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Canadian Rail 497 2003

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Canadian Rail 497 2003

ISSN 0008-4875
Postal Permit No. 40066621 CANADIAN RAIL
& BOSTON RAILWAy……………………. NORMA yOUNG…………… 228
TO HERVEY JUNCTION, MAY 2003………………………………….. GORDON D. JOMINI…….. 234
TO SENNETERRE IN A PARK DOME CAR…………………………………… FRED ANGUS ……………….. 244
HORSECARS REViSiTED………………………………………………………
…….. FRED ANGUS ……………….. 252
CAR ………………………………………………………. ~ ………………………………………………….. 254
FRONTCOVER: Forty years ago, Christmas Eve 1963, saw the CPR station at Mont Rolland, Que. illuminated, awaiting the arrival oj passengers coming up north jor the holidays. The track is long gone, but the station survives as a community centre.
by Peter Murphy
BELOW Former Long Island Ratl Road locomotive 616 at the rear end oj a special excursion train on the Quebec Central Ratlway
at Vallie Jonction Que. on October 12, 2003. The 616 has no traction motors, but serves as a contlVlunit.
by Fred Angus
For your membership in the CRHA, which
includes a subscription to Canadian Rail,
write to:
CRHA, 110 RLie St-Pierre, St. Constant,
J5A 1G7
Membership Dues for 2003:
Canada: $40.00 (including all taxes)
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Other Countries: $68.00 Canadian funds. Canadian Rail is continually
in need of news, stories
historical data, photos,.maps and other material. Please
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F. Angus, 3021
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EDITOR: Fred F. Angus
CO-EDITOR: Douglas
N.W. Smith
W. Bonin
LAYOUT: Fred F. Angus
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The CRHA may be reached at its web site: or by telephone at (450) 638-1522
Two Early New Brunswick Railways:
The European & North American
New Brunswick Railway
from Engineering, 21 March, 1879
and annotated by Herb MacDonald
Editors Introduction
This article provides a second sample of the content in the 49-part series on Canadian railways which appeared in the
British journal
Engineering over the period 1878-81 (see my outline in Canadian Rail, # 489, July-August, 2002). The content
marks the 150th anniversary
of the sod-turning ceremonies for the European & North American. These took place in Shediac on
8 September, 1853, and a week later, on
14 September, in Saint Johnl.
As with the sample from
Engineering dealing with Cape Breton mining railways published in Canadian Rail # 492, a
considerable amount
of original text dealing with the historical, geographic, and economic background has been edited out. The
Engineering version did not include any illustrations. Those provided are offered as examples of what might have been used at
the time
of publication in 1879. Notes have been added for several purposes. Some help to clarify points regarding the c.?ntent.
Others direct the reader to
either primary source material such as that available in the Canadian Institute for Hi·s~Qrical
Microreproductions (CIHM) fiche series
or other important modem studies, some of which may not be known outside the
[ …. )
indicates an editors insert and …….. an editors deletion
European & North American
The town of St. John is now rapidly rising from its
ruins4, and before the anniversalY
of its destruction probably
half of the burnt district will be restored by a class of buildings
if not superior to those that they replace.
The River St. John, after a course
of 350 miles from the
North Allegheny Mountains, here empties itself into the Bay
of Fundy, presenting at its debouch the phenomenon of a
double reciprocating waterfall, the high tide
of the harbour
rushing into the river with almost the same impetuosity that
the fresh water falls into the harbour at low tide
…. The cause
of this state of affairs is the narrowness of the rocky gorge
that almost bars the outlet, less than 500 ft. between the
projecting capes
…… Across this narrow outlet a suspension
bridge, with a span
of 680 ft., has been thrown 80 ft above the
water. But the projected railway bridge
is still unsettled, and
at present the prospects
of this being completed as originally
intended are not promising …. , that portion
of the European
and North American east
of St. John being now included in
the Intercolonial system which here tenninatesS.
The railway with this high-sounding title was
originally started in Portland, Maine, intended to connect
that city with Halifax. The railway system was at that time
extended east from Portland
135 miles to Bangor6 in the State
of Maine, and the European and North American was to
continue this
to Halifax 470 miles further. The Nova Scotia
in negotiating with the Colonial Office for the
means to construct the Intercolonial Railway, deceived
themselves into the idea that the Imperial guarantee extended also to a line to the borders
of the United States, and although
on looking over the correspondence there.seems now nothing
justify this impression, still it became so completely
expected, that at the Portlandconvention
the means to
complete this long line were represented as limited only to
the wants
of the section between Bangor and the provincial
line 114 miles [away]. When the negotiations fell through
Mssrs. Peto, Brassey, and Jackson actually closed a contract
for the 240 miles in
New Brunswick, including the still
uncommenced bridge over the St. John ….. [This venture was
taken over
by the New Brunswick government and the section
of Saint John was completed in 1860. In the mid-I 860s,
the Western Extension from Saint John to the US border
was built by a new private company.] All
[of the proposed
line] but the bridge is now completed
But the scheme for a
management for the purpose of making this line a
through route from the United States,
in connection with the
Atlantic traffic
, is forever dissipated.
The present European and North American line [from
Saint John over the US border to Bangor
] is now the property
of two companies, by no means working harmoniously,
dividing the road
…. at the boundary line, 95 miles the British
and 114 miles the American
sections. It commences
on the
opposite side
of the harbour to St. John, where it dispenses
with the fonnality
of station accommodation, the train being
down to the ferry landing, alongside the public
thoroughfare. From this starting-point the railways skirts the
to the harbour, and winding round the shore to get
the necessary elevation,
in three miles it reaches the point
from which the
approach to the intended bridge was to
commence, the extension to the ferry being the property of a
subsidiary company.
Following the valley
of the St. John River for 20 miles,
the line then enters the Nerepis Vaney; where some good land
and fme scenery
is passed, to Fredericton Junction, 45 miles
from St. John, from which point the main line turns westward,
and at
85 miles crosses the New Brunswick and Canada IS, at
point [at that time known as McAdam Junction, now
McAdam] 42 miles from St
Andrews and 52 miles from
The ceremonial cart and spade used by Lady Head and
Governor Sir Edmund Head at the E&NA sod-turning
ceremony in Saint John on 14 September 1853. They were
used later in similar ceremonies
for both the Fredericton
Branch Railway in 1867 and the New Brunswick Railway
in 1872. Now in the collection
of the University of New
Brunswick Archives, they are on extended loan to the
Moncton Museum where they are presently on display.
of New Brunswick Archives
LEFT The entrance of the Western Extension of the
E&NA into Saint John before the bridge was built across
the Reversing Falls.
ABOVE: The entrance into Saint John
of the E&NA line
from Moncton. By this time the line was part of the
1ntercolonial Railway. The name Celebration Street refers
to the celebration of the sod turning in 1853.
Both these maps are from Roe and Colbys Atlas
of Saint
John City and County, published in 1875, two years before
the fire which destroyed a large part
of Saint John. This
atlas contains
many maps, some in considerable detail,
showing railway facilities. Collection
of Fred Angus
LEFT Robert Jardine was President of the E&NA company
when the
first sods were turned in 1853. A Saint John
businessman, he was also President of the Saint John Gas
Light Company and the New Brunswick Electric Telegraph
Company. He became Chief Commissioner
of Railways for
the New Brunswick government a few weeks after the first
of the then government-owned E&NA opened for
service in 1857 and presided over the completion of the line
from Saint John
to Shediac in 1860. Two years after his
death in 1866, a loco built
for the E&NA section of the
1ntercolonial by Fleming
& Humbert of Saint John was
named the Robert Jardine. For a detailed biography, see
of Canadian Biography, vol 1X, 409-411.
Public Archives
of New Brunswick; photo # P71131
European and N olth American
Railway. .
N andllftnr 11(J~jJA.Y. tl)~h in.t.., a. 11..8­
. BENGEl<. TttA,[N will ld:u( he SLn.tio/l a1
~llH ~t.r!(t,! JurUallfl £j ri;lt U{},QfJted,} U-1 H CIlrdlCf np·tice.~
For l1o:r.d r M.a.rtA.
At 9 0 01001<, A. )( , l2 o,clQG~, (nona, } r.nd
AI. 4, IIndG fIc1cl{, P.tllL
And j Iltu.m, (~4 rJllIfj f!t#.d of !If,/NA,
.A t fi.3-; ..,. ~ •• fill)
4J l~UI.!i. 2.:fli, .. :n. r;.nd /J,;14 f M.
Catti,,!! nt Fut(oll)/Il,,, PbTCt!S 1
OkROIHi :-;rl{~~T, neIU tn~ tllthy Chnrc::h.
o H. lHlltT 1.s,N~,
J1ltUUT1[ r.A~Y.,
Imt8& ~t 11;Y, }hH:~~,
1)(I~a, A!: 11 1 …. :1 JL
,Singh~ Pa!l~iJW1, lld. TfckctJII Itt RII,UW1
{If!!,.cC, 50 Cor2IltS. W, H. :-leo v fL.
Chn.i,rm:m nFltai1wlj Boatd.
Ra.IlIII/I. Conlrtd~lf)flDrpj. ()1ftM~. I
17th,JI,l!v. rWi7.-lm (
The first E&NA timetable which appeared upon the
introduction of passenger service on a short section of track
in the east end of Saint John in July of 1857. A comparable
short section opened on
the Shediac end of the line later in
the sumnJel: The Morning News of 26 August 1857 had the
original timetable
for that section.
Saint John Morning News
and New Brunswick Railway
Advocate, 20 July
Woodstock, where the trains are arranged to meet and
interchange from all four routes, St Andrews and St.
Stephens south, Woodstock and Houlton north, St. John to
the east, Boston, Portland, and Bangor from the west.
Six miles beyond McAdam Junction the St. Croix River
is crossed, and immediately on the American side is the village
of Vanceboro in the State of Maine, and the European
Railway of the American company commences. This latter
line was opened
in 1867 to Mattawamkeag, 58 miles from
Bangor, and for some time was a good paying property, but
after the completion
of the line from St. John to Vanceboro in
August 1869
the connection was pushed through a desolate
wilderness, and soon
[1871] completed. A fusion of the two
companies took place
in December 1872 which resulted in the
collapse and bankruptcy of both. Recriminations
ensued, a seizure was made by the bondholders of the
sections separately mOltgaged, and both lines are now worked
by the receivers
of the two companies for the benefit of their
respecti ve bondholders.
The Fredericton branch, 23 miles long, making the
to St. John 68 miles, is a separate companyl and so
This stamp was one in a set of six first issued by the New
Brunswick government
in May 1860, reprinted in 1864, and
lIsed until just after Confederation in 1867. While the design
was generic, the stamp was certainly issued
to celebrate the
1860 opening
of the E&NA between Saint John and Shediac.
