in the small waiting
room was a beehive stove. Other stations similar
to Harpers (or a variant thereof) were Douglas,
the second Travellers Rest, Union, Suffolk,
St. Andrews Dingwell, Ilew Zealand, Augustus,
Auburn, the second station at Five Houses, Clark­
in and Watervale. It is assumed that most of these
communities had a flag stop similar to the first
Travellers Rest
one with its open archway before
they received ono..of the more commodious Harpers
style buildings.
As some of the communities along the Prince
Edward Island Railway line began to grow and
enlarge the need was felt for better accommoda­
tions. Several of these had flag stations like the ones
discussed above but the amount of traffic war­
ranted a building with more freight storage and
more passenger space. In some cases agents were
even necessary. None of these commun ities had
a large station when Swinyard did his survey.
Most of these medium-sized stations had a large
roof with an overhang over the track-side platform.
In some cases a high freight platform brought the
wide eave dangerously close to the head of the
freight attendants so a portion of the overhanging
roof was raised in a V-shaped.
We have photos of three of these medium-sized
stations with large overhanging roofs–West Devon,
Conway and Piusville. Other similar stations (vary­
ing in size)
were located at St. Louis, Kinkora,
Colville station, now used as a farm storage building. (Margaret E. Mallett photo).
Albany, Portage, McNeills Mills, Elmsdale, North­
am, St. Nicholas, Fredericton, Perth, Selkirk,
St. Theresas, Tracadie and Bear River. Kinkora, Albany and Bear River had agents and a bay window
was added to accommodate him. Northam and
Selkirk had raised roofs over the freight shed door. Portage, McNeills
Mills and Selkirk stations are
now houses and Northam, St. Nicholas and Perth are used
as farm buildings. Conway is now a sto­
rage building at a crushed gravel plant in OLeary. St. Louis was torn down.
Bedford had a station
that combined several of the characteristics of the types already men­
On the track-side was a large overhang
supported by plain brackets. The building just missed having a gable roof because
of the tiny hip
at each end. Bedford stations only appeal to the
aesthetic was
the ornamental fringe along the
eaves. After C.N. no longer needed Bedford station,
Harpers station, now a storage building at a saw mill.
(Margaret E. Mallett photo).
Doug/as station 1971, used then as a storage shed at a private home. (Margaret E. Mallett photo).
West Devon station 1971. (photo by Margaret E. Mallett).
Conway station; date unknown.
(Clinton Morrison Jr. Collection).
Piusvi//e station in the 1930s, with pump car in foreground.
(Keith Pratt Collection).
Bedford station 1971. (Margaret E. Mallett photo).
Bloomfield station 1971, hauled back from the track and used for storing hay. (Margaret E. Mallett photo).
York station
1971. (Margaret E. Mallett photo).
it was cut in half and one half turned into Walm­
sleys Auto Repair Shop.
The Bloomfield Station had the same fringe on
the edge of the roof as Bedford but it lacked the
hips at the ends. In many ways it also resembled
the original way stations mentioned earlier.
The station at York was a very plain building
with a wide overhang on the track-side. It was
unique in that it contained living quarters in the
back for a caretaker and his family. Besides the
ample freight shed at one end and the waiting
room at the other, there were, in the middle, two
bedrooms and a large living room where the ticket
office was located. A lean-to kitchen was built
on the back and the long attic could be used for
sleeping quarters. Supplied to the caretaker were
coal, brooms and soap. The York station was
moved back from the track in 1964 and used to
store hay.
The original main line on P.E.I. went from
Cascumpeque (now Alberton) to Georgetown with
a branch to Charlottetown. However, branches
had been completed to Souris and Tignish be­
the main line was really in use. Demands
for other branches soon arose from every neglect­
ed Island hamlet. Some of these areas were for-
tunate enough to receive a railway branch and ot­
hers werent depending on political realities.
The first new branch to be bui It was one to
Cape Traverse, the terminus for the ice boat ser­
from Cape Tormentine, N.B. The Summer­
side Journal of Sept. 25, 1884 reported that
the Cape Traverse Railway is so far completed
that trains are enabled to get all the way down
to the wharf. This line branched off the main
at County Line Station (later Emerald Jet.)
and included stations at Kinkora, Albany and
Carleton Siding as well as Cape Traverse. Kinkora
and Albany stations have already been discussed.
The Cape Traverse station was a large house as
can be seen in the photo.
The ice boats were really only reinforced row
boats that were rowed through open water and
hauled by shoulder straps across ice pans. When
proper ferryboat was provided by the Federal
Government the port at Cape Traverse was found
to be unsuitable and a new site was investigated.
Carleton Point was chosen and breakwaters con·
structed. The contractors, D. R. Morrison and
Son, reported in September 1916 that they had
completed the building of the station and round­
house at the new site. In November of the same
year the Canadian Government announced the
8 r a. n. Co h. Lin e.s
Map of P.E.!. showing branch lines.
An overview of the community of Cape Traverse as it looked between 1885 and 1916; the railway wharf is on the left
and the station and engine shed on the far right. (P.E.I. Archives Collection).
Borden station 1971. (Margaret E. Mallett photo).
name of the new port would be Port Borden.
German prisoners-of-war were brought
in to build
a roadbed
to Borden and to remove the tracks
between Carleton Siding and Cape Traverse. The
old station
at Cape Traverse was apparently hauled
to Borden where it was divided into two small
houses, both of which have since burned. The
Summerside Journal of
Au~ust 2, 1918 ~ives an
excellent write-up on Borden:
At Borden, a great deal of work has been
done and
is in progress. The yard has been
ballasted with material taken from New
Brunswick and
the construction of a coai
is in full swing. There is a fill of
9000 yards which is being completed by the
Railway while a firm in New Brunswick
Emerald Junctions third station 1970s its first station
was called County Line and it was a flag stop, the
second one included a residence (Keith Pratt photo).
is building the trestle. When the work is
done, the mainland cars will be elevated
to a height of forty feet above the narrow
gauge cars wh ich are to receive the coal.
