Intercolonial Railway's North Street Station, Halifax
1878-1917
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London, England 28 December 1861 The British Colonies in North America ...At the present moment perhaps no subject is of so much interest and importance as the facilities for the transport of troops over from Halifax to Quebec. The following statement, derived from a gentleman who has recently travelled through New Brunswick, from Quebec to Halifax, will be found interesting:– “On disembarking at Halifax the troops can be conveyed by rail to Windsor, Nova Scotia, about sixty miles [about 100km], from which point they can take steamers across the Bay of Fundy (which, contrary to popular ideas, is never frozen over) to St. Stephen's, a distance of about 170 miles [about 270km]. From St. Stephen's, a small town of about 4000 inhabitants, there is a railway open to Canterbury, twelve miles [20km] from Woodstock, one of the largest towns in New Brunswick. From Canterbury to Woodstock the distance can either be marched over a good snow road or performed in sleighs. From Woodstock a day's journey will convey the troops to Great Falls, a distance of 72 miles [116km], over excellent roads. From Great Falls the next stage is to Lake Port, a small place on the Temiscouta, and thence by sleigh over a very good new military road (which is kept open by the mail track three times a week, and by the operations of the lumberers), they will arrive at the Riviére du Loup. Forty-two miles [68km] of this latter portion of the journey, and during which the only practical inconvenience that will be experienced is through a forest district called the Portage, involving an ascent of upwards of 1000 feet [about 300m]. At all the points named the troops could be supplied with refreshments and lodgings in the houses, barns, and outbuildings. The only scarcity with regard to provisions is in the article or flour, as very little grain is grown in the district over which this route passes. There is, however, abundance of beef and other provisions. From the Riviére du Loup the troops will be conveyed by railway, a distance of 115 miles [185km], to Quebec...” — Illustrated London News, 28 December 1861 http://beck.library.emory.edu/iln/browse.php?id=iln39.1124.210 A Joint Project by Sandra J. Still, Emily E. Katt, Collection Management, and the Beck Center of Emory University, Atlanta, Georgia, U.S.A. |
...The economic desirability of the Intercolonial Railway, viewed from whatever angle, was as great as ever. And by events of the winter of 1861-62 the old argument that it would be useful for defensive purposes had gained a new and effective point. The spectacle of some thousands of troops, sent from Britain after the Trent affair, driving several hundred miles in sleighs in the depth of winter in order to reach the posts of need in Canada, was a dramatic revelation of the delays and perils involved in the then backward interprovincial communications. Thus, although the negotiations of the winter of 1861-62 had fallen through, hope of their renewal survived...
— page 444 of The Cambridge history of the British Empire, Volume 2:
The Growth of the new Empire, 1783-1870
by John Holland Rose, 1068 pages, Cambridge University Press, 1940
http://books.google.ca/books?id=yB49AAAAIAAJ&pg=PA444&lpg=PA444
...The American Civil War (1861-1865), fought between North and South over the issues of states rights and slavery, had a profound impact on British North America (BNA)... Despite the fact that nearly 40,000 people from BNA enlisted in Abraham Lincoln's Union armies in what they perceived to be a crusade against slavery, the colony itself was diplomatically aligned with the secessionist Southern states. That resulted simply because BNA, as a colony, was forced to follow the lead of its mother country, Britain. The mother country, going through the Industrial revolution and needing Southern cotton to supply its textile mills, proclaimed neutrality, but in many ways supported the Confederate states. That meant that British North America did so too. That was to have major consequences for the colony. At the war's conclusion, having supported the losing side, many felt that an invasion of retribution from the Northern armies was imminent, especially since the defenses of British North America were so small and scattered...
– Source: Causes of Confederation 1861-66
History of Canada Online, Northern Blue Publishing Inc.