Editor s Collection
far has kept clear of fmancial embarrassments. There are no
works or bridges
of any magnitude on the route. It is a surface
line all the way, and the 10,000 dollars per mile given
by the
together with 80,000 dollars from the city of
Fredericton, probably nearly finished it, the balance being
found by local parties to whom the outlet was of more
consequence than the direct profit of their investment.
Cutting the roadbed for the Western Extension s Carleton
branch which ran down to the west
side of Saint John
The downtown core of the city on the opposite side
of the harbour is visible in the background. During its
lifetime (J 869-83) the CIN published many illustrations of
early Canadian railways, all of which may be found in the
National Libral
Ys online database of CIN images at .nlc-bnc. caicin>
EJ Russell in Canadian lllustrated News, 22 April 1871
The navigation is good to Fredericton, and steamers
ply regularly to St. John during the time navigation is open
Formerly a regiment of soldiers was stationed here, and this
was the principal depot for the lumbering supplies
of the
J …. 1JIli ·r-.:q.·rl~( 0 .. ,111. MI.l,lr _.1,1 ·t1 .. tvpJ. .J,
1,.laeHInti,rLD I~ –CT I!f }l1CoI1 ~.
(i{t ~. _7 :/ .1/ ~./
~r(&i,l p.:. r:r-o.{ . .)1/… -. ,fry 1&-… ·NT) .. ~ (r/ .)(,1 m.>I.
~~~~~~~~~~~;~~~~~~! -,
A gilt-edged investment made
in 1870, shortly before the Western Extension linked up with its American counterpart to open
service between Saint John and Bangor. While the shareholdel; Charles Burpee, has not been identified, the surname
interesting. The chief engineer and surveyor for the Western Extension company was E.R. Burpee.
Public Archives of New Brunswick; file # MC31390lB
etj OImCf.ffI,(Je
Engines, on b 11, D iIv~sions ot oft e a~ waJy, 11, R Z 01 t ye(JfJ en d ~ng
31st Ootober, 1859.
00!l81J!1ll10lf 01 . !LlUGB 01 OUB. Total
Steam. Run.
Wood. Oil. Tallow. WIlIIW. A B 0 D E Mileage.
————= —-

.; Hercules. •.. .. ..•.•.•••.• 821 5.1111 18537 61.1)0 18.50 91.50 4602 4570 264-9 8Q06: .. 14827

Sa.mpson. ••.•..•..••..•• . ~ . 1090 6638 25884 85.76 4.00 186.50 6086 !leil8 2864 2709 17641
Soadouc. …………………. 1981 S599 21625 115.12 8.50 226.00 M59 5~8 8060 8647 .. 11669
cJJ Saint John. ……………… 8455 14490 12986 67.38 1~.75 1~.50 3306 3188 2021 24659 62811 95485
KennebeOBsis. ……….••.. ,. 2849 9685 1198 4.50 8.16 1.00 808 608 169 5474 15808 82862
Petticodiac. ………..•.•..• 3727 14417 11776 65.00 116.50 144.00 1281 1iOl 812 21136 109061 188691
AuagIlDce. …………. .•. 2992 11846 28152 182.00 889;00 82&.00 841~ 6026 1320 22842 14-084-62190
Loost~uk. ………………. 3010 1R128 28948 120.00 445.15 32~.50 8897 8130 4556 14079 10541 45109
Ossekeag. …………..••.•• 7911 18037 60.16 228.60 188.26 5168 4604-8881 8961 261162 49722
Apohaqui. ………………. SSII 4677 122117 58.88 179.50
10.,0 I 4go,
4711 8198 58111 .. 19219
II Sussex. ..•……. , …..•.•.•. 176 661
16~~.16 4~~68
8166 140 8295
Tota18~ …… 22686 96794 114290 160.89 1624.16 44429 24580 116641 298508 582126
Pa88. aod Freight Traic, Sbediao .. 2910 11985 65946 224.60 26.00 866.110 16091 16011 8678 9862 .. 50048
Ii OODst. Tnio, Seo. 4, Salisbury …. 982 2488 .. 81.87 . . 94.60
· .
.. .. . . ..

Pass. lIod Freight Train, St. Johu. Mi92 29869 11208 832.68 1142.76 166.10 82811 28U8 16007 18580 96816
Coust. Train, Seo. 1.2,3,4, St. Johu 2884 1085. ~0661 117.02 261.26 288.50
· .
.. .. 20917 4U1 26068
Conet. Train, Seo. 5 aud 6, St. Johu 9261 84-611 . . . . . . .. . . … . . 86189 298691 829186
Coust. Tr~iu, Seo. 1. Hampton …. 2017 8911 10471) 48.31 94.76 142.60
· .
.. 22588 .. 22588
Couet. Train, Sec. 8, Hampton …. 331 1878 .. . . ., .. .. . .

7956 .. 1965
Const. Train, Seo. 9, HamptoD ..•. 68 III ..

.. 11 ..
.. 60 110 820
Totals, ..••.. 22586 160.89 1524.75 11162.16 48968 44429 24580 1IIi641 298508 532126
Roster and performance of locomotives of the European and North American for the year 1859. Compare this with the 1867
report opposite.
port of Railway Commissioners of New Brunswick, 1860
St:.I,l.E~mNl r JJO(XtMOll 17<.1.
…• I .••.. __ .• ~ ••. _ •• ~ • _ … I. • ,,,, .. ,,! ………. -•• ,, •
,_ …. ….. • • ……. • •• I • ~. ., I ~ __ . It ,. …. . ,p, ….. , f .~ ••.•
. n •. t …….. _. …… , , .. ~-•..•. __ •…. __ i., •••… ,
T … U …….
fi,r .] It. UII lu I t1} :11: IlIll~ Ir 1l~1;I, 1, ~f Odt~J, b 1 H .. >. ~lli ,JI.:1, 111 1;1 ~E.~;..-3, i 111 n~lu; lu I
I !,.it. t, ll1 I ….. ,..u Jil le … ,fJ: II …… ·
ll) lbdCzw,
i .
If I, Hot •
I t~.I~tr,
1 ….. 11,1
·ill .. ~1
Ij Jj_ >.
I I ~IJ1
::., .. iU:1
I r:i.i lI~
1 ;I),~ ::il::i~
•. ,. I.
I .• ··,IJI;
Ilj~ ;~I1,~
~1.I.I1J Lt:1. 1-tU,! 1W !Un I·, rlll.-H-.
~!,;>lO 1.101,li~
;>011 .t.!1 l.~~~.~l
IJ I :i~cl ., , w
.. !1;.;p…. ! :i.!-,l 1
,w, j 2.,0 111~1
l.J,ilJl I … ·, ..,
~,~, ,11.,
The roster of the government-owned E&NA on the day before New Brunswick became a part of a new nation, the Dominion of
Canada -a development which led to the line becoming a part of the Intercolonial Railway.
From Railway Commissioners Report, 30 June
1867; in Journals of HOllse of Assembly of New Bnll1swick, 1868
of the broad-gauge locomotives of the Fredericton Branch Railway photographed in Fredericton sometime between the
s opening in 1869 and the destruction of the Exhibition Building (seen in the background) in a fire in 1877. On the left is
Alexander Boss Gibson, a director of this line, who was also the key organizer of the New Brunswick Railway on the other
of the river. Under a magnifying glass, the bllilder s plate (attached to the frame between the drivers) shows the engine
came from the Rogers
work::; in Paterson, New Jersey. Public Archives a/New Brunswick; photo # P5/874
……. .
ro,: I-:
EXIT.N.5[(~Yl }-.A.,fi B I, fNT :lID
I ,~ f jl ~ • ! I .

., .r7c
, t
.411 1872 P(lSS u/ The EUIopean (lild NUI/h AI1ICli((l1l
R(liilml Ii)! ty/ension /iOl1l Saill/ john We.l/lm/d Thi,l
llielch IJOilie 1t(J.I seldolll used, i/ I(lS COlllillOllir called
, ,
III( Hleslcnl f.Ylel1sioll Collcctioll 0/ FIed Allgus
nver wlJich lVere laken f!Om Ihis point by a class or steamers
wheelbalToll boalS rrom Iheil general arpearance:,
with one big wheel projecting behind a
nd (I l)air of engines,
one on each outside
gUald or platform, with il long wooden
connect i
ng rod to tile overhanging pildclle sha n, These boalS,
130 to 14() ft, long and 20 or 22 ft, wide, I)erfectly square in
section, and built of very light scantling, when nell would
draw only 18 and 20 in, or water, and coulclmake their way up
rapids ILInning eight or nine miles pel houl. Except in tile low
water of July and August, they workeci regularly ur 10
Woodstock, 67 miles, and in the spring of the ycar, 70 miles
rurthcllO llealllle Grand Falls, where
the River SI. .lohn 101l11s
a ,erics or cascacks, the rrincirlll one 75 n in height, and
others With the intervening rapids aggregating another
IThe ;ew Brunswick Railwayl
The compl
e:tion of a narrow gauge1 railway up the
nver [north of Fredelicton] has stopped the operations of
the:se ur-river boats and wheelbarrows are no longer to be
found in these waters, The operations of the railway, the
abstraction of this up-river traffic, the removal of the troops,
and a se
ries of destructive fires, have all been injurious to the

, , ,I ~ 1
prosperity or Fredericton, and Ihough a prcill lillie: plilt<, it
is as a city se,JIcely a ,ccess
the OI)I)(),itc side ()i tile rlcr, I , II I_~
callcd (Jihson Ironl ii, enlCIl)ising Ollller lIllllh/I,· I.,
IliJlT(1I gallgc I

  • way up thc RilCl SI. J()Il, ,Jlld \ill 111(1)<11111 !LII,I I
    to Ihe l.ittle I ails, 31 Iniles bOle tilc (,,IIIt! I.llk ,111,1 v
    tile raiillilY 197 miles r,om 1:,edCliclon, AI pl~:111 II 1111111 lilt!:
    to (aliboo in tile Siale or flainc, I ~7 mtie> <.:lIl1n·I 1111 II il
    thc lores. its princiPdl inicillioll bcing to IWI1 tlI IJ I
    11IInl1ering Purl),e, At Akk hedcrictoll. brallclJ tcn miles long CJOl Illl 1 11
    River to WoodSlock, lilllning a second line 11111,<11 III, 1;1
    and Fredelicton, Tile ,iunclion between tilis 1.llhl; ,I td tile
    New Brunswick and Canada at Woodstock
    hilS I,,,t llC1l
    cOIllI)leted and as tilere is a dilTerencc in tl g,IIl IhiL !S
    perhaps llO great object in Ilaving it. l3ut wile Il,e 1;111<,., S
    complete to the SI. Lawrence, 70 miles beyolltl its t,IIllIIII ,It
    I.ittle falls, tile connectioll at Woodstock 1111111d IK11 lip a
    roule rrom SI. John to Quebec, tlllIgll ( ,IllIldl1
    territory and only 3()O miles to the Riviere du I,nup, II Ilelc lillS
    r the In~elcoloniill,
    The Nell Brunswick Railway, as this IHIIT)I ~ line is called, has been built on a new finallllal );lS I he
    gave: tlle:m no cash subsidy, but (l deed nl /(1,1)1)0
    ollners of
    tile line: are looking more to the lumbelJlll-1:1, JlIies
    afforded by lile road 101 a return than to the: lI,lJJie cn Ipts,
    thcse arc nol tile gauge or tile value or the 11Il..: lit.:, .lIal
    01 c()liecting tile renlal or Ihese forc,t 1.11 ,h by
    is callecl stumpage, in other words, counting Jill 1lIlllpS
    0[ Ihat live orciinary spJUce trecs will make 1000 n SlIlwiliL:i.t1 of
    boards an inciJ thick, so that this stumpage 101,11, ;1 tllkl~lhly
    acclIIate basis for estimating the quantity oC tilllbCl ellt oil by
    tile lessee, a
    nd as a spruce tree grows surficiellily 10 I,mll a
    log in about foul1een years, the same land ,ay he cut
    over with advantage eve
    ry five or six years, and a sufliclent
    of logs be obtained to pay for the cross road~ to the
    railway track,
    I roJ •
    ;,) .. ~ .