The railway has forty-five men at work
at Borden with fifty Germans about a mile
out and the contractors of the coal trestle
have about thirty.
The new ferryboat carried standard gauge rail·
way cars across the Northumberland Strait to
Borden where the contents had to be transferred
to narrow gauge cars before it could be sent ac­
the Island rails. As mentioned in the quote
above, a trestle and ramp were built to transfer
coal. As can be seen in the picture of Borden yard
Carleton Siding station 1971.
(Margaret E. Mallett photo).
in 1916 the contents of mainland standard gauge
box cars had to be carried through a transfer shed
from those cars into narrow gauge ones.
The station built at Borden was both practical
and pleasing to the eye, a hip-roofed structure
painted grey with white trim and a wide eave on
all sides. The same jog in the eave can be seen over
the freight shed door. This station can still be
seen in its original
site although several modifi­
cations have been made to the structure in recent
What had been a very quiet settlement called
County Line (so named for it sits on the border
between Prince and Queens Counties) suddenly
became the booming community of Emerald Jun-
Vernon River station with a passenger car on the siding 1940. (Keith Pratt Collection).
ction, the most important interchange point on
the Prince Edward Island Railway. The Summer­
side Journal of
May 20,1918 stated: A new
rai Iway station is shortly to be
built at Emerald. There will also be built at this now
important junction a large transfer platform for
the transferring of
mails, passengers and baggage, and a gen­
eral construction
of the yard will be car­
ried out. According
to the Summerside Journal of Jan.
14, 1924
the building would be finished in about ten days time. This structure
is now used by the community
of Emerald as a summer convenience
As Carleton Siding grew into a suburb of Borden, a new more modern and pratical station house
was constructed for C.N. by Harry Muttart. The only other Island station of this design was St. Charles near Souris. The Carleton Siding station
is now a garage and the St. Charles station was
by a resident of that area in which to build
lobster traps.
was a very busy year on P.E.I. The Murray Harbour Branch Railway was nearly completed
with the contractors Schurman, Morrison and
Mutch announcing
that the stations would be
finished before July of that year. No money was
spared on this route which began
in Murray Har­
bour and ended in downtown Charlottetown after
crossing the Hillsboro River. The usual pattern for
a community along this line was
to have a station, a separate freight shed and an outhouse,
all in a
line along the same side of the track
as in our
postcard view of Murray River. Other stations like Murray River were Hazel­brook and Vernon River. The station at Murray
is now part of a grocery store and after C.N. abandoned it, Hazelbrook station became
a farm building. Vernon River station had been partially dismantled before it was burned by
vandals. A smaller version of the basic one storey des­
ign used on the Murray Harbour Branch is illust­rated by the
Mt. Herbert Station. The Lake Verde
jct. Station was of a similar design. Vernon Station on
the Murray Harbour Branch was on a loop originating at Lake Verde Jct. and passing through Millview. The first traditional­
style station
in this scenic coastal community
so a very practical structure was erected.
The section of the Murray Harbour
Line from Murray Harbour
to Kinross has now been abandon­
ed but the remainder of the line sees an occasional freight. The Hillsboro Bridge
is long gone so all
traffic must cross the so-called short line .. built from
Maple Hill (near Pisquid) to Lake Verde Jct.
in 1929-30 to avoid taking heavy freight cars and engines across
the fragile and condemned Hills­
boro Bridge. All stations on this short line were
flag stops. The Murray Harbour Line from South­
to Hazelbrook has also been abandoned and
partially removed. The
community in Kings County, P.E./., which
was growing
the most and showing the greatest potential was Montague and yet it had no
service. So in 1905 a route was accepted and a line built from Georgetown main line leaving it near
at a place called Togo or Montague Junc­tion. The site chosen for the traditional-style sta­
tion and separate freight shed was on a ledge by
beautiful Montague River–no more captivating
site could
be imagined as our photo shows. The town of Montague has just acquired this station
in 1984 and is operating it as a hospitality center
for tourists
to the area.
In 1912 a branch line was built from Harmony
to Elmira, opening officially on Oct. 26 of that
year. The most beautiful station on that short line was
the terminus at Elmira completed (accord­
ing to the newspapers of the day) before Nov.
23, 1911. It had separate waiting rooms for men and women (although one was used soley for card
playing) and an agents office. A separate freight shed and engine house completed the complex.
This station
is now owned by the P.E./. Museum
and Heritage Foundation which operates it
as a museum
in the summer months (see article in
Canadian Rail Issue 259).
The last branch built on P.E.I. was from Link­letter,
wes.t of St. Eleanors, to C.F.B. Summer­
but no stations were built on this line.
F. NAME CHANGES Several P.E.I. Railway stations had their names
changed over the years. Here
is a listing showing
the original name on the left and the new (and still-used) name on
the right:
Montrose became Alma
Baldwins became St. Teresas Dock Road became Elmsdale
Cemetery became Sherwood Brae Station became Coleman
Kildare Station became St. Louis Fitzgerald became Richmond Rollo
Bay Station became St. Charles
Barbara Weit became Clermont Blueshank became
County Line became Emerald Jct. Cascumpeque became Alberton
Mill River Station became Howlan
With this list
of name changes we complete our
brief photo and word introduction to the archi­
tectural design and variety of
P.E.1. railway sta­
tions. Much more could be said on this subject for dozens of variations exist on each of these
Mt. Herbert station. (Harold Lloyd Collection).