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London, England 4 February 1865 The British-American Confederation ...To carry out this general system of free trade, as well as to facilitate intercourse between the Maritime Provinces and Canada, it is absolutely necessary that the missing links of the intercolonial railroad, which is to connect Halifax with Quebec, be forthwith completed. These missing links are two – viz., between Truro, in Nova Scotia, and Shediac, in New Brunswick; and between Fredericton, N.B., and Riviere de Loup, the eastern terminus of the Grand Trunk line, 114 miles below Quebec. The construction of this line was recommended by Lord Durham in his celebrated "Report on the Affairs of British North America," so early as January 1839, at a time when the present gigantic system of American and Canadian railroads was yet in embryo. We quote this curious passage:– The completion of any satisfactory communication between Halifax and Quebec would, in fact, produce relations between these provinces that would render a general union absolutely necessary. Several surveys have proved that it would be perfectly practicable the whole way. It appears to be a general opinion in the United States that the severe snows and frosts of that continent very slightly impede and do not prevent the travelling on railroads; and, if I am rightly informed, the Utica Railroad, in the northern part of the State of New York, is used throughout the winter. If this opinion be correct, the formation of a railroad from Halifax to Quebec would entirely alter some of the distinguishing characteristics of the Canadas. Instead of being shut out from all direct intercourse with England during half the year, they would possess a far more certain and speedy communication throughout the winter than they now possess in summer. The passage from Ireland to Quebec would be a matter of ten or twelve days, and Halifax would be the great port by which a large portion of the trade, and all the conveyance of passengers to the whole of British North America, would be carried on... If the great natural channel of the St. Lawrence gives all the people who dwell in any part of its basin such an interest in the government of the whole as renders it wise to incorporate the two Canadas, the artificial work which would, in fact, supersede the lower part of the St. Lawrence as the outlet of a great part of the Canadian trade, and would make Halifax, in a great measure, an outport to Quebec, would surely, in the same way, render it advisable that the incorporation should be extended to provinces through which such a road would pass. Although Sir Robert Peel's Government was favourable to this project, and offered to guarantee 4 per cent interest to the investors, it has not yet been carried out. The want of it was grievously felt by the empire in the winter of 1861-2, when the 10,000 British troops made their famous passage on sleighs between Fredericton and Quebec. The same motives of economy and speed in the conveyance of troops, military stores, and the mails which have prompted the Indian Government to guarantee a certain rate of interest upon the vast sums invested in Indian railroads, has at length impelled both the Imperial and Colonial Governments to renew their offers of a guarantee and grant of land to any capitalists who will supply the missing links in the railroad chain between Halifax and Quebec. As the surveys have long since been made, and the estimated outlay is only £3,000,000 for a length of 350 miles, and inasmuch as its execution is a condition precedent of the proposed Confederation, we may soon expect to hear of its introduction on the Stock Exchange.... — Illustrated London News, 4 February 1865 http://beck.library.emory.edu/iln/browse.php?id=iln46.1300.005 A Joint Project by Sandra J. Still, Emily E. Katt, Collection Management, and the Beck Center of Emory University, Atlanta, Georgia, U.S.A. |
1846: Railway between Nova Scotia and Canada
sixteen documents written in 1846 about
the proposed railway between Halifax and Quebec
http://alts.net/ns1625/railway1846.html
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The favourite route from Quebec to the Maritime Provinces is by the Intercolonial Railway, which runs down the south shore of the St. Lawrence River as far as Rimouski, and then turns south... The three Maritime Provinces of Canada are Nova Scotia, New Brunswick, and Prince Edward Island, and the Intercolonial Railway traverses them all. It is a government road, admirably built and equipped, and most moderate in its charges... The cars on through express passenger trains are lighted by electricity and heated by steam from the locomotive. The head offices of the railway are at Moncton... The fare by rail between Quebec and Halifax is $14.00 one way, $21.00 return...
From "The Canadian Guide Book: The Tourist's and Sportsman's Guide to Eastern Canada..." (page 111)
1891, by Charles G.D. Roberts, Professor of English Literature at King's College, Windsor, Nova Scotia
Date of
first run
1 Mar 1898 The Maritime Express Montreal - Halifax
3 Jul 1904 Ocean Limited Montreal - Halifax
26 Jun 1927 The Acadian Montreal - Halifax
28 Jun 1929 Down Easter New York - Halifax
28 Jun 1929 Pine Tree Acadian Boston - Halifax
2 Mar 1930 The Gull Boston - Maritime Provinces
16 Mar 1941 The Scotian Montreal - Halifax
14 Jul 1956 The Bluenose Edmonton - Halifax
1 Jun 1967 The Cabot Montreal - Sydney
Members of the Scotian Railroad Society are to be commended on their choice of a name for the newsletter which will record their proceedings and the progress of their efforts to keep alive the legends and traditions of the old steam railways of the Atlantic Region. Nothing could be more typical of this part of Canada than The Maritime Express, the first name train to operate in Canada east of Montreal.
When the Intercolonial Railway opened for traffic between the Maritimes and Quebec on June 30 - July 2, 1876, the passenger train which was to become The Maritime operated over the ICR proper only from Moncton to Riviere du Loup, thence over Grand Trunk iron to the Quebec city ferry wharf at Levis.