    . .
    (: I:
    VOIIII/OIlII (Jiuson ill 1877 Sholling (he l1Iail1 leJlI/ina/ Ificililie,l o/Ihe Nell Bnmslllck RaJ/II ({I , across Ihe SI j//II Nil IT 1-,1111
    FIOI7I A//lls 0/ YOJk Coun/), Nel Brunswick, Fredcricton: 1Ia/fpll1l1,l & (0, 1878, p 11
    The New Brunswick Railway was often referred to as the Riviere du Loup Railway, an indication of the projected northern
    terminus, despite the fact that the line didn
    ~ even get as far north as the Quebec bordet: This popular~ name was also used
    by the company itself even though it had no legal status. This
    3 ~6 gauge tank loco (Mason Works # 509) was one of a pair
    built for the NBR by Mason Machine
    Works of Taunton, Mass. in 1873. A single and slightly smaller tank had been delivered
    in 1873 and four more 0-4-4-0Ts were provided by Mason in 1874. A photo of one of the 1874 engines in NBR livery
    in Robert Leggets Canadian Railways in Pictures, 1974, p 16. These seven locos were all of a type which originated
    with Robert Fairlie, a leading figure
    in developing new designs for narrow-gauge engines in the UK.
    Private collection
    1 The key original account of the festivities in Saint John is
    that in the Saint John Morning News and New Brunswick
    Railway Advocate,
    16 September 1853. For a composite report
    drawn from a number
    of contemporary newspaper stories,
    see John Willet,
    How Saint John Celebrated In The Good
    Old Times,
    Collections of the New Brunswick Historical
    # 11, 1927, pp 238-76.
    The most efficient way to mine this rich collection of
    documents is through its online search engine at> where one can search the collection
    by keyword, author, title, or subject.
    The actual documents
    are still only available in library collections
    of fiche but the
    search engine will readily identify items
    of potential interest.
    3 The articles title, which intimates that the E&NA was
    railway is in tlUth a bit misleading. At various times between
    the Portland Railway Convention
    in 1850 and the publication
    ofthe original Engineering article in 1879, the name European
    and North American referred to a
    number of different yet
    related projects. At the Portland Convention and afterward,
    it refelTed
    to the idea of a railway from POltland or Bangor
    either through southern New Brunswick or through and
    beyond New BlUnswick
    to Halifax. After the Convention, the
    name was also attached to four actual railways.
    (I) A privately­
    E&NA was incorporated in New BlUnswick in 1851 to
    build from the US border through Saint John and Moncton to
    Northumberland Strait. (2) In 1857, that private company was
    over by the New Brunswick government which built
    from Saint John eastward to Shediac (without attempting any
    work on the western section between Saint John and the US
    border). This line retained the E&NA name under the
    ownership of both the New Brunswick government and the.
    post-Confederation national government until the full 1876
    of the various eastern lines that became part o(
    the Intercolonial Railway. (3) In 1864, a second privaieiy­
    E&NA was incorporated in NB to built fi-om Saint.
    John westward to the US border. This line was commorily
    to as the Western Extension -the name that will be
    used for it
    in the notes below. (4) In Maine, the E&NARailway
    Co of Maine was incorporated in 1850 to build from Bangor
    to the Canadian border.
    It was reorganized in the 1860s and
    eventually built the trackage to meet the Western Extension
    at Vanceboro in 1871.
    Sources dealing with these various versions of the
    E&NA include
    CW Anderson, An Historical Sketch of the
    & North American Railway, and RI Stronach,
    The European and North American Ry, both in Canadian
    # 206, January, 1969; David Nason, Railways of New
    Fredericton: New Ireland Press, 1992, pp 11-29;
    and Nick and Helma Mikas
    Illustrated History of Canadian
    Belleville: Mika, 1986, pp 77-90. More detailed
    is found in AW Baileys study, Railways in New
    Brunswick, 1827-1867, MA thesis, University of New
    Brunswick, 1955. WS MacNutts New Brunswick: A History,
    1784-1867, Toronto: Macmillan, 1963, provides a good
    analysis of the evolution of the E&NA idea from the Portland
    Convention through the Confederation debates. MacNutt
    offers a palticularly interesting perspective on the extent to
    which the Western Extension project was a competitor to the
    of Confederation and its associated plan for a publicly­
    owned intercolonial railway in the years prior
    to 1867; see pp
    334-39,379-84, and 411-13ff. Last but far from least, see AA
    den Otters . The Philosophy of Railways: The
    Railway Jdea in British North America,
    Toronto: University of Toronto Press, 1997, chapter 5, pp
    126-157, for a detailed assessment
    of the E&NA concept and
    its constituent components within the conflicting proposals
    for east-west and north-south railways
    in New Brunswick.
    For documentary records related to the evolution of the
    E&NA, the prime sources are the annual Journals
    of the House
    of Assembly of New Brunswick (JHANB) and material
    available in the CIHM series.
    4 The city had been devastated by a major fire on June 20,
    1877; for a contemporary account, see George Stewart
    Jr. The
    of the Great Fire in Sf. John, N.B., June 20th, 1877,
    Toronto, Belford Brothers, 1877. Also R.W. Conwell, A History
    Of The Great Fire in Saint John, Boston: Russell, 1877.
    5 Despite the hoopla
    of September, 1853, little was actually
    accomplished by the privately-owned, New Brunswick-based
    E&NA on the section east
    of Saint John. See Public Statutes
    of New Billnswick (PSNB), 1851, Local and Private Acts, ch
    1, for the incorporation of the original New Brunswick
    company. The act is included in the CIHM microfiche series,
    # 48623. John Wilkinsons survey for the line eastward from
    Saint John is found in Reports on the proposed line of
    railway between the city of Saint John and the harbour of
    (Fredericton: 1. Simpson, 1850), CIHM # 22222.
    Wilkinsons survey
    of the section from Saint John to the US
    border was carried out the
    following year and printed in
    JHANB, 1852, pp ccliv -cclxvii in the unnumbered appendix,
    Railway Correspondence..
    Despite this reference, at the time of the Portland
    Convention Bangor had not yet been joined to the evolving
    American railway network. This connection was not made till
    the opening
    of the Penobscot & Kennebec in 1855. In 1862,
    that line and the Androscoggin & Kennebec were
    consolidated into the Maine Central, the line which would
    serve as the onward link to Portland and Boston when rails
    finally connected Saint John and Bangor in 1871.
    7 . This conference was organized by John A Poor
    of Portland
    in July, 1850 and attended by American railway promoters as
    well as representatives from the New Brunswick and Nova
    Scotia governments. The prime goal was the development
    a rail link from Portland to Halifax, but it was also proposed
    that an attached line would branch
    off in New Brunswick and
    run to Quebec City and Montrea
    l. While the Conventions
    focus was on the Portland-Halifax route, and the idea
    having this line connect with trans-Atlantic shipping in either
    Shediac or Halifax, it
    must be recalled that the St Lawrence &
    Atlantic was then under construction from Montreal to
    Portland. Completion of this Montreal-Portland railway
    (which opened in 1853) along with the E&NA from Portland
    to Halifax (as envisaged at the Convention) could have given
    Portland a key role in overland transport between Montreal
    and the Maritimes. One
    of the best sources to provide a sense
    of the conventions deliberations is A Plan for shortening
    the time
    of passage between New York and London with
    uments relating thereto … Portland: Harmon and
    Williams, 1850; CIHM # 22200. John A. Poor appears in the
    of Canadian Biography, a reflection of the extent
    to which his interests and projects involved Canada; see vol
    X, 1972, pp 590-93.
    8 With the collapse
    of the prospect for financial backing
    from the British
    government for any part of the Portland
    scheme involving a railway which included a link to the United
    States, Nova Scotia abandoned the idea
    of an intercolonial
    and/or international line, shifted its focus to construction
    a railway linking key centres within that colony, and left New
    Brunswick to go its own way. The result was the
    establishment of the E&NA as a private company in New
    . Bnmswick in 1 g51.
    9 The bridge was in
    fact built, soon after the publication of
    the Engineering article, by the St. John Bridge and Railway
    Extension Company and opened in 1885; see Nason, 1992, p
    86. A photo
    of the bridge, likely taken soon after its opening,
    appears in Robert Leggets
    Canadian Railways in Pictures,
    Vancouver: Douglas & McIntyre, J 984, p 19, and also in the
    Mikas Illustrated History …. , p 122. The present rail bridge
    over the Reversing Falls is a replacement built in 1920-21.
    10 This refers to the Portland Conventions concept of
    connecting the E&NA to trans-Atlantic shipping at Shediac
    or Halifax and making these ports the key North American
    terminals through which traffic would go on
    to or come from
    Boston and New York via the E&NA and connecting lines
    of Portland.