Murray River station (Postcard copied by Margaret E. Mallett).
Vernons second station 1971. (Margaret E. Mallett photo). Montague station and freig/7t shed loo/ Montague River in 1971. (Margaret E. Mallett photo).
Elmira station at the eastern end of the line on P.E.I. (Margaret E. Mallett photo).
Special thanks to Margaret E. Mallett of Char­
lottetown who travelled with me allover P.E.I.
in the early 1970s searching
for railway stations,
of which had been moved from trackside by
Without the photos taken by Margaret most
of this article would have been impossible. Others
to be thanked are Roy Leard, the Board of Dir­
of the Alberton Museum, the Provincial
of P.E.I. and particularly Nancy MacBeath,
the Ilova Scotia Archives, the Robertson Library
at U.P.E.I., the Public
Library at Confederation
Centre, Keith Pratt, Allan MacRae and John
ins. Lastly, I would like to thank my good wife
for her patience and support in this project.
C.R.H.A. .
April 25:1984 saw the end of the Associations
longest year -it had fifteen months due to the
change in the annual meeting dates approved last
year. Now the annual meetings follow the end
of the Associations fiscal year. In many respects
it was a good year for the CRHA. It saw the
addition of two new divisions -the Rideau Valley
centred on Smith Falls, Ontario and the
Keystone Division in Winnipeg, Manitoba. We
welcome both groups and we are sure that they
will represent the Association very well in their
respective areas.
The chairmen of the various committees of the
Association reported on their groups activities
and I
think you may be interested in some of
their comments. Dr. Robert Nicholls, archivist
extraordinary, reported that among the Archives
acquisitions were two things of worthy of special
mention. The first was the handwritten record
of activities of the G I LCH R ISTIANA SOCIAL
CLUB that existed in Montreal in the early 19th
century. This record includes accounts of two
trips on the Champlain and St. Lawrence Rail Road,
one over a portion of the line prior to its opening
and another over the entire line within a month
of its opening which occurred on July 21, 1836.
Another acquisition was a pamphlet written by the
CPR in 1884 or 1888 promoting emigration
to Canada. It is believed to be the only copy
of CPs earliest promotional literature of this type
in existance. The Archives employed for the
first time this year a parUime research assistant
to help answer some of the more than 700 inquiries
received each
year. An appropriate fee schedule
has been developed for this service.
Canadian Rail editor, Fred Angus, reported that
there has been most positive response to the new
format for Canadian Rail and to the fact that
every issue has been out on time. He also indicated
that future issues will hopefully contain more
Division and Association news. However, this
depends on people in the Divisions sitting down
and writing about their activities, so lets encourage
the Divisions do so (or perhaps volunteer yourself).
The activities of the Canadian Railway Museum
were presented by Bill Hrykow who outlined
the extensive restoration undertaken during the past
year. These included a Canadian Government
Railways boxcar and a Grand Trunk Railways
boxcar restored to their original markings. Other
items the CN cattle car and locomotives 3239,
5550 and 2601 and the CN rotary plow.
Some staff changes occurred at the Museum, with
David Monaghan taking over from Gilles Ayotte
as Managing Director. Mile Louise Gagnon joined
the Museum as Animatrice after working for
Parks Canada in a similar capacity. A hearty note
of than ks was extended to David Monaghan and
all the staff of the Museum for their efforts over
the last year. It was largely through their efforts
that attendance at the museum has increased and a
number of grants were obtained to fund work in
the archives and provide extra staff during the
This year saw the transfer of some pieces of the
Associations collection from the CRM in Delson­
St. Constant, Quebec to the New Brunswick
Division. The pieces relocated were locomotives
CP No.29 and CN No.1009 and the CN colonist
car and the Grand Trunk coach. A great deal
of staff and volunteer time went into arranging the
move both at the Museum and in Saint John, N.B.
and everyone is to be commended for their efforts
in trying to make the collection more accessible
to all of Canada. Finally I would like to end on a
very pleasant note, The Association ended the
year in the black! Our treasurer reported that
the balance for the year in our operating accounts
was $ 806.00, largely as a result of the sale of
back issues of Canadian Rail. After his report
(the twenty-seventh consecutive one!) the members
present thanked him on behalf of the Association
by naming him an honourary life member.
In closing I would like to thank all of the many
volunteers across the country who contribute in so
many ways towards making the CRHA a success –
keep it up!
Another potential CRHA Division?
Dr. Hughes
W. Bonin, 803 Fairfax Drive, I Ontario K7M
4V6 writes as follows:
A group
of Kingston and Belleville area rail
got together and formed the Kingston
Railfan Society.
It became formal last December,
after over a year
of informal meetings. With the
constitution voted, and the first executive elected,
we are planning a program of activities for the year,
which include
films and slide shows, guest speakers,
contests, and field trips (at Delson
notably). Also, we
are planning a special project for commemor­
ating the Kingston and Pembroke Ry. centennial,
and serious consideration
is given to the restoration
of our CPR tenWheeler 1095 (not to operating
status however). Other locos preservation projects
are also in mind. As for now, we are recruting new
members, and any
of Canadian Rail readers are
welcome to join the KRS. Annual dues are only
$12.00. CR HA Division status will be considered if
our membership grows to a fair size.
Mr. Glenn A. Edwards of 14411-88 ave., Edmonton,
Alberta T5R 4J5, seeks the following information:
I am researching my family geneology and find
that my grandfather, David EDWARDS, who
was living in the vicinity of Prescott, Ontario in
was employed by the CPRailway and
to Winnipeg, Manitoba where he
remained with the railway from 1883 to 1984.
He was employed as a fireman but may also have
been a machinist.
Uo you have any historical records that may
me to confirm this information?