Northbound passengers came up from Halifax on old No. 1 express of the original Halifax - Saint John main line to Moncton, where they were joined by Saint John passengers ex No. 2, and all transferred to the North Shore train. On the return trip the procedure was reversed.
Some years later when sleeping cars were introduced, they started on alternate days from Halifax and Saint John. That is, on a Halifax night the passengers from Saint John rode the day coaches to Moncton and there took up reservations on the sleeping car from Halifax. Next day, the Haligonians rode the day coaches and boarded the sleeper from Saint John at Moncton.
Just when the whole train began to run east of Moncton no one I have consulted seems to know, or when the Maritime Express officially replaced Halifax Express (eastbound) and Quebec Express (westbound). There is nothing about it in the federal papers I have examined, but a search of old newspapers and timetables might turn it up, and this would make a worthy assignment for our historically minded members.
I am not sure that the names were ever officially adopted by the road, but the eastbound train was popularly known as the Halifax Express and the westbound as the Quebec Express. In time these names also came to be applied loosely to Nos. 1 and 2 on the old main line, although only the sleeper actually ran through.
The locomotives were small eight wheelers and the passenger cars were of the open platform type, with link and pin couplers and "Armstrong" (hand) brakes. Closed vestibule cars were not provided until late in the 1890s, although air brakes had been installed in 1886. The train was a pioneer in the electric lighting of passenger cars. At first this was a clumsy system worked by storage batteries, which eventually gave way to pintsch gas lights, which in turn was superseded first by electric lights powered by steam-driven dynamos on the locomotives, and later by electric batteries in each individual car that were recharged by a generator driven by a belt from an axle...
The Maritime of necessity did much local work which greatly slowed her average speed, and in 1904 Hon. Henry R. Emmerson, of pious and immortal memory, supplemented her with a faster through summer train which a public voting contest named the Ocean Limited, and which eventually operated the year round...
Through the 1950s The Maritime Express slowly declined. After working in various combinations with other name trains, in the mid-1960s she finally wound up as she had started in 1872 — handling local traffic between Moncton and Montreal. In 1967 she vanished from the schedule.
— The above is excerpted from The Maritime Express, v1 n1, June 1968, (the first issue). This newsletter was published quarterly by the Scotian Railroad Society, Halifax.
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Note 3: The Pictou Town Branch of the ICR ran between Stellarton and the Town of Pictou. The Pictou Landing Branch of the ICR ran from Trenton to Pictou Landing in Pictou County.
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Note 3: In May 1955 the track between Linwood and Mulgrave suddenly lost almost all of its traffic, because all railway traffic to and from Cape Breton Island was diverted to the newly-completed Canso Causeway. The remainder of the "Port Mulgrave Branch" remained in use as the main line between Truro and Sydney, and in 2010 — owned now by the Cape Breton and Central Nova Scotia Railway — continues to carry trains daily.
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Note 3: In the 1880s and 1890s the ICR main line track between Point Tupper and Sydney was located along the same route it occupies in 2010 (now as the main line of the Cape Breton & Central Nova Scotia Railway), except between Georges River and Leitches Creek, which was relocated (about 1920?) to eliminate the steep grades in this section of the original track. This relocation altered the track distances and station locations (mileages) beyond Georges River.
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Note 3: This railway line, between Oxford Junction in Cumberland County and Brown's Point in Pictou County, was known as the "Short Line" from the earliest days of construction in the 1880s until the last train ran in October 1994. The reason for this name was simple: the line was promoted and surveyed, and the initial construction contracts were let, by the Montreal & European Short Line Railway Company, later the Great European and North American Short Line Railway Company.
Subject: Surveying the Intercolonial Railway main line
between Truro and Amherst in Nova Scotia.
OIC 1867-0007, page 1
OIC 1867-0007, page 2
OIC 1867-0007, page 3
On a memorandum dated July 3rd, 1867, from the Hon. the Minister of Public Works stating that the government of Nova Scotia caused a detailed exploration of the Country lying between Truro and the Nova Scotia boundary near Amherst to be made – with a view of selecting the best site for the proposed Intercolonial Railway. That in May 1866 W. Sandford Fleming, the Engineer employed to make this Survey, reported that he had examined all the practicable Railway lines between these two points, and recommended one of the explored lines as preferable in its main features to the others...