    11 In addition to the physical gap over the St. John River
    and the division
    of the route into the hands of three separate
    operating companies in the 1870s, gauge gaps also affected
    operations through much
    of that decade. The eastern section
    of the E&NA absorbed by the Intercolonial had been
    converted to standard gauge in 1875 but the Western
    Extension and Maine sections of the E&NA retained their
    original broad
    (5 ft 6 in) gauge. By the time they had opened
    the route from Saint John to Bangor
    in 1871, the Maine Central,
    running south from Bangor, had also converted to standard
    The Saint John to Bangor lines fmally converted to
    standard gauge in 1877 and it was only at that
    point that
    traffic could
    nm through from Saint John to points south of
    12 Construction of the Western Extension from Saint
    John toward the US border had started in 1865.
    The new
    company had been incorporated in New Brunswick the
    previous year as the European & North American Railway
    Extension Company (PSNB, 1864, chs 42 and 43). See CIHM
    # 23575 for an 1869 collection of documents including the
    s, company charter, and other material. For the survey for
    the Western Extension by
    ER Burpee, see Report of the
    of extension of the European and North American
    Railway to the American boundary and branch line to.
    Fredericton: John Graham, 1865; CIHM # 23297.
    13 Perhaps the most complete account of the evolution of
    the original E&NA project from an American perspective is a
    virtually unknown study done over half a century ago -Elda
    The Short Route to Europe: A History of the Euro­
    & North American Railroad, MA thesis, University
    of Maine, Orono, 1950. John A Poor played a central role in
    American project from conception of the idea several
    years before the Portland Convention through his years as
    of the E&NA of Maine from 1853 till 1866.
    14 This site (the starting point referred to in the next
    sentence) was not the original Saint John terminus of the
    Western Extension.
    The Carleton Branch leading down to
    the harbour, shown in the engraving from the Canadian
    Illustrated News
    (CIN), was built several years after the main
    line had reached Vanceboro in 1869.
    For an array of maps
    showing the harbourside trackage and facilities of the
    Western Extension on the west side of Saint John harbour
    (as well as the original E&NAlICR trackage and facilities on
    east side of the harbour), see Atlas of Saint John City
    and County, Saint John:
    Roe & Colby, 1875; this atlas (along
    with the 1878 Atlas
    of York County and New Brunswick) was
    reprinted by Mika Publishing
    of Belleville in 1973.
    15 In its previous issue
    (7 March 1879), Engineering had
    provided an account
    of development of rail lines in the westem
    of New Brunswick beginning with the Saint Andrews &
    which had been organized in 1835. This venture, after
    a series
    of financial problems and delays, evolved into the
    New Brunswick & Canada Railway.
    By the 1870s, that line
    had reached only as far north as Woodstock. -a long distance
    from either Canada or Quebec. See Nason, 1992, pp 1-10, for
    a concise account
    of this line. The original Saint Andrews &
    Quebec project, one
    of the earliest ventures to actually start
    laying track in British North America, has not received the
    attention it deserves from Canadian
    railway historians. An
    early study, An Account of the Saint Andrews and Quebec
    … , (Saint John, 1869; CIHM # 08351) is a good
    starting point for the reader interested
    in this aspect of the
    of the idea of an intercolonial railway. The original 1836
    Saint Andrews & Quebec prospectus
    is reproduced jn CIHM
    # 37183 and an 1846 prospectus is in CIHM # 37182.
    16 While the Western Extension reached the US border at
    Vanceboro in 1869, the Maine-based
    E&NA from Bangor to
    border was not completed until 1871. A last spike
    ceremony at Vanceboro was presided over by Governor­
    General Lisgar and President Ulysses S. Grant on October 19
    of that year. Several images of that ceremony are found in the
    CIN issue
    of 4 November 1871.
    The Fredericton Railway Company was established in
    1866 (PSNB, 1866,
    ch 14) to operate from Fredericton Jct on
    the Western Extension to the capital city
    of Fredericton. The
    line opened for service in 1869. See CW Anderson, A
    Centmy Ago:
    The Fredericton Branch Railway, 1869-1969,
    Canadian Rail,
    # 215, November, 1969.
    18 On river steamers, see
    DF Taylor, The Early Steamboats
    of the St. John River, Saint John: New Brunswick Museum,
    and G MacBeath, Steamboat Days: An lIlustrated
    of the Steamboat Era on the St. John River, St.
    Stephen, NB: Print
    N Press, 1982
    The potential benefits of nalTOW gauge railways for New
    Brunswick had been promoted by John Edward Boyd in a
    pamphlet entitled
    Narrow Gauge Railways: A Proposal for
    their Adoption as a Means
    of Extending the Railway System
    of New Brunswick, (Saint John, 1865) which is CIHM # 37772.
    This makes interested reading in the context
    of the appearance
    of the NBR a few years later but it is uncertain if Boyd had
    any direct influence on the decisions of the founders of the
    NBR. A second New Brunswick narrow gauge venture which
    appeared during the 1870s was the Grand Southern Railway
    227 CANADIAN RAIL -497
    This 1884 New Brunswick Railway pass was signed by E.R.
    Burpee who had been the chief engineer and surveyor for
    the Western Extension company. Collection of Fred Angus
    (PSNB, 1872, ch 27) which ran along the Fundy shore from
    Saint John to St Stephen.
    By the time it opened in 1881, it had
    been converted to standard gauge. See MM Somerville,
    Grand Southern Railway,
    MA thesis, University of New
    Brunswick, 1976.
    20 The basis for such an assessment is unclear.
    It may refer
    to Frederictons physical size, small population, or relative
    of industrja1 and commercial activity. Despite the
    citys orientation, then and since, as a government and
    university centre, this .observation seems more than a bit off
    the mark.
    21 This was Alexander Gibson, commonly referred to then
    and now as Boss Gibson. See Dictionary of Canadian
    vol XIV, 1998, pp 400-404 for an account of this
    New Brunswick industria]jst whose empire fmally
    collapsed at the end
    of the century. Also see SG Rosevear,
    Alexander Boss Gibson, MA thesis, University of Maine,
    Orono, 1986.
    The community was later renamed Marysville
    (after Gibsons wife) and more recently became part
    of the
    of Fredericton.
    22 The line was incorporated (PSNB, 1870, ch 49) as the
    New Brunswick Railway Company in 1870 and built with a
    of 42 inches. It would be converted to standard gauge
    in 1881. An engraving
    of the sod-breaking ceremony is found
    in the CIN issue of 1 June 1872. Just before the publication of
    the Engineering article, the NBR was reporting slightly over
    200 miles
    of track in place; see Railway Statistics, July­
    mber, 1875, Sessional Paper # 51, P 5, Sessional Papers,
    of Canada, 1876, vol 8. For a concise account of
    the NBR and Gibsons involvement with the company, see
    Nason, 1992, pp 43-45. The idea of a railway up the valley of
    the St. John River had been promoted 25 years before activity
    started on the NBR. See
    A Prospectus of the New Brunswick
    Railway, Font the city
    of Saint John to the city of Fredericton,
    thence to the Grand Falls of the river Saint John, (Saint
    John, 1845). Two editions
    of this prospectus are found in the
    CIHM series, #s 21994 and 52432.
    23 For a detailed study
    of government financing of railways
    in the decade after Confederation, see Jian Ping Hou, Public
    of Railroads in New Brunswick, 1867-1878, MA
    thesis, University of New Brunswick, 1993.
    The Montreal, Portland & Boston Railway
    and The Hibbard Road
    by Norma Whitcomb Young
    This article appeared in Volume No. 14 of the Journal of the Missisquoi Historical Society in 1974. It was provided by our
    Mr. A.S. Walbridge, and is reprinted by special permission of the society. Their address is:
    Missisquoi Historical Society
    2 River
    Stanbridge East, Que.
    Phone: (450) 248-3153
    In order to understand the complicated history of the
    Montreal, Portland and Boston Railway, background is
    necessary as
    to why the road was built, expanded and finally
    At this point
    in history, rail lines which existed were
    poorly organized and the need for amalgamation and
    construction of connecting lines was first seen and taken
    hold of by Lucius Huntington, who formed a life-long
    friendship and business association with Hon. Asa Belknap
    of Waterloo, who had returned to the home of his birth
    after having had several years experience in the constIUction
    of railways in Massachusetts under the guidance of his uncle,
    Asa Belknap.
    These two men, with the assistance and cooperation
    of some few other citizens of the Eastern Townships, are
    responsible for the opening up
    of the Eastern Townships.
    The Stanstead, Shefford and Chambly Railway and the South
    Eastern Railway were both promoted and built by Col. the
    A. B. Foster.
    The South Eastern, although it absorbed a number
    smaller roads, never became a large railway in itself, but its
    history is
    of considerable interest as it has always been an
    important link between Montreal and the New England States
    and also because its history covers a period when several
    the railroad systems in New England were expanding in a
    north-westerly direction in an effOlt to secure control
    of the
    Lakes to Boston and the Canada traffic. Many of the
    events in the history
    of the South Eastern were due to this
    in the New England States.
    Several roads became international routes at an early
    date and continued to be used, while others were projected
    and built but, because
    of financial troubles or the enmity of
    established rivals, they withered and died. The first of these
    Gateway roads between Montreal and the New England
    states was the Central Vermont Railroad which, in 1851,
    connected with Canadas pioneer railway, the Champlain and
    St-Lawrence Railroad, at Rouses Point. Later rivals found
    the Central Vermont a bitter antagonist.
    The Rutland and
    Burlington Railroad followed a year later, connecting with
    the Plattsburgh and Montreal Railroad and its jointly-operated
    but Canadian-owned extension, the Montreal and New York
    Railway; this route depended on the boats
    of the Champlain
    Transportation Company to bridge the gap between
    Burlington and Plattsburgh. In Canada, the Champlain and
    St. Lawrence hated its rival, the Montreal and New York, far
    more than the Central Velmont did the Rutland and most
    the troubles experienced by this route were due to this enmity.
    Finally, in 1870, the Central Velmont leased the Rutland. The
    Grand TIUnk Railway line from Montreal to Portland, with
    steamboat connections to Boston, was the third international
    route in this area, and, as the G.T.R. controlled most
    of the
    railway traffic in Canada for many years, it naturally
    most of the international traffic for its own line, until many
    years later it acquired a controlling interest in the Central
    Vermont. The Fourth Gateway line was the Connecticut and
    Passumpsic Rivers Railroad which, after its proposed
    Canadian connection, the Stanstead, Shefford and Chambly
    Railway, was bought by the Central Vermont, finally
    succeeded, with the cooperation of the South Eastern Railway,
    in opening a through line to Montreal in 1873. The only other
    gateway was the Portland and Ogdensburgh scheme and its
    Canadian extension, the Montreal, Portland and Boston
    The M.
    P. & B. rail line extended from St. Lambert
    through Chambly, Marieville, Farnham, and Frelighsburg to
    Sheldon Junction, Vermont, and included a sholt branch from
    Marieville to St. Cesaire.