Walter Bedbrook Vice President responsable for
membership promotion and revision liaison.
C. Stephen Cheasley, Vice President
Hyrnkow, Director Co-Editor/Production Cana­
dian Railway Museum.
At the Annual Meeting of the CRHA the following
Directors were elected. The Officers and
areas of
responsibility were assigned at the first meeting
of the new Board.
W. Johnson, President
A.S. Walbridge, Treasurer and Vice President
Martin, Secretary
Fred Angus,
Director and Editor of Canadian Rail
Alan Blackburn, Director
De Jean, Director
Ken Goslett, Director responsible for acquisition
In addition the Board of Directors requests each
Division to submit the name of their Director who
will be representing them at the National Board for
the year 1984-85. Each Division is entitled to
appoint one Director to the CRHA Board.
Jim Patterson has been re-appointed as
Membership services for the coming year. The
Board wishes
to thank Jim for his zealous efforts
in the past and
we know they are appreciated by
the members at large.
We wish also to acknowledge and congratulate
our Vice President and former President Mr. C.
Stephen Cheasley on his election as President of
the Montreal Board of Trade. We wish him and the
of Trade our best wishes for the coming term.
Pacific Coast Division
At the Divisions annual general meeting the
following were elected to the executive:
President: Ron Keillar
Vice President: Brian Peters
Secretary: Doug Battrum
Ross Thomas
Director: Rick Shantler
Canadian Rail Director Co-Editor/Production Officers appointed
to positions included:
Hyrnkow, Director responsable for the Cana­
dian Railway Museum.
Dr. R.
V.V. Nicholls. Director and Archivist. Special Projects:
Steve Stark
General: Norm Gdney,
Membership, Telephone Convenor: Bob Kerr
Merchandise Sales, Public Relations: Norris Adams
Editor -The Sandhouse Mervyn Green
Editor –
The Truss Rod Rick Shantler
Calgary & Southwestern Division
The Division held an excursion to Edmonton·
last March using VIA Trains
195 and 196. While
in Edmonton the group had a tour of the Edmonton
Transit Facilities. They then visited Fort Edmonton
for a tour of the Edmonton Radical Railway Society
barn where there are at least 10 streetcars in states
ranging from running order to restoration not
Work on the Milwaukee Road signal continues
at a steady pace. All parts are cleaned off down
to bare metal and a fust wat of primer paint has
been applied.
All six optical assemblies have been
refurbished and reassembled.
By town Railway Society
Restoration will now be moving outdoors as
work continues on the Societys Central Vermont
Crane. More paint needs to be applied and some of
the siding on the boom car shed needs to be
replaced. However
the crane passed the hydro
test and will be fired up for visitors at the Museum
of Science and Technology on a number .of
occasions during the summer.
4~6-2 No. 1201 is 40 years old this year
(outshopped in June 1944). To celebrate, the
Society has just published a commemorative book
entitled 1201 -40 years Old and Still Going
Strong. The 8-1/2 X 11, 32 page book is
the biography of 1201 and the CPR G5 class Pacifics. There are pictures covering 1201 and
1200s birth, 1201s revenue service, re-birth and
excursion service. The price is $ 6.00 postage paid.
In conjuction with the 1984 edition of the
Trackside Guide to Canadian Railway Motive
Power and
Equipment the Society is offering both
books at $14.00 postage paid.
cheque or money order to the Society
Dept C, P.O. Box 141, Station A, Ottawa Onto Kl N 8V1
In conjunction with the 1984 edition of the
Trackside Guide to Canadian Railway Motive
and Equipment the Society is offering
both books at $14.00 postage paid.
cheque or money order to the Society at:
Dept. C, P.O. Box 141, Station A, Ottawa Onto
New Brunswick Division
The Division had a very busy spring preparing for
the opening of the Salem and Hillsborough Railway.
The museum now has some full-time staff to help
with restoration and
Administration. Any
Association members who plan to visit
New Brunswick this
summer should make a point
of visiting the Divisions new museum and steam
Railway Timetables: the famous UK Bradshaws
in its final years 1959/60/61 in fine condition.
More than 1200 pages each. Also British Rail
timetable books for 1959: six volumes
measuring 6 inches. Also U.S. Official Guide
the Railways, various years in the 1940s and 50s;
Also 1971 issues before and after Amtrak. Address
your wants to TIMETABLES, 47 Thoincleffe Park
Drive No.
1103, Toronto Ontario M4H 1J5
CON Railway Museum News
The Museum has published a SOUVEN I R
guide which is being offered for sale for the first
time to all CRHA members. The guide is 44
pages in 8-1/2 X 11 in. format and has coloured
It contains over 42 photos of equipment
in the CRHA collection as well as a complete
roster. A
brief history of the major pieces is also included. This Souvenir
is a must for members
of the CRHA and may be used as a handy reference
of the Associations collection in the future. To get
your copy simply send $4.00 to CRHA SOUVENI R,
Canadian Railway Museum, P.O. Box 148,
St. Constant
P.Q. Canada. JOL 1 XO.