— Source:
Ottawa, Federal Government Orders in Council
http://www.collectionscanada.gc.ca/databases/orders/001022-100.01-e.php
Reference: William McDougall (1822-1905)
Subject: [Minister of Public] Works Railways of Nova Scotia and New Brunswick to be placed under the control of the Department of [Public] Works of the Dominion of Canada.
OIC 1867-0082, page 1
OIC 1867-0082, page 2
On a memorandum dated 8th inst. from the Hon. Minister of Public Works submitting that the Act for the Union of Canada, Nova Scotia and New Brunswick of 1867 provided that the Railways and Railway Stocks of each province shall be the property of the Dominion and stating that up to the date of the Proclamation of the said Act – viz. the 1st July 1867 – certain Railways of Nova Scotia and New Brunswick were the property of and were operated and managed by the respective Governments of these Provinces. That since the 1st July 1867 the aforesaid Railways have been managed by the officers in charge and recommending that immediate provision be made by Your Excellency for placing these Railways and their appurtenances under the control of the Department of Public Works of the Dominion of Canada, with the authority to manage the working, and administer the affairs thereof...
— Source:
Ottawa, Federal Government Orders in Council
http://www.collectionscanada.gc.ca/databases/orders/001022-100.01-e.php
Subject: [Minister of] Customs Claim of Mr Joseph Nelson, London, England — For services in securing Imperial Guaranter [Guarantee] to Loan of £3,000,000 [Sterling] for construction of Intercolonial [Railway] - Mr Nelson to be paid £300
OIC 1867-0198, page 1
OIC 1867-0198, page 2
OIC 1867-0198, page 3
The Committee have had under consideration a Communication dated 23rd December 1867, from the Hon. the Minister of Customs with reference to the claim of Joseph Nelson, of London, England, referred to him for report. The Minister of Customs stated that when in London in 1861, acting in concert with the Hon. Mr. VanKoughnet the Delegate from Canada and the Hon. Joseph Howe, the Delegate from Nova Scotia, urging upon the Imperial Government the guarantee of £3,000,000 Sterling towards the construction of the Intercolonial Railway. Mr. Nelson was employed by them to secure Petitions and Memorials to Parliament in favor of such Guarantee...
— Source:
Ottawa, Federal Government Orders in Council
http://www.collectionscanada.gc.ca/databases/orders/001022-100.01-e.php
Reference: Samuel Leonard Tilley (1818-1896)
Reference: Philip Michael VanKoughnet (1822-1869)
Reference: Joseph Howe (1804-1873)
Subject: Minister of Public Works – Survey of the Intercolonial Railway between Truro and Amherst, Nova Scotia $30,000 placed at disposal of the Minister to pay Mr. Sandford Fleming salary and expenses...
OIC 1868-0307, page 1
OIC 1868-0307, page 2
On a memorandum dated February 24, 1868, from the Hon. the Minister of Public Works submitting for the information of Your Excellency that Mr. Sandford Fleming, the Engineer appointed under the authority of an Order in Council dated the 3d of July 1867 to make the location survey of the Intercolonial Railway which lies between Truro and Amherst in Nova Scotia, has completed the survey in question and has forwarded his Report with plans &c of said Survey to his Department. That Mr. Fleming has carried out this Survey with his own funds and now submits a Statement of his expenditure thereupon with Vouchers. That the sum so expended amounts to $26,804.56 and recommending...
— Source:
Ottawa, Federal Government Orders in Council
http://www.collectionscanada.gc.ca/databases/orders/001022-100.01-e.php
Subject: Minister of Public Works — To expend $9000 for construction purposes on the Nova Scotia Railway
OIC 1868-0503, page 1 of 1
The Committee on the recommendation of the Hon. the Minister of Public Works dated 16th May 1868 advise that he be authorized to expend the sum of Nine thousand dollars for construction purposes on the Nova Scotia Railway viz:
To finish Wharf at Richmond $3000...
— Source:
Ottawa, Federal Government Orders in Council
http://www.collectionscanada.gc.ca/databases/orders/001022-100.01-e.php
Subject: Minister of Public Works — $30,000 placed at his disposal to procure Locomotives for the Nova Scotia Railway
OIC 1868-0614, page 1 of 1
On a Memorandum dated 10th June 1868, from the Hon. the Minister of Public Works requesting authority to proceed with the construction of two locomotives for the use of the Nova Scotia Railway and that a sum of Thirty thousand dollars ($30,000) be placed at his disposal for the purpose...