    Farnham West, as it was known
    in the early 1850s,
    was already a railroad centre
    of importance due to, first, the
    Stanstead, Shefford and Chambly lines serving St.
    Farnham, Granby, West Shefford, Waterloo and Frost Village,
    and the South Eastern railway at Farnham, Brigham,
    Cowansville, West Brome, Sutton, Richford, Vt., North Troy
    Newport, thus connecting with the Connecticut and
    Passumpsic Rivers Railroad running south to White River
    The Montreal, Portland and Boston Railway originated
    in 1866 when the Missisquoi Junction Railway was chartered
    to build a line from Farnham to the boundary, near Franklin,
    Vt., and in 1871 when the Montreal, Chambly and
    Railway was chartered to build a line from Montreal to Sorel,
    by way
    of Chambly, and a branch from Chambly to the
    boundary, near Swanton, Vt.; the latter company built from
    St. Lambert to Chambly and the line was opened on September
    This map· of fhe Eastern Townships appeared in Tackabury s AlIas of 1he Dominion of Canada in 1877.
    R M o T
    A map which appeared in Harpers Magazine in August 1874, as part of an article entitled On the Boundwy Line. The map
    was somewhat out
    of date by 1874, since the line to Chambly had been completed the year before. Collection of Fred Angus
    In the meantime, a large and
    promising system of railway lines had been
    projected in the United States
    to extend from
    Portland, Maine, to Ogdensburgh, N.
    Y., at
    the foot
    of Lake Ontario navigation, with
    connections to Boston over the Eastern
    Railroad, from North Conway and POltland.
    The promoters of the Montreal, Chambly
    and Sorel and the Missisquoi Junction
    Railways decided to connect with the
    Portland and Ogdensburgh Railroad. In 1873,
    a new
    charter was obtained and the two
    comparues amalgamated as the Montreal,
    Portland and Boston Railway.
    . The manager and principal promoter
    was Ashley Hibbard,
    of Frelighsburg, and
    for years the railway was known locally as
    the Hibbard Road. Construction
    of the line
    from Chambly, through Marieville, Farnham,
    Stone, Stanbridge East, Frelighsburg, to
    Sheldon Junction, Vt., was soon started and
    it was expected that this would form
    part of
    a through line from Montreal to Portland and
    By 1888 the railway network had expanded considerably as we see from this map
    from the Home Knowledge
    Atlas published that year.
    Stanbridge East station
    Boston, independent of the Grand Trunk and the Central
    Velmont, and also
    of the South Eastern-Passumpsic-Concord
    to Boston.
    The road was completed to Sheldon Junction in the
    early summer
    of 1881, but only one train was run through.
    is a recollection of a photograph taken of this historic
    run to a point across the border. Many
    of the townspeople
    boarded two flat-cars, and, seated on ordinary chairs,
    accompanied the train on its official journey.) On July I, 1880,
    the Portland and Ogdensburgh project broke up, due, it is
    to the enmity of the Central Vermont. Because of the
    of the proposed through service, the Montreal,
    Portland and Boston Railway was left with a very
    comprehensive name but with nowhere to go. The part
    between Farnham and Sheldon Junction was never regularly
    operated although the contractor did give some service during
    the construction period, and immediately after it was
    completed and turned over to the company, the rails were
    removed and the line dismantled.
    The Canadian Pacific Railway, now operating the
    South Eastern, abandoned the Montreal, Portland and Boston in
    1891 and it was then taken over by the Central Vermont and
    as part of the Waterloo branch. In 1898 tbe Central
    bought the road at a foreclosure sale and then
    reorganized it as the Montreal and Province Line Railway; in
    rail was again laid down between Farnham and
    When the railroad was built, the roadbed was
    completed across the boundary some 2 miles, as far as
    Smithfield, a small community. There were great expectations
    at that time that the railway would continue on
    to Boston,
    thus cutting the distance from Montreal to Boston by 45
    miles, it was claimed.
    Before the Central Vermont re-opened the Farnham to
    Frelighsburg line, the old original railroad station, near
    Stanbridge East, was a bit farther north than the later one
    most of us remember. It was a larger building and unpainted
    Freligsburg station. The name on the signboard had been
    up in the photo!
    for years, before being demolished. When it was closed up,
    the old railway tickets were left and boys from the village had
    going in and getting those tickets and playing train.
    Someone no doubt had forced a window open.
    School children used to put
    coppers and the big 2 cent pieces [actually
    British pennies which were then in
    circulation in Canada] on the rail and let
    the train run over them to flatten them out.
    Any boy who could afford a
    silver coin
    had a treasured pocket piece and was the
    of the less fortunate ones. Six inch
    spikes were put on the rail to be flattened
    and did no harm as they were quite soft,
    but then someone put I inch iron nuts on,
    wouldnt flatten; a stop was put to
    tbat practice by the railroad Station Agent
    and Section Boss. Schedule was two trains
    a day, one to Farnham in the morning and
    back to Frelighsburg at evening,
    mixed trains consisting of one combination
    baggage and passenger car, and two to five
    freight cars.
    It was a rare occasion to see a
    or ten car train.
    A~hl Y HIbbard, -r,{ang,ger, FreUgllslJurg, P; 0.,
    (t ~T Oct :1. 88. .
    6 1)(
    (j 2()
    (i 25
    I 6 30

    4 •••
    7 n. 9 on
    ·t5 1U 45
    A.M. A .• f.
    LYe. AlT. p. M.
    FRF.TJIHlfSWH621 8 00
    8t:aniJridgeE.500 7 30 .1)Lug …. 200 7 25
    N. Rtanh)clge 250 7 20
    V.Farnham16CW) 700
    ION rnuuLU0862 *4 64
    Arr. Lv. P. M.
    A Montreal, Portland & Boston timetable for October 8, 1883. This appeared in
    Rand McNally s Official Railway Guide for July 1884, showing that the schedule
    had not changed for nine months. Collection
    of Fred Anglls
    Arthur Taylor, father of Sidney and Hobart, was a
    Conductor on these trains. They lived in Frelighsburg in the
    building now remembered as the Hector Fontaine Store. Archie
    Harveys name comes to mind; he was a Brakeman. Other
    names recalled
    in conjunction with the Central Yennont trauls
    Ul this area are Will Martin, Lillian and Glennas father, who
    was a Conductor; Howard Shepard. Engineer; Tommy
    Lyndon, Engineer; he was a St. Johns man but worked thm
    this line; Gardner Kendall, Engineer; he was from a Waterloo
    family, they lived in Frelighsburg in 1908 next to the Arthur
    Shepard home;
    Leland Holden, son of Homer Holden of
    Frelighsburg, lived in Waterloo but worked on the Farnham –
    FreJigbsburg line for years; he was a Mail Clerk. Kenneth
    Jacobs now [1974]
    of St. Albans, Yt., was fireman for Carl
    Benham, another Engineer. He also recalls a Rufus Shepard,
    Engineer at this time. Ronnie Graves was a Conductor. Bert
    Campbell was a trainman; he lived in Frelighsburg, at the top
    of the Whitney Hill but I believe he worked out of Farnham.
    Tuesday was livestock day, and a special tra
    ul, usually
    the engine and caboose, was sent to pick up three
    or four
    of cattle and pigs at Frelighsburg and Stanbridge East to
    go to the Montreal market.
    The next picture shows fanners
    bringing their stock by sleds
    in thc wintertime; however, there
    were also drives. Cattle
    came along the road from several
    rlliles away and were herded by a drover.
    Mr. Drew from East
    Dunham was such a man.
    Another local cattle buyer
    in these early days was
    Peter Goodhue, known as
    Little Pete. He was Rollie
    Goodhues grandfather. In
    some later times, local
    buyers of livestock for
    shipping on the rails were
    George Roberts
    of Granby,
    and Jim and John Harvey.
    By 1886 the MP&B was operated as part of the South Eastern system, as we see from this
    Many old fanners and
    farm boys will recall using
    the railway for shipping their
    cream. The cream was
    brought to the station two
    or three times a week and
    one had to get up very early
    to load the cream and dtive
    the team to meet the train.
    The cream cans used in the
    old days were huge
    compared to the 8 gal. can
    we know it; they must
    have had a capacity
    of thirty
    or forty gallons. From here,
    the cream went to Montreal,
    Elmhurst Dairy, and
    schedule from the Official Guide for October of that year Collection of Fred Angus
    Map from the CPR timetable for
    although there were creameries in most localities, Frelighsburg
    and Stanbridge East being no exceptions, many farmers
    preferred sending their cream elsewhere because of the higher
    price paid.
    Bill Sager was almost a household word in
    Frelighsburg; he drew freight and mail for as long as anyone
    can remember. Ed and Leland Goyette were section foremen
    or switchers. The Station
    Agent in Frelighsburg for many
    years, until the line was again dismantled, was
    Mr. Henri St­
    Marie. He boarded with the Paul Ouellette family just across
    the road from the Station House. When the railroad finally
    closed, he bought the station building and spent all his
    daytime hours there. Previous to Mr. St-Marie, Billy
    Heatherington was Station Agent. Leslie (Harmie) Cleveland
    also served his apprenticeship in Frelighsburg.
    Perhaps the only time the Farnham -Frelighsburg line
    was profitable was during the
    war years of 1914-18 when
    . there was a huge demand for leather. The Lavoies
    at Stone
    developed a large business in hides and Dunns Tannery at
    Puddledock was exceedingly busy after being taken over by
    Montreal interests. The tannery manager during the war was
    Corrigan who lived on the opposite side
    of the river from the
    present Museum until he built a house near the plant.
    A gala event took place once a year when the railroad
    officials made their annual inspection
    of the line in Gov. Smiths
    private car; this, by the way, is now on exhibit at the Shelburne
    Museum near Burlington, Vt. This car was hauled by what
    was known as the St.
    Lawrence engine, a gaudily brass­
    trimmed engine which had a particularly sweet sounding
    of an entirely different tone than that of the regular
    ones. This always came in the fall and sometimes the school
    teachers would let the school out so the scholars could go
    the tracks and watch the train go by. They could hear this
    whistle when the train reached the railroad crossing at
    Riceburg; thus they had time to get to see it.
    In the old days, it was quite common,
    especially in spring
    of the year, for our train
    to run
    off the track, particularly on the first
    curve about a mile south
    of the vi IJage, the
    main contributor to the disaster being an
    engineer by the name of Jarest who was
    seldom sober by the time the train reached
    Stanbridge East. A local man,
    Jeff Moore, was
    of the engine at night and always
    boarded it here at the station. One night the
    engineer was incapable
    of driving the engine
    to Frelighsburg so that the
    conductor gave
    Mr. Moore permission to take over. As he
    always rode in the cab with the engineer, he
    had leamed
    to drive. Also when he reached
    Frelighsburg, he often drove the engine into
    the roundhouse where
    he was in charge of it
    ovemight, keeping it steamed up, greasing it
    and seeing that
    it was ready for the moming
    run. In spite of the weight of the engine, it
    was tumed by hand on the tumtable, in the
    olden days.
