Sketches of the Restigouche


Goodbye, CN
By Doc Berthelot

There was great jubilation in Campbellton on the 5th day of July 1876 when the first passenger train to operate from Halifax to Quebec City pulled into the local depot.

It marked the success of a dream to link the Atlantic Provinces to Central Canada. A dream born in 1851 but rejected by the Queen's ministers in London and thereafter fought over by every politician until July 1, 1867 when the Dominion was proclaimed. This proclamation provided for the building of the Intercolonial Railway without delay.

It is interesting to note that the original route surveyed bye Sir Sanford Flemming took the ICR from Riviere du Loup to Bathurst and from there to Shippagan, NB where very deep water was present and Sir Sandford saw the possibility of establishing a deep water harbour to handle overseas traffic. The ICR would then go to Miramichi and on to Moncton following the present route. Once again however the politicians intervened and the route was directed from Bathurst to Miramichi.

At the western end of the Intercolonial the first portion to be completed, 27 miles from Riviere du Loup to Trois Pistoles, was opened during the winter of 1872-1873 and placed temporarily under Grand Trunk management which then operated to Riviere du Loup. The other section of 56 miles from Trois Pistoles to Ste Flavie (now Mont Joli) was placed in operatioin at the end of November 1874. The Moncton-Campbellton section (185 miles) was opened for traffic on November 18, 1875 and the linkup section of 103 miles across the escarpment from Ste Flavie to Campbellton was completed in June 1876.

Reading of the operation of the Intercolonial Railway in its early days is fascinating. Since the railway was government owned, politicians figured that they should be able to interfere in the day to day operation and it was a continuous battle to determine who had the authority to hire or dismiss.

During the 1880's and 90's the use of special trains was a prized prerogative. Anyone could obtain a special train but what one paid for it was usually determined by who one was. In a period of five months, February-June 1891, there were 56 special trains ordered on the Intercolonial. Almost half of them were for politicians - Cabinet ministers, members of Parliament, senators, members of the legislative assemblies - who paid nothing for them. Trains for political rallies and for elections were provided at a flat rate of $10 a train, irrespective of distances. The railway company did rather better out of special trains for fraternal gatherings, athletic parties; these trippers brought the average gross revenue of the special trains up to $46.88 per train. One public excursion, from Causapscal to Ste Flavie (Mont Joli) grossed $1.81. Soon feeder lines sprang up on the Caraquet Coast, Gaspe Coast and INR. Everyone seemed to be getting into the railway business. Companies getting into difficulties refinanced and changed names but eventually the government was forced to take over privatelines all over Canada and Canaidian National Railways was born.

The Second World War in 1939 placed almost unbelievable demands on the railways. Twenty-five to 30 trains a day passed through the local terminal carrying everything from army tanks to airplanes, motorized vehicles to ammunition and more. It was not unusual to see 10 sections of the Ocean Limited carrying troops for embarkation in Halifax. One train carrying Sir Winston Churchill on his way to the conference in Quebec City was placed in the siding at Bartibog overnight to permit the Prime Minister to have an undisturbed sleep. Switches were spiked at both ends of the siding and soldiers guarded the train. Trainloads of British children evacuated to Canada to escape bombing in Britain moved westward, along with trainloads of German prisoners.

The end of World War ll saw the beginning of modernization. Diesel locomotives replaced steam. Decentralization came along with the erection of new headquarters buildings and a large increase in area staffs. Via was created to make money where CN had not been able to, but that, too, turned out to be a polician's dream. It was difficult for the ordinary man to understand how a new company which would have to pay CN for each mile travelled over its rails, create its own headquarters, rebuild stations, not to mention a whole new supervisory staff, could improve its bottom line.

We have seen politicians approving billions in highway and airport expenditures while at the same time forcing the railway to pay its own way. Politicians meddled in the railway from the day it was dreamed about until when CN divested itself of the line from Pacific Jct. to Mont Joli.

One is reminded of the story of the farmer who wanting to go on vacation asked his neighbor if he would look after his mule while he was away promising he would have no difficulty as long as he was kind and gentle to the animal. The transfer was made and the pay prior to leaving the neighbour called saying he could not do a thing with the mule. The farmer walked over, ordered to the mule to step ahead. Not receiving a response he glanced around, picked up a piece of 2X4 and hit the mule between the ears dropping it to the ground. The neighbor said: Wait a minute. You said that I should be kind and gentle to that animal whereupon the owner said: Yes but you have to get his attention first.

Would we still have a railroad if we had used 2X4s on our politicians? We will never know.

The public is invited to come to the gallery to find out something about railroading as we knew it. They can see its display: Old telephones, telegraph instruments, signal lamps, old train orders and train tickets along with a beautiful collection of railroad pocket watches, all things which now form part of our heritage.

CN has disappeared from our midst but it will be remembered by those who worked diligently in all kinds of weather for 40 or 50 years.

Boodbye CN: It was nice knowing you.

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