— Source:
Ottawa, Federal Government Orders in Council
http://www.collectionscanada.gc.ca/databases/orders/001022-100.01-e.php
Subject: Minister of Public Works — Respecting the construction of two locomotive Engines for the Nova Scotia Railway - Contract to be entered into with the Canadian Engine and Machinery Company
OIC 1868-0707, page 1
OIC 1868-0707, page 2
On a Memorandum dated 6th July 1868, from the Hon. the Minister of Public Works reporting with reference to the Order in Council of the 15th ultimo, authorizing him to direct the construction of two Locomotive Engines for the Nova Scotia Railway, and placing a Sum of $30,000 at his disposal for that purpose. That the Canadian Engine and Machinery Company, doing business at Kingston, Province of Ontario, offer to build the two Engines according to Specification approved by the Engineers of the Department for the sum of Thirteen thousand dollars ($13,000) each, and recommending that this Tender be accepted...
— Source:
Ottawa, Federal Government Orders in Council
http://www.collectionscanada.gc.ca/databases/orders/001022-100.01-e.php
Note: The Canadian Engine and Machinery Company, predecessor of the Canadian Locomotive Company, was founded in 1865 from the assets of the bankrupt Kingston Locomotive Works.
Subject: Intercolonial Railway — [Acting] [Minister of Public] Works [recommended] that [Committee] be authorized to procure 400 tons of rails for the new Intercolonial Railway line from Missisquash to Amherst...
OIC 1870-0019, page 1
OIC 1870-0019, page 2
OIC 1870-0019, page 3
OIC 1870-0019, page 4
On a Memorandum dated 5th July 1870, from the Commissioners for the construction of the Intercolonial Railway respecting the necessity for an immediate decision in regards to the procuring of rails for that line. The Commissioners expect that a portion of the rails must be on the ground next spring and a considerable quantity by the following fall. That as all the iron & and steel works in England are full of orders, no time should be lost in giving the necessary orders. That about 400 tons are wanted immediately to lay the line from Missisquash to Amherst, which will be ready for opening this fall. That the cost of these rails will not be more than $20,000 and they request authority to procure them. They also request an early decision respecting the rails for the whole line. The Commissioners on the recommendation of the Hon. Sir George Et. Cartier, acting for the Minister of Public Works, advise that the Commissioners be authorized to procure the 400 tons immediately required on the most advantageous terms possible, leaving for the early consideration of the Council the question of providing rails for the whole line.
— Source:
Ottawa, Federal Government Orders in Council
http://www.collectionscanada.gc.ca/databases/orders/001022-100.01-e.php
Reference: George-Étienne Cartier (1814-1873)
Reference: Hector-Louis Langevin (1826-1906)
Subject: Nova Scotia Railway — [Minister of Public] Works [recommends] dismissal of Edwd. Elmes, section foreman and Benjamin Goodwin, engine driver...
OIC 1871-1495, page 1
OIC 1871-1495, page 2
On a Memorandum dated 2nd November 1871, from the Hon. the Minister of Public Works representing that the Superintendent of the Nova Scotia Railway reports that from the accident which occurred on the 12th of September last the death of Edward Dimack(?) resulted – and damage also to the amount of $6955.00 and that he (the Superintendent) has therefore suspended Edward Elmes the foreman of that section of the line on which the accident occurred for want of vigilance and care – and has also suspended Benjamin Goodwin the Engine Driver for a breach of the regulations in allowing parties to ride on the Engine. The Minister therefore recommends that he be authorized to dismiss Edward Elmes and Benjamin Goodwin from further employment on the Government Railway. The Committee submit the same for your Excellency's approval.