    Mr. Moore often told how scared
    he was on some trips, as Jarest was a sort
    cowboy who liked to open the throttle and
    see how much speed he could get out
    of old 39, an engine
    that was used for years on this run.
    The railroad station was a favourite meeting place for
    men and boys waiting for the train in the evening to bring the
    It was often late, especially in winter and on occasions
    was a day
    or two late when the Gilmour Cut and the Derocher
    Cut below the village would drift so full that the snowplough
    could not get through. Men were then hired to shovel it out
    by hand for about double the prevailing hourly
    wage of 50
    cents an hour.
    It was quite a sight to see fOliy or fifty men
    shovelling snow.
    On November 1 st, 1923, the line was leased to the
    Canadian National Railways.
    It was probably one of the most
    involved examples
    of ownership and control; the road was
    owned by the Central Vermont but leased
    to the Canadian
    National, which owned the Central Vermont; the C.N.R. leased
    it to the Montreal and Southern Counties Railway, which
    also was owned by the C.N.R .
    Train service was curtailed at some point during the
    late 1920
    s with only one freight coming in per week. Business
    was falling
    off very heavily for the railroad in this area for a
    number of reasons; perhaps the most damaging was the
    increasing use of truck service and quick, door to door
    deliveries. The weekly freight train continued for quite some
    time but eventually had
    to cease operation altogether in the
    mid 1930s.
    A large portion
    of the roadbed between Hunters Mills
    and Frelighsburg was smoothed out when Premier Adelard
    Godbout straightened a long portion
    of the Pike River which
    passed through his meadowland. The old roadbed to the
    Vennont border crossed the Pike River by the Grist Mill in
    Frelighsburg with a big trestle across
    to the side of the Spencer
    House, now the home
    of the Gosselin family. It continued in
    a southeasterly direction over the present day ball-ground,
    crossing the road again near the old blacksmith and
    woodworking shop on the other
    side of the village. Continuing
    out of town, it followed the lower
    of the road along the river
    toward the U.S. border. If one
    looks carefully, there are still
    parts of the roadbed around.
    Perhaps it can be truthfully said
    that the very old portions which
    went to the States when the first
    rails were laid and whose
    usefulness did not even reach
    the year 1900, are more intact and
    visible today than the more used
    roadbed from
    Frelighsburg and
    Stanbridge East. To the
    observant motorist, there is still
    a portion
    of the old railroad bed
    at Sheldon Junction.
    It will be of interest to people of Missisquoi County to
    recall the secret meeting
    of Heads of Government at the Quebec
    City Conference held during the second World
    War. All local
    233 CANADIAN RAIL -497
    ABOVE AND LEFT: The end of
    Frelighsburg station. On June 21,
    1964 your editor was travelling with
    the late
    Omer Lavallee, en route to
    Vermont. They stopped at Frelighsburg
    to see if anything was left of the old
    station. The visit was just in time, for
    ~I–.H+E~~~~~…ui~~~ess of being
    demolished! As can be seen, the
    structure was almost devoid of paint,
    having been abandoned almost a
    quarter century before. The station
    nameboard had been removed, and
    preserved by the C.R.H.A., about 1940
    when the line was closed.
    Both photos by Fred Angus
    train operators and officials in this locality were …… ..,….-~—-,~-;-
    advised of a special alert and it was only the next
    day we learned that during the night, a special
    train had
    gone through taking Prime Minister
    Winston Churchill and President Franklin
    Roosevelt to their historic meeting at Quebec
    City. Because of the fear of possible sabotage in
    wartime, the larger rail lines had been rejected
    favor of the smaller and less travelled routes.
    Sherman Young
    (Main references for the Montreal,
    Portland & Boston Railroad came from the
    W. E.
    Foster papers at Bishops University libraIY and
    a letter
    from Richard D. Foster to Mrs. Ruby
    Moore; recollections of Mrs. Myrtle Tait,
    Kenneth Tree and Walter Shepard were
    invaluable to this article.)
    The nameboard from Frelighsburg station as it appears today, hanging
    from the
    roof beams of the new Exporail building at the Canadian
    Railway Museum. Photo by Steve Walbridge
    A Trip to Hervey Junction, May 2003
    by Gordon D. Jomini
    The Canadian National secondary line
    northeastwards from Montreal is perhaps the only route in
    eastern Canada worthy
    of the PARK dome-observation car
    Richard Branson of Virgin Atlantic chartered in 200 I, and
    two Canadian groups chartered in 2003. The subtlety
    of the
    climb up and away from the St. Lawrence Lowlands at
    Montreal only becomes apparent at the high trestle over the
    Maskinonge River at Ste. Ursule Falls, a few minutes
    St. Justin, 77 miles out of Montreal Central Station. The view
    to the
    southeast is nine miles to the St. Lawrence River,
    seven miles across a widening
    of the river called Lake St.
    Peter and, on clear days, 50 miles into
    the South Shore. The
    U.S.A. is only another 50 miles further. The wooded
    Laurentian hills are closed at Shawinigan, former Prime
    Minister Jean Chretiens home town, 106 miles out.
    The renewal of Montreals Mount Royal Tunnel
    suburban electrification failed to provide for electric
    locomotives to haul conventional trains through the tunnel;
    and diesel fumes in the tunnel are no longer considered
    quaint. Consequently the Montreal-Jonquiere-Senneterre
    passenger trains circle Mount Royal via Ballantyne, 9 miles
    westwards from Central Station on the main line, thence 5
    miles on the formerly freight-only connection to and past
    the Montreal hump yard and the new intelmodal terminal –
    you see unfOltunately little from the passenger trains –
    on to Eastern Junction where the original tunnel route is
    Mileages Cumulative
    Central Station -Ballantyne 8.9 miles
    Ballantyne -Eastern Jetn. 4.7 miles 13.6 mls.
    Eastern Jctn. -Pointe-aux-Trembles
    13.8miles 27.4 mls.
    Pointe-au x-Trembles -St. Justin 49.7 miles 77.1
    St. Justin -Shawinigan 28.6miles 105.7 rnls.
    Shawinigan -GrandMere 5.3 miles 11l.0 rnls.
    GrandMere -Garneau 4.1 miles 115.1 mls.
    Garneau -Hervey 18.7 miles
    133.8 rnls.
    Mileages are from Canadian National St. Lawrence Region
    Time Table 62, effective 26 April 1981. There are minor
    discrepancies with the distances VIA reports in kilometers.
    Opposite and above we see three views of No. 601-603 climbing the stiff grade between Grand Mere, 1ll miles o lit, and
    Garneau, a division yard, II 5 miles out on Friday, 23 May 2003. The two baggage cars, numbers not recorded, are ex­
    Canadian Pacific Budd stainless steel cars.
    The coaches, numbers not recorded eithel; were bought from various sou;ces in the
    and thoroughly rebuilt. Compared to the larger windows Canadians are accustomed to, the slit windows of these
    coaches were a first experience
    for your photographet: The train splits at Hervey, 19 miles beyond Garneau: one section
    proceeds northeast and north
    to Jonquiere, Quebec; the other turns northwest and west to Senneterre, Quebec.
    All photos by Gordon D. Jomini
    CN 2553 -2519 from Quebec City to Garneau, at Hervey, Que. Thursday, May 22, 2003.
    2553 -2519 from Quebec City to Garneau, at Hervey, Que. Thursday, May 22, 2003. The station is behind the big pine tree
    at the left.
    Another view
    of CN 2553 -2519 from Quebec City to Garneau, at Hervey, Que. Thursday, May 22, 2003. The station is behind
    the big pine tree at the left.
    CN 2656 plus two SDs from Garneau to Fitzpatrick-Parent-Senneterre at Hervey, Que. on Thursday, May 22, 2003. Note the
    non-standard -new? -type face
    in the number boards of the 2656.
    CN 2656 plus two SDs from Garneau to Fitzpatrick-Parent-Senneterre at Hervey, Que. on Thursday, May 22, 2003. The saw
    logs are being unloaded (right) from the railway car to the truck-and-trailer (far right). Somewhat alarmingly, the boom
    operator continued trans loading logs while the freight train passed by on the other line!
    ABOVE AND BELOW: Two views oleN 2604 plus two SDs at Garneau, Que. on Saturday, May 24,2003. Three units are being
    on the wye. Despite the obviously sharp curve, the photographer does not recall any flange squealing.
    CN 2604 plus two SDs are coming off the wye at Garneau after being turned on Saturday, May 24, 2003. The stnlcture in the
    background, cut down from the original engine house, is used as a small car shop. The wind sock (right)
    is curious.

    CN 2555 -2409 -2500 -2597 at Garneau, preparing for the nm to Montreal on Saturday, May 24, 2003.
    The First Run of Renaissance Cars on the
    (Including an Unexpected Trip Via Hervey Junction)
    The departure board at Montreal with the notice of the detour. Photo by Fred Angus
    On the evening of Wednesday, July 30, 2003, train No.
    15, the
    Ocean, combined with train No. 16, the Chaleur,
    departed Montreals Central station en route to Halifax and
    Gaspe respectively.
    It was an historic occasion, for this was
    to be the flIst run, in revenue service on the Ocean, of VIAs
    new Renaissance cars. The Consist
    of the Chaleur, remained
    the Budd stainless steel equipment. The combined train con­
    of twenty-nine cars hauled by no less than four loco­
    motives! Your editor, together with fellow CRHA member Mike
    Dault, was aboard sleeper
    Chateau Lauzon, on a trip to Gaspe.
    On arrival at the station, we soon found out that this
    would be a noteworthy trip
    in more ways than one. A freight
    train had derailed east
    of Drummondville, and the line was
    blocked. It was therefore planned to detour the entire
    passenger train by way of Hervey Junction, and the rare­
    mileage track to St. Foy via the Cap Rouge trestle, thence
    over the Quebec Bridge to join the regular line at Charny.
    Although this had been done for several days at the time
    the great ice storm early in 1998, it was a rare event, and a
    treat for the rail enthusiast, especially since
    it was the inaugural
    of the new equipment.
    Unfortunately this detour took a long time, and a
    of 4 to 6 hours had been predicted before the train even
    Montreal; also the detour would take place at night.
    However the scenic run down the Matapedia Valley was
    full daylight, allowing lots of chances for photos. Our member
    Monis of Fredericton, with his son Andrew, had spent
    the night near Matapedia
    in order to photograph this train.