e. uSlne
politicians in Albertas two principal cities
became convinced that the keystone of fut­
ure urban transportation should be light rail tran­
sit. LRT, it then seemed, was an efficient and
pollution-free alternative to the private automo­
bile. But it also proved a very costly one. By the
end of 1984, Edmonton and Calgary will have
committed in total over half a billion dollars to
LRT, most of it coming from the Alberta govern­
ments annual transportation grants. Currently
both cities have ambitious plans for expanding
their systems. But with fewer customers using
the existing lines last year, and no guarantee of
further provincial funding, the wisdom of the
last decades headlong rush into LRT is looking
Edmonton was the first to take the plunge. In
1974, its city council approved an initial 4.5-mile
line, which connected the citys northeast to the
downtown along an abandoned Canadian North­
ern right-of-way. The line ran at grade from the
Edmonton Coliseum to a second station at Com­
monwealth Stadium (then under construction)
and thence to the downtown perimeter, where
it burrowed underground past the courthouse, art
gallery, city hall and main library, finally running
beneath the citys main business street, Jasper
Avenue, for two blocks before ending at Central
Station. The line was officially opened in the
summer of 1978, just in time for the Common­
wealth Games. Total cost: $66 million. Three
years leter a 1.4-mile extension to the northeast­
ern Clareview station was added at a cost of $9.1
After the northeast leg, it was always the plan
to expand the line south, across the North Sask­
atchewan River, to another prime customer-gen­
erating centre, the University of Alberta. But
first came the slow and costly process of contin­
uing to burrow underneath Jasper Avenue for
several city blocks before veering south on 109
Street and emerging at a station near the Alberta
Legislature. Last June, after three years of work,
the first stage was complete – a five-block stretch
from Central Station at 102 Street to Corona
Station at 107 Street. A third subterranean station
was included halfway between these two points,
near the Hudsons Bay store. The total capital
cost for this part of the line was a whopping $95.8
million, of which $34.5 million was spent on the
palatial Corona and Bay stations, featuring chand­
eliers, gleaming
mirrors and chrome and shinny,
dark tiles in lavish amounts.
Originally Edmonton city council intended to
run the southern line over the existing High Level
Bridge. But
negotiations between the city and
Canadian Pacific Railway, owners of the bridge,
have remained
deadlocked for years. So last fall
approved a new plan, calling for constru­
ction of a new cross-river bridge, with an under­
ground line to the university campus on the south.
Projected cost of the three-mi Ie extension between
Corona Station and the university: $120 million.
Nor does it
end there. The citys long-range
plans are
for the line to continue south, at street
level, past the Southgate Shopping Centre to bur­
suburb of Mill Woods. Current estimates
for this phase range between $360 and $415
The problem. of course, is that the city has made
future LRT construction contingent on 100 per
cent provincial funding. However, the current six­
year agreement under which the province dispenses
public transit grants to both Edmonton and Cal­
gary expires at the end of 1984, and there is no
provincial government commitment yet about
what will replace it. Meanwhile, Edmonton has
already pre-spent its share of provincial dollars
through 1984 on the Jasper Avenue extension.
Calgary finds itself in a similar fix. Construction
on Calgarys first leg of LRT began in 1978, just
about the time Edmontons was wrapping up.
But despite the late start, Calgary has actually
built faster and spent more than its northern rival.
Its initial 7.7-mile
southern leg, completed in the
spring of 1981 at a cost of $176 million, runs
mostly at street level from the downtown Seventh
Avenue corridor, then due south along Macleod
to one of the citys most rapidly growing
residential areas. A
second, 6.2-mile line, now
under construction and scheduled to open in the
spring of 1985, starts at the northeastern edge
of downtown, follows the east median of Memorial
to 36 Street N. E., then continues along the
east median of that street to 39 Avenue N.E. The
total cost for this section is $329 million.
But by far the most crucial section for Calgarys
purposes is the proposed northwest leg which would
run from downtowns west end, northward to the
Southern Alberta Institute of Technology and the
Jubilee Auditorium, and thence along the Crow­
child right-of-way to the University of Calgary.
Edmontons southern extension, this line
could make or break Calgarys LRT system by
generating much needed business. But also like
Edmonton, Calgary must wait to see if provincial
dollars are forthcoming.
The province may have reason to put the brakes
to such funding. Since 1974, provincial grants have
totalled $150 million for Calgary and $159 million
for Edmonton, and there have been grumblings
over whether the government is getting its moneys
worth. Most disturbing is persistently low use –
particularly in Edmonton -and the fact -that
numbers actually declined in 1983 over the year
previous. for example, average daily LRT rides
in Edmonton in llovember 1983 numbered 20,000,
down from 22,000 in the same month in 1982.
Similarly, an average of 37,000 Calgarians per
day rode the LRT in 1983, a drop of about 16
per cent from the year before.
Robert Keith, general manager of transit op­
eration for the city of Calgary, blames the declines
on the poor economy. With high unemployment, he
notes, fewer people are travelling to the downtown
core for work while there is also less money avail­
for recreational travel. Moreover, downtown
sites once slated for development have now been
turned into parking lots -and since there are re­
lativ~ly fewer people demanding these spaces,
parking rates have dropped. It is, in short, once
again becoming comparatively convenient and
cheap to take the car downtown.
As LRT use declines, of course, the respective
operating deficits continue to climb. Mr. Keith
notes, for example,that including capital debt
retirement it takes $640 per hour to operate Cal­
garys C-Train. Transit fares in 1983 covered only
38 per cent of that. Even this Januarys fare in­
from 90 cents to $1.00, it is estimated,
will enable revenue to recover only 41 per cent
of operating costs. Similarly, in Edmonton, only
31 per cent of the total 1982 LRT operating costs
of $9.8 mi Ilion were made up at the fare box.
Surveys taken about 18 months after each citys
system started operation also raise doubts about
one of the key selling points of LRT at its incep­
tion, namely that the speedy little trains would
lure citizens away from their automobiles. In
Edmonton, a miniscule 7 per cent of LRT pass­
proved to be people who used to drive their
cars. Calgary fared significantly better; there, 23
per cent of riders had abandoned their automobiles.
Officials in both cities attribute the difference to
the fact that Calgarys system currently runs th­
rough a rapidly developing and traffic-intensive
part of that city, while Edmontons does not.
llevertheless supporters of LRT remain con­
vinced that LRT will eventually prove its worth.