— Source:
Ottawa, Federal Government Orders in Council
http://www.collectionscanada.gc.ca/databases/orders/001022-100.01-e.php
Subject: [Intercolonial Railway] — [Minister of Public] Works [recommended] accepting tenders for Station Buildings, Tank Houses and Platforms in [Nova Scotia] viz - Messrs H. Murray and [Company] New Glasgow, A.W. McKenzie and [James] W. Chisholm, Pugwash
Accepting tenders for Intercolonial Railway
Station Buildings, Tank Houses and Platforms in Nova Scotia:
OIC 1872-0170, page 1
OIC 1872-0170, page 2
OIC 1872-0170, page 3
Tenders accepted:
Flag Station and Platform at Napan $195.00
Flag Station and Platform at Minudie $195.00
Flag Station and Platform at Salt Springs $200.00
Flag Station and Platform at Greenville $200.00
Flag Station and Platform at Purdy's $200.00
Flag Station and Platform at Folly Lake $200.00
Flag Station and Platform at Ishgonish $200.00
Tank House and Fuel Shed at Greenville $1470.00
Tank House and Fuel Shed at Tony Lake $1600.00
Tank House and Fuel Shed at Iron Mines $1600.00
Tank House and Fuel Shed at Debert $1600.00
Station Building and Platform at Little Forks $3650.00
Tank House and Fuel Shed at Little Forks $1315.00
Tank House and Fuel Shed at Salt Springs $1397.00
Station and Platform, Tank House and Fuel Shed at River Philip $4519.00
Station Buildings and Platforms at Iron Mines $3390.00
Station Buildings and Platforms at Debert $3260.00
— Signed: Charles Tupper
OIC 1872-0170, page 4
OIC 1872-0170, page 5
OIC 1872-0170, page 6
(Tenders: Nappan, flag station and platform)
OIC 1872-0170, page 7
(Tenders: Minudie, flag station and platform)
OIC 1872-0170, page 8
(Tenders: Little Forks, station building 90×30 feet, and platform)
OIC 1872-0170, page 9
(Tenders: Little Forks, tank house and fuel shed)
OIC 1872-0170, page 10
(Tenders: Salt Springs, flag station and platform)
OIC 1872-0170, page 11
(Tenders: Salt Springs, tank house and fuel shed)
OIC 1872-0170, page 12
(Tenders: River Philip, station building 90×30 feet, and platforms)
OIC 1872-0170, page 13
(Tenders: River Philip, tank house and fuel shed)
OIC 1872-0170, page 14
(Tenders: Greenville, flag station and platform)
OIC 1872-0170, page 15
(Tenders: Greenville, tank house and fuel shed)
OIC 1872-0170, page 16
(Tenders: Purdy's, flag station and platform)
OIC 1872-0170, page 17
(Tenders: Folly Lake, flag station and platform)
OIC 1872-0170, page 18
(Tenders: Folly Lake, tank house and fuel shed)
OIC 1872-0170, page 19
(Tenders: Iron Mines, station building 90×30 feet, and platforms)
OIC 1872-0170, page 20
(Tenders: Iron Mines, tank house and fuel shed)
OIC 1872-0170, page 21
(Tenders: Debert, station building 90×30 feet, and platforms)
OIC 1872-0170, page 22
(Tenders: Ishgonish, flag station and platform)
OIC 1872-0170, page 23
(Tenders: Debert, tank house and fuel shed)
— Source:
Ottawa, Federal Government Orders in Council
http://www.collectionscanada.gc.ca/databases/orders/001022-100.01-e.php
Subject: Intercolonial Railway — Minister of Public Works recommends all government railways in Nova Scotia and New Brunswick to be consolidated and designated the Intercolonial Railway - And also recommends reorganization of general staff necessary for working the railway as a single organization
OIC 1872-0974, page 1
OIC 1872-0974, page 2
OIC 1872-0974, page 3
OIC 1872-0974, page 4
On a Memorandum dated 10th October 1872, from the Hon. the Minister of Public Works reporting that the Intercolonial Railway line, between Truro and Painsec Junction, will be ready for Passengers and traffic by the 4th November next, and that by that means the Government Railways in Nova Scotia and New Brunswick will be connected... and recommends... as one step towards fusing all the parts into one harmonized whole, that the distinctive names (for the provincial railways), which now exist, be dropped, and that the whole System be called what it really is, the "Intercolonial Railway." He also recommends as the Second Step in the direction indicated, that there be one Staff for the whole... The Minister therefore further recommends that the General Staff of the Intercolonial Railway... comprising all the Government Railways in the Provinces of Nova Scotia and New Brunswick (be consolidated and) all these offices to reside at Moncton... The Committee submit the foregoing recommendations of the Minister of Public Works for Your Excellency's approval.
— Source:
Ottawa, Federal Government Orders in Council
http://www.collectionscanada.gc.ca/databases/orders/001022-100.01-e.php
Reference: Frederick Temple Blackwood, Marquess of Dufferin (1826-1902)
NOTE 1: The Missaguash River bridge (at the border between Nova Scotia and New Brunswick) would appear on this list between Amherst and Aulac, at mile 80.3.
NOTE 2: This new (1872) ICR track from Truro connected at Painsec Junction with the European and North American Railway's line from Saint John – the "Point du Chene Subdivision" – thus connecting Nova Scotia's railway system to that of New Brunswick. When this ICR rail line from Truro went