    On hearing that it was late, they drove to Mont Joli, and took
    numerous photos
    in scenic locations.
    to the lateness, it was planned to tum the Chaleur
    at New Carlisle and bus the passengers to Gaspe, but as the
    delay increased, it was decided to take the whole train to
    Campbellton, put the passengers on busses and afterwards
    back the
    Chaleur to Matapedia in preperation for the return
    to Montreal that night as regularly scheduled.
    These photos were taken by your Editor and Andrew
    on this eventful occasion. CONSIST
    6428 (Locomotive)
    6416 (Locomotive)
    6415 (Locomotive)
    6407 (Locomotive)
    8622 (Baggage Car, Chaleur)
    CHATEAU LAUZON (Sleeping Car, Chaleur)
    CHATEAU LEVIS (Sleeping Car, Chaleur)
    CHATEAU DOLLARD (Sleeping Car, Chaleur)
    CHATEAU RICHELIEU (Sleeping Car, Chaleur)
    EMERALD (Dining Car, Chaleur)
    8515 (Coach, Chaleur)
    8104 (Coach, Chaleur)
    8109 (Coach, Chaleur)
    7009 (Baggage Car)
    7228 (Coach)
    7208 (Coach)
    7217 (Coach)
    7314 (Service Car)
    7400 (Dining Car)
    7313 (Service Car)
    7517 (Sleeping Car)
    7522 (Sleeping Car)
    7508 (Sleeping Car)
    7510 (Sleeping Car)
    7504 (Sleeping Car)
    7512 (Sleeping Car)
    7518 (Sleeping Car)
    7519 (Sleeping Car)
    7311 (Service Car)
    7231 (Coach)
    7232 (Coach)
    7223 (Coach)
    II. (Baggage Car)
    A view from the dome car on the Chaleur showing the new equipment on the Ocean . Photo by Fred Angus
    AND BELOW Two views of the combined train at Mont loli, August 31, 2003. Photos by Andrew Morris
    The whole train at Mont Joli, August 31, 2003, Photo by Andrew Morris
    Coming down the scenic Matapedia
    Valley, August 31, 2003, Photo by Fred Angus
    An extremely rare view
    of the Chaleur at Campbellton N.E., July 31, 2003, Photo by Andrew Morris
    ABOVE AND BELOW After transferring its passengers ta busses, and fallawing the departure af the Ocean ta Halifax, the
    detaured Chaleur made a rare back-up dead-head mave fram Campbelltan ta Matapedia. These two photos, by Andrew
    Morris on July
    31, 2003, show the train at Tide Head New Brunswick.
    On August
    J, 2003, the first westbound Renaissance Ocean left Halifax for Montreal. Here we see it at Aulae, New Brunswick,
    with the radio transmission towers at Sackville
    in the background. Photo by Andrew Morris.
    To Senneterre in a Park DonIe Car
    III1I1Ii.,1 ……………. , … io!llIIfll … .
    1· ….. II.,I-1 ….. 1Ic.. … 1 ••••
    On Friday, October 3, 2003, the combined Abitibi and Saguenay, destination Senneterre and Jonquiere respectively, had
    an extra car
    in its consist. This was dome observation car Tremblent Park, and the occasion was a charier by a special group
    headed by Bob Meldrum
    of Ottawa, the destination being Senneferre. This was the second time this year that a Park car had been
    to Senneterre, as another group had chartered one earlier in the year. After a most enjoyable ride, and various impromptu tours,
    extending as far as
    Val dOr and NorandaIRouen, the group returned on Sunday night. It being the hunting season, several dead
    moose were carried
    in the baggage car, but were unloaded before the train reached Central Station! Altogether, this was a most
    interesting and enjoyable trip.
    The combined train approaching Shawinigan on October 3, 2003. All photos by Fred Angus
    CNR 5702, seen here
    at Senneterre on October 5, 2003, is quite different }i-om the steam locomotive of the same number! The
    other 57
    02, built in 1930, is one of the prize exhibits at the Canadian Railway Museum.
    Three views of the Abitibi , with Park car bringing up the rear, at Senneterre on the morning of October 5, 2003, just before
    for the return trip to Montreal.
    A Ride on the Hershey Electric Line in Cuba
    by Peter Murphy
    The schedule of the electric line as posted at the Havana station. All photos by Peter Murphy
    As this issue
    of Canadian Rail is being set up, Montreal is experiencing tbe third in a series of major December snow
    It is therefore quite fitting that we travel, if only vicariously, to the swmy soutb, in particular to the island of Cuba, the land
    of palm trees, sugar cane -and an authentic electric railway.
    Many electric railway enthusiasts know that an electric interurban railway, formerly operated
    by the Hershey chocolate
    company, still runs near Havana, Cuba. Recently, the vintage Brill interurbans bave been replaced
    by newer equipment; however
    of the old cars have been kept, and are used for charter excursions. In November, 1997, Peter Murphy was in Cuba, and was
    able to ride this electric line while the old cars were still
    in regular service. These photos are a record of this trip.
    Checking trucks prior to departure.
    BELOW Train, hauled by
    a 1200
    volt box cab electric locomotive,
    loading at Havana. Note the box cars
    to passenger cars.
    RIGHT A view from the cab
    the train departs from
    Havana. 247
    RIGHT Coming on to the private
    of way.
    BELOW Looking backji-om the
    of the locomotive.
    LEFT Through the narrow streets
    of Havana, en route to the private
    of way.
    RIGHT View from the cab
    as the train approaches
    249 CANADIAN RAIL -497
    LEFT AND BELOW Two views
    of the right of way.
    ABOVE AND BELOW: The meet between the locomotive-hauled train and the Brill interurbans. I switched trains and
    to Havana, some 30 km. back, on the interurbans n.
    ABOVEAND BELOW Fore-and-aft views in the Brill car during the return to Havana.
    Horsecars Revisited
    Our Horsecar Issue (September-October 2003) has
    brought forth a number of comments and additional
    information, some of it of considerable interest.
    One mystery mentioned on page 208 concerned the
    car depicted above -obviously a former horsecar,
    photographed in Kitchener in 1943. This mystery has been
    solved thanks to Mr. Ronald D. Cooper of Gravenhurst,
    Mr. Cooper writes that the car in question was originally
    Toronto Street Railway No.
    58; a 16-foot closed horsecar built
    1M. Jones of Watervliet N.Y in 1879 (Pursley, in his book
    says 1878, perhaps
    it was 1879 by the time it went into service).
    When the Toronto Railway Company was formed
    in 1891,
    this car retained the same number, and when horsecar service
    was discontinued it became a trailer hauled by electric cars
    (see the newspaper article on this page concerning these
    horsecar trailers).
    By 1904 most
    of these old trailers had been retired
    (some to be replaced by specially built single truck trailers)
    and No.
    58 was sold to the Berlin and Waterloo Street Railway
    where it was used as a trailer, retaining its number
    58. In 1916
    company became the Kitchener and Waterloo Street
    Railway, and car 58 appears to have continued in service as a
    By 1925 it had been retired from passenger service,
    and in that year it was motorized for use
    in parades and other
    special events as a relic
    of the old days. Equipment was
    double-end K2 control operating a single GE-258, 25
    horsepower motor. One motor was adequate for such a small
    car. Finally
    it was sold in 1944 (the year after the photo was
    taken) and became a house on highway
    No.8 east ofKjtchener.
    Its final fate
    is unknown, but it may have been destroyed
    when highway 8 was widened.
    Mr. Cooper could not fmd any
    of it even thirty years ago.
    Peter Murphy tells of stories told more than forty years
    ago by his grandmother (born in 1874). She could clearly
    remember the days
    of the horsecars in Montreal. During the
    conversion to electric power
    it was often the practice to run
    both horsecars and electric cars
    on the same route. She said that many people were uneasy with the newfangled electric
    cars, and would wait for a horsecar, if there was a choice.
    Another thing that Peters grandmother recalled was
    the extra team attached to the car
    to haul it up steep hills such
    as that on Bleury street just below Sherbrooke. When riding
    after dark she would notice the sparks flying out from the
    horses feet as the metal shoes slipped on the hard
    cobblestones with which the street was paved.
    In larger cities, former horsecars were used as trailers
    hauled by electric cars. This practice was not particularly
    satisfactory since the cars were much smaller than the new
    electric trams, and were not designed for the higher speeds.
    As a result the trailers were very unpopular with the riding
    public. In 1898 there were many complaints
    of overcrowding
    on the Toronto street cars and the reluctance
    of the company
    to buy enough new cars. The following editotial appeared in
    the Toronto
    Evening News on February 16, 1898. It should be
    noted that the trailers were not really bobtail cars, also that
    these trailers were not retired until 1904, and a few remained
    in use as late as 1921, when the TTC quickly retired them!
    Now that the crusade against the Street Railway
    has begun, it should be carried
    to a conclusion. While
    the public
    is acting on the no seat, no fare principle,
    the Engineer should give his attention
    to the agreement,
    and enforce it strictly.
    As a starter he might examine
    36 of the Street Railway by-law, which reads that
    the cars are to be
    of the most approved design for service
    and comfort. Let him inspect the old horse cars, which
    are now used as trailers, and tell the people if that is his
    idea of comfort. When the motive power was horses,
    light construction was
    an essential feature of the street
    car, and the public, recognizing that fact, were content
    to ride in the short-length, low-roofed, conveyances which
    did duty then. But on the introduction of electricity they
    expected a greater measure
    of comfort, which they are
    not getting. Instead of throwing the old horse cars
    in the
    scrap heap, the company has joined them together and
    had them
    in constant use as trailers all along. That is
    in accordance with the contract, and it is the duty of
    the Engineer to see that they live up to their bond -as
    they take mighty good care the city does.
    Mr. Rust has a lingering idea that these ante­
    electric bob-tail cars are of the most approved design
    for service and comfort, let
    him stand on the corner of
    King and Yonge and see how the passengers treat the
    trailer. They flee from it as from a pestilence. The majority
    would rather stand
    in the motor than sit in the trailer.
    This would not
    be the case if the cars were of the most
    approved design for service and comfort.
    The City Engineer should forthwith
    order the
    to put modern cars on instead of the old bob­
    tail cattle cars which are a cause of offence
    to the patrons
    of the road.
    Toronto Evening News, February 16, 1898.
    We have recently received a piece of sheet music, the
    of which is horsecars! Tramway Galop was written
    1. Burgmein, and published in Paris, France. There is no
    on the actual publication, but a 12 centime (about 2.3
    cent) French tax stamp, embossed in the lower left
    comer, is
    dated 1880.
    The eight page publication prints the full music
    (no words) of this sparkling composition. Anyone able to
    read and play music should be able io play this piece.