John Schnablegger, Edmontons manager of tran­
sit planning, cites his own departments studies.
These show that if the increased development and
employment projected for the downtown are to
be accommodated, LRT must be emphasized;
the inner city roadways are fast approaching their
capacity. But for the system to be truly effective,
he adds, the southern extension must go ahead –
and that in turn depends on the provincial govern­
For his part, Transportation Minister Marvin
is keeping his options open. He has told the
cities that he hopes to have a new long-term fund­
ing program ready by spring. But he has cautioned
that they should not go beyond initial planning
stages for LRT expansion until then.
Meanwhile, at least one veteran alderman takes
LRTs current predicament as confirmation of the
warnings he issued in those heady days in the
early 1970s. Edmu nd Leger, who has sat on Ed­
monton city council since 1959, recalls that in­
dependent advisers told him at the time that no
city with less than one million population should
consider building a rapid transit system. Project­
ions then showed the
citys population reaching
that plateau by the mid-1980s -figures Mr. Leger
considered hopelessly
optimistic. We were 500,
000 too short and 20 years too soon, he says
now. Moreover, Mr. Leger believes, until a city
becomes much more congested than either Edmon­
ton or Calgary yet is, it is unrealistic to expect
to give up the convenience of the automobile
in favour
of public transit.
I have tried to get around this city on buses,
says the alderman, and Ive come to the sad con­
that the greatest invention of man is the
S. AI berta Transportation.
Peter Clarke, says he is encouraged by the
of a labor management committee
which recently presented a positive picture of the
Newfoundland railway
to the provinces representa­
tive in the federal cabinet, Bill
Mr. Clarke said were encouraged by the survey.
Obviously what were
trying to do is improve
our service and make it attractive to customers.
Certainly thats happened. Weve achieved signifi­
cant improvement in
productivity and customer
satisfaction. This
has been pursued together with
other programs that involve streamlining and moder­
nizing the
Mr. Clarke said another federal assessment of the
Newfoundland railway
is continuing. CN is now in
the last year
of a $77 million revitalization program
was formulated to see where the railway fits
in the provinces transportation system. By the end
of the year consultants are expected to make
to transport minister Lloyd
Mr. Clarke said there will still be a significant
deficit in the railways operation in Newfoundland
CN wants to be compensated for that deficit.
S. Daily News
David Meridew writes
The movie Finders Keepers is coming soon to
your local theater, according to the film preview
showing at a Kamloops movie house.
One of the
of this movie is a passenger train run by a
factitious corporation called AMrail.
The special train is made up ot V IA equipment
of two locomotives and seven passenger
cars. VIA locomotives 6506 and 6511 (ex CN R FP9s) were painted
with red noses, blue sides,
and double stripes under a large AMrail name.
Budd stainless steel passenger
cars (ex CPR) had
the V
IA names painted out but kept the blue VIA
stripe. The last car had AMrail logo mounted in
the neon
light box. The arrangement of the train as
I saw it was; locomotive 6511 on the front, 6506
facing backwards, a baggage car next, then three
coaches, a dome car, one more coach, and a
observation dome car.
Filming the train and actors had taken place
Leftbridge Alberta in the first week of Sept. 1983
but I did not know about the train until Sept. 11.
That same day I located it at High River on the CP R
Fort Macleod branch line, south of Calgary. Motion
picture cameras were set up at the south end of High
River station –
after lunch action consisted of
retakes of actors talking and extras lifting a coffin
(draped in a uS flag) from the baggage car and
it in a white Cadilac hearse. Movie name for
station was Hi~h River.
On Monday Sept. 12 the train was parked at
Calgarys Husky Tower under a concrete parking
lot, with a V I A R DC in front of the locomotives.
Anyone walking in the area would think it was the
V IA Canadian. Tuesday Sept. 13 AMrail was at
Red Deer between Calgary and Edmonton. At
9:30 a.m. the train had to move one track over from
the station to allow the VIA dayliner to unload
passengers. Movie name for the Red Deer station
was Omaha. The weather at Red Deer that
morning was cold and windy. The cast and crew
were huddled in the station (when
they were not
needed to keep warm. I was out side freezing so
I gave up taking photographs and left, thus ending
my encounters with the AMrail train.
On the write up of Vancouvers CPR. steam engine
374 in the Jan. -Feb. 1984
issue of Canadian Rail,
would like to add my observations of March 17,
The exposed
boiler (still on the frame and drive
did not appear to be cut in two as reported.
had been cut away (probably in early 1945)
was the spool valve bore, above each drive cylinder.
This made room
for the old style (sliding valve)
steam chest cover.
374 locomotives sliding valve
and drive cylinder
castings had been replaced early in this century by
more modern spool (piston) valve castings. Thus
this locomotive
that was in Vancouvers Kitsilano
for 36 1/2 years, actually had no valves at all.
Note:-In 1936, 374
was used in the filming of
the movie Silent Barriers. The spool valve
cylinders were hidden behind sheet metal covers
which resembled unusually high steam chests.
Sticking through the
top of each fake steam chest,
was a steam exhaust pipe, which went at right
into the smoke box.
Note:-Locomotive 374 drew the first transcon­
tinental Passenger train into Vancouver on the eve,
23 May, 1887, and not in 1886 as reported in
Canadian Rail (from a newspaper article). 374
was built at Montreal, June, 1886, and presented to
the City of Vancouver on Aug. 22, 1945. Placed
at Kitsi lano fall 1946.
resident Margaret Atkinson when she presented a
during a special opening ceremony for the
relocated Gibbons water tower at the Alberta
Pioneer Railway Museum.
Mrs. Atkinson, who presented the flag to APRA
president G rant Dewar on behalf of M LA Myrna
Fyfe, has many fond memories of the tower, after
growing up in the house right beside it. Her father
worked as the pump man at the tower for 43 years.
In those days not many people had recreation
or play rooms in their homes so we used the tower
as our family room, she says. We would entertain
hobos there with our wind-up gramophones.
She remembers her father letting the jobless men
warm inside the tower. He kept a big bag of
potatoes and steel rods by the pot belly stove so
they could come in out of the cold and have some­
thing to eat.
Her 89-year-old mother still lives in the railway
house, where the tower used to stand.
Mrs. Atkinson is pleased that the tower is on
display, saying that future generations will be
to see how the railway system worked in that
period of time.
Another exhibit at the museum which will help
show railway history is the St. Albert Train Station.
It was moved in 1972.
All the work needed in organizing and erecting
new attractions has been done by volunteers.
The Alberta Pioneer Railway Museum is a non­
profit organization with over 250 members through­
out western Canada.
Lon Marsh, a
member of the organization, says the
members are working with the concept that the
museum is to resemble a working railway yard in a
town or city from 1900 to the 1940s, when
the steam engine left the rails.
The oldest piece of rolling stock in the railyard
is a colonial rail baggage car dated back to 1877.
Mr. Marsh says the museum is having an excellent
tourist season so far this year.
Its been fantastic, he says. We are open all
weekends and holidays and we may even start
staying open all week.
The eventual goal of the APRA is to expand out
to the Namao Air Base, about three miles away.
Efforts of people like Mrs. Atkinson and the
APRA members are paying off and the public is
taking notice of the history of the railway.
Redwater Tribune
ness has been declining since
1980, but officials
of the line are optimistic that the low point has
been reached. With a number of irons in the fire,
they predict that an economic comeback is in the
General manager Edward Lewis said that several
factors were holding the 99-mile line, once called
the St. Johnsbury & Lamoille Railroad, in doldrums
that began four years ago with a merger of northern
New England lines orchestrated by Guilfort Trans­
portation Corp. of Connecticut.
That elimated overhead traffic-freight en route
That elimated overhead traffic -freight en route
to other destinations -that the Vermont railroad
counted on for half its revenues. Since then, ship­
from local industries has fallen off, culminating
in the November shutdown of Easter Magnesia
Talc Co. in Johnson, which had suppl ied half the
lines local shipping revenues.
The Legislature responded to the roads possible
demise by appropriating $125,000, including
$80,000 up front -two months of working capital
for the railroad. The railroad, which runs from St.
Johnsbury to Swanton, is owned by the state.
The talc mills new owner, Acqui-Talc, resumed
production on a limited scale two weeks ago.
Lewis said his firm was seeking rail cars
for Acqui­
Talc and was confident the mill would be!1in to
increase production and shipping.
November, the mill filled as many as 30 cars
month. Lewis said there was a chance that
number would eventually be equalled or exceeded.
In addition, he said, Masonite Inc. in Morrisville
was negotiating to purchase or lease ag~in the
building it rented from Howard Manosh. Masonites
production has halted, but once an agreement is
reached, it could add significant revenues to the
Lewis pointed
to a plan by the Burlington Electric
to contract with a wood chip supplier
to build a rail-loading dock in Hardwick. That
would mean more traffic, but not necessarily
significant revenues, since wood chip transport­
has become quite competitive.
for local business to rally is just on of the
critical factors
contributing to the feeling of inertia
LVRR. The most frustrating delay has been
caused by the federal Interstate Commerce Commis­
sion, which
has been just sitting, Lewis said, on
the northern
Vermont railroads request to begin
operating a New Hampshire shortline.
That railroad
was owned by Guilfort Transpor­
tation – a conglomerate
put by Timothy Mellon –
which agreed
to allow the local line to operate it.
That was a means of recouping revenue lost when·
Guilford consolidated several New England railroads
and offered cheaper shipping contracts
to Lamoille
Valley customers. The agreement settled
an action
filed against the merger by the local line.
the New Hampshire line could mean
as many as 1,400 cars a year from paper
mills in Gilman, N.H., Lewis
said. Business at those
has been picking up and ICC delay is costing
us money while they drag their fee, he said.
us money while they drag their feet, he said.
Assuming the railroad begins operating the New
Hampshire line and local industry picks up
the next month or so, there is a chance the entire
of the Legislatures loan will not be used, or .
that it can be paid off earlier than anticipated,
Lewis said.
There is a lot more sunshine on the horizon than
seen in a long time, Lewis noted.
S. The Times Argus
the end
of the line? Not quite, perhaps, but
for CN Rail, that day is now in sight, thanks
to advances in train electronic systems.
Before long, the familiar vehicle may
be replaced
by a. modest-looking black box known as the
of Train Unit. The ETU is designed to carry
out monitoring functions now conducted from the
caboose, more accurately
and at a far lower cost.
normally accommodated in the caboose
would travel instead in the locomotive
CN Rail has a substantial investment in cabooses a
of just under 1,000, with a current price tag
of $175,000 apiece. But the cost of operating
is also substantial. CN Rail estimates that
caboose less operations would result in savings of
$30 million annually.
Since June 1983, the railway
has been testing ETU
with impressive results. More than
23,000 kilometres and 560 operating hours have
been logged in tests all across Canada under summer
winter conditions, with a reliability factor of
98 per cent. These tests were performed with both
the ETU and a caboose on the train.
Now CN Rail has applied to the Railway Trans­
port Committee of the Canadian Transport Commis­
for permission to conduct further ETU tests
minus the caboose under RTC supervision. The
Un ited Transportation Un ion wi II be invited to
participate in the experiment.