    Besides the cover illustration, there are, accompanying
    the music, four line-drawings illustrating happenings on this
    adventurous ride on the horsecar. These include a collision
    with a wagon and a derailment.
    All ends well, however, as the car arrives at its
    destination with everyone, including the horses, happy.
    ~~1~f GAtop
    ,–.. –. –. —–
    -~—…::::: ~—-~.–~-
    Depart. Passengers run to
    board the tram at its terminal as
    the driver raises hiS whip to get
    the horses in motion. .
    Une Rencontre. The heavily­
    laden tram runs into a two­
    wheeled wagon that failed to
    clear the crossing
    in time.
    Catastrophe. The tram derails,
    and some
    of the passengers help
    to rerail it, while others stand by
    and watch.
    All is well, and the
    tram arrives safe
    and sound at
    its destination.
    The Business Car
    Unique housing proposed for former CN Rail bridge
    by Dave Obrien, Manitoba Free Press, December 23, 2003
    Submitted by Daryl Adair
    In one of the most unique housing proposals ever in
    Winnipeg, an architect plans to build a condominium complex
    on an old railway bridge over the Assiniboine River. Therell
    be nothing else like this anywhere in the world, said Alex
    Katz, a partner
    in the firm Stechesen Katz. Katz has already
    bought the bridge, which
    is located just east of the St. James
    Bridge and
    is part of CN Rails abandoned Oak Point line.
    Katz said city officials have expressed support for the project,
    although several regulatory requirements,
    such as zoning,
    could take a year to complete. He plans to build 20 to 24
    condos on the bridge, ranging
    in size from 800 square feet to
    2,000 square feet or larger. The units would probably sell for
    $200,000 and up, but the projects costs have not been fully
    tabulated. In addition
    to the bridge, Katz also purchased the
    rail lines property between Academy Road and the bridge
    for a possible second phase
    of the development. He wouldnt
    divulge the sale price, except to say the bridge was more
    of a
    liability to the railway than an asset. The project is a bit
    of a
    family affair, with Katzs firm providing architectural services,
    while his wife, Beatrice Zentner, provides development
    expertise through her firm, Vice Versa Developments. Their
    son, Lev Zenmer,
    is looking after fmancing and marketing.
    Katz said he and his wife will take one
    of the condos, while
    their son will take another.
    The bridge is six metres wide, but it used to
    be 12
    metres when streetcars operated on the structure. Katz said
    he will expand the width
    to the original 12 metres and enclose
    the steel girders in the project. Instead
    of the old wooden
    posts and beams featured
    in heritage renovations, each condo
    will include portions
    of an historic railway bridge, rivets and
    Therell be real drama on the inside, Katz said,
    commenting on the unique interior design that will feature
    4.6-metre-high ceilings. I love the gutsiness
    of the structure.
    Parking will be suspended beneath the bridge on both sides
    of the river, with a staircase and elevator leading up to the
    condos, he said. Access will be
    off Wellington Crescent on
    the south side
    of the river and Wolseley Avenue on the north.
    A staircase will lead to a dock on the river for those who want
    a canoe or small boat. Fibre optics and other utilities will run
    beneath the bridge, while wells will
    be dug on the river banks to cool and heat the homes using the latest
    in energy-efficient
    technology, he said. Katz said he considered using the river
    current to generate power, but Manitoba Hydro told him it
    wouldnt work. As far as he and other architects interviewed
    yesterday know, this would be the only example
    of housing
    on a bridge in the world. Katzs firm
    is one of30 architectural
    firms selected to develop a design for the Canadian Museum
    for Human Rights following an international competition.
    They are working
    in full partnership with two other companies,
    Sturgess Architects of Calgary and the IEI Group of
    Vancouver. They contacted us and asked us to get
    involved, Katz said. Were just ecstatic about it.
    Phase 2
    of Katzs condo project involves developing
    a mixed-use development on the portion
    of the rail line between
    Academy Road and the bridge. He said early plans call for a
    living-and-working development, with commercial space on
    the main floor and housing on the second floor. The federal
    government is responsible for fisheries on provincial
    waterways, but Katz said hes been told his project poses no
    problem, since the river will be completely unaffected. The
    province regulates the river bed, but Katz said he has no
    need to dig into the river bottom, so no problems are
    anticipated. The city, which controls the riverbanks, will be
    required to
    pass a bylaw allowing the parking structures to
    be built, but here, too, Katz doesnt anticipate a problem. The
    Winnipeg Fire
    Paramedic Service has expressed concerns
    about safety, an issue Katz says should
    be easy to overcome.
    Were as pumped as you can get, he said. We feel we
    have a really creative idea that will appeal to lots
    of people.
    And we dont see a downside.
    If there is, no ones told us
    about it.
    [Editors note: The idea, while extremely interesting,
    is not
    actually new. In the Middle Ages, old London Bridge, and
    other bridges in
    Europe, including the Ponte Vecchio in
    Florence, Italy, had houses and stores built on them.]
    VIA Rail Canada and WestJet announced that they
    have signed an agreement, to provide travellers with
    excursion-rate, multi-modal fares to destinations served by
    VIA and WestJet. Brewster, one of Canadas leading tour
    operators will be the exclusive sales agent for these package
    tours. Travellers will be able to combine rail/air travel with
    Brewster tour packages that include sightseeing and hotel
    Our shared goal is to provide customers with a
    seamless service that makes travel easier, said Steve Del
    Bosco, VIA Rails vice-president, Marketing. VIA
    is extremely
    pleased to partner with
    such a successful Western based
    airline. Our agreement with WestJet allows us to combine the
    strengths and benefits
    of air and rail travel to offer a flexible
    alternative at attractive fares for passengers
    who want to
    make the most
    of their travel time across Canada. Packages
    will go on sale in January for the 2004 winter touring season.
    Tours will include the following destinations: Calgary,
    Edmonton, Vancouver, Toronto,
    Hamilton, Montreal and
    Effective December 29th, 2003, AMT Blainville line
    trains running through to/from Windsor Station in Montreal
    make passenger stops at Montreal West. Since their
    extension, these trains passed through the facility without
    stopping, for
    some reason. By that date, the metal fence
    dividing the westbound platform will have
    been removed,
    it easy for passengers to alight and head for nearby
    of work, Concordia University, or connect with Dorion
    / Rigaud or even Delson trains.
    This rather bizarre item appeared in the Saint John
    Telegraph-Journal in June, 2003:
    Grand Falls, N.B. -AI)
    underwater search for a train that plunged ·into a New
    Brunswick river over a century ago failed to turn up the steam
    over the weekend. Eric Ouellette, the civil engineer
    spearheading the effort,
    is hoping a third time combing the
    murky bottom
    of the St. John River will be the charm. The
    Canadian Pacific Railway tra
    in fell into the river when a bridge
    collapsed in
    June 1900. The divers managed to find some
    metal debris under water, but no train. [Editors note: Does
    anyone know any more about this?)
    Last year, rail enthusiasts throughout NOlih America
    were saddened at the news that Californias famous
    train, at FOli Bragg, had ceased operation. However the stOlY
    may have a happy ending, for on December 17,2003, Oakdale­
    based Sierra Railroad, which
    has been operating trains since
    1897, was chosen by a federal bankruptcy court
    judge to take
    over this historic Train,
    one of the regions premier tourist
    attractions. Judge Alan Jaroslovsk
    y, who initially indicated
    he would not choose a buyer until Monday, cited the
    experience of Sierra, which runs tow-ist and freight trains in
    Northern California, in the $1.4 million sa
    le. Sierra officials
    said they hope
    to have the train, which is now idle, nmning
    again by May. Sierra bid $1.4 million for the 48-mile line,
    which winds through a lush valley and along an arid
    mountainside between FOli Bragg and Willits, attracting some
    60,000 riders a year and $9 million in tourist spending.
    With the sale now decided, Sierra Railroad officials
    said they will work to get
    the excursion trains running for the
    tourist season beginning in May 2004. Sierra plans to outfit
    some flat cars
    to cany automobiles, recreational vehicles and
    buses so when riders get
    to their destination, they will have
    their vehicles to continue their trip.
    Former Essex Terminal Railway steam locomotive No.
    9, now based at the railway museum at St. Thomas, made a
    number of excursion trips in southern Ontario in September
    October of 2003. The largest of these trips was from
    255 CANADIAN RAIL -497
    Former Essex Terminal Railway No. 9 at Stratford on
    27, 2003, about to leave for Goderich.
    Photo by Fred Angus
    Stratford to Goderich. The following weekend, No.9 hauled
    three trips between
    Hespeler and Guelph, and during the early
    weeks of October hauled numerous small trips in the
    Kitchener-Waterloo area in connection with the Oktoberfest
    A sad note was that the station at Hespeler, built about
    1900, was destroyed by fire
    in the ea:-ly hours of November 1,
    less than a month after the trips operated from that location.
    The Future of VIA Rail Service for Guelph, Kitchener,
    Stratford, St.
    Marys, Wyoming and SarniaTransport 2000
    Canada is holding a series of free public meetings to provide
    information and to gain
    input from citizens who live along
    the North Main Rail Line.
    The public meetings will focus on
    two main topics. I.
    The Impact of the Cancellation of the
    Amtrak Chicago-Toronto Train and 2. The Refusal of the
    Federal Liberal
    Government to Fund Rail Infrashucture for
    the North Main Line.
    The meetings will be held: January 23, Friday –
    SARNIA -7 to
    9pm -City Council Chambers -255 North
    Christina St. January 24, Saturday -ST. MARYS -2 to 4pm –
    Town Hall Auditorium -175 Queen St.
    E. (use Queen Street
    January 24, Saturday -STRATFORD -6 to 8pm -Kiwanis
    Community Centre –
    III Lakeside Drive January 29, Thursday

    KITCHENER -7:30-9:00prri -Kitchener Public Library -85
    Queen St. N. February 5,
    Thursday -GUELPH -7:30 -9:30pm

    The Book Shelf -Green Room -41 Quebec St.
    If you havent travelled between Sarnia, Ontario and
    Port Huron, Michigan by rail, sooner rather than later would
    be a good idea. Taps expected to be played for through
    service come April.. ..
    Submitted by John Godfrey
    BACK COVER, TOP: CNR Northern-type locomotive 6218 crosses the Soulanges Canal on an excursion Fom Montreal to
    Coteau and Cantic 011 October 4, 1964. The canal, opened in 1899, was closed after the St. Lawrence Seaway was opened.
    by Fred Angus
    flACK COVER, BOTTOM: Toronto sweeper S-30, resplendent in its new paint job, waits, on September 7, 1964, for the snow
    will soon be falling.
    Photo by Peter Murphy
    This issue of Canadian Rail was completed on December 26,2003. and delivered to the primer on JanualY 8, 2004.
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