When attached
to the last coupler of the last car
of a train, the ETU monitors air brake pressure at
the rear
of the train. Data is transmitted by radio
to a corresponding device in the locomotive
cab so that the head-end crew can be constantly
of the status of the system. The steady
flow of information about brake line pressure is
useful to the locomotive engineer in terms of total
train handling
as well.
Canada holds a
lead in development of ETU tech­
nology.Glenayre Electronics of Vancouver, with
advice and assistance from CN Rail researchers, has
produced a unit more sophisticated than any other
on the market and
is currently advancing the tech­
to enable the ETU to perform additional
such as rear-end motion detection.
While the caboose
less train concept is new to CN
Rail, it is not unknown elsewhere. In Germany,
cabooses were eliminated 30 years ago, and next
year, the caboose
will become just a memory in all
of Western Europe.
to home, the Cartier Railway in northern
has been operating successfu Ily without
cabooses since 1963. In the U.S., the process of
phasing out the caboose is now underway, following
a recent agreement between American railways and
the United Transportation Union.
For many years, the caboose served
an essential
and practical purpose. Before development
of the
air brake system,
it was needed by the brakeman
to enable him to help the locomotive engineer brake
the train and
to control the rear portion of the
train should
it become detached.
Introduction of the air brake rendered that func­
tion unnecessary, but the caboose remained
important as a mobile tool and supply depot,
office for the conductor, and crew living quarters.
As a base for crew members conducting train
inspection tasks
and communicating with employ­
ees carrying out trackside visual surveillance, it
played an important role in ensuring railway safety.
But the latest technological and operational
changes have made even these functions redundant.
Improved rolling stock and greater
mobility on the
of todays equipment forces mean that train
crews no longer require the range
of tools and sup­
plies they needed when they had to perform light
repairs themselves.
Data processing systems
have done away with
much of the conductors paperwork. New crew
hostels have eliminated the need
for mobile accom­
As for hazard detection, radio communications
systems, wayside
hot box and dragging equipment
detectors, and automatic signalling systems now permit safe operations
without a rail-end crew.
CN Rail has kept the United Transportation
Union aware of its plans
for cabooseless train
operations. Under terms
of the collective
the union will be involved in negotiations to
resolve any adverse effects which might arise out of
changed working conditions.
With the ETU
monitor ensuring constant, accurate communications from one end of
the train to the
other, eN Rai! is convinced that caboose less trains
can be operated safely while
contributing towards
the goal
of productivity improvement. And event­
the caboose will become exclusively an item of
ilway foklore.
once travelled by the London and Port Stanley
Railroad will be repaired this year by private entrepreneurs,
The Kettle Creek Conservation Authority has
granted a
fill permit to Port Stanley Rail Inc., a
move which
will permit the deposit of gravel to
build up a roadbed partially washed
out about 10 years ago.
Greg Hume
of St. Thomas, vice-president of
Port Stanley Rail Inc., said the move is part of the
continuing effo
rt to open the old L&PS line to rail
excursion traffic between Port Stanley and St. Thomas.
The Canadian
transport commission ordered the
line closed two years ago after Canadian National
Railways, which had purchased the
L&PS and elim­
inated passenger traffic, applied
for and received
permission for closure. A key element
in the closure
was a
CN complaint that washout repairs would be
too costly, Estimates ranged upwards to $250,000.
But a closer look by conservation
authority staff
and Port Stanley
Rail supporters suggests the
roadbed at the washout is in much better shape
than many believed and that it can be repaired fairly easily.
We know
about those estimates, but it sure
isnt going
to cost that much, said Hume, adding he
didnt have a figure.
One difference between CN and Port Stanley Rail,
he said, is that no union labor will be involved,
mainly because its the sma
ll compnnys senior people, such as its president, vice-president and so
on, who will be doing much of the work.
Its railway work, said Hume, who added that
even though hes vice·president, he will be out this
summer repl
acing rail ties, cutting bushes along the
route and spraying weeds between
the track.
The washout, sa
id Hume, isnt as bad as he had
been led to believe.
Les Tervit, general manager
for the conservation
authority, agreed with Hume and said work will
bot be as extensive as often
The authority, he said,
is throwing its support
behind the project and there
will be no problem
with dumping
fill because fill has been dumped in
that area in the past. Acually, the entire CN road­
is a fill.
gh the line was open for a short time last
fall and w
ill open to passengers the first week.end
in May, the grand opening has been set for June
2, said Hume.
eN oHicialS, to whom Port Stanley
Rail pays rent, will be invited aloog with all manner
of local politicians and other dignitaries. It
is our intention that the line be completely
said Hume, adding its hoped a Port
Rail train will pull into St. Thomas within
two years,
The next major barrier north of
Union appears to
be busy County Road 45 routhwest of the psychi­
atric hospital where rail tracks have been asphalted.
The next crossing
is at Highway 4 at St. Thomas
city limit
Work on the washout may not be completed this year, he said, b
ut updating of track to Union from
Port Stanley
could be finished. At Union, work
is continuing on improvements
to the last of the slllall crossroads stations where
passengers once would wait for the train north
to St.
Thomas or
London. A new roof has been put on
concrete building, windows will be installed and
there are plans
to put a display inside.
All similar stations along the line have fallen in
disrepair or have been destroyed by vandals.
Hume said there are hopes
3,000 to 4,000 persons
will take
the rail trip this summer, And surprisingly,
he figures this little firm that thought it could will
begin puffing profits by the end of this fiscal year
-Oct. 31.
S. London Free Press
A picturesque scene at the station at Souris P.E.I. in 1895 soon
after the station JaS built. This station survived until 1971. Ge
orge Leard collection in the P.E.I. Archives.
Canadian Rail
P.o. Box 282 St. Eustache, Que., Canada
J7R 4K6
Postmaster: if undelivered within
10 days return to sender, postage guaranteed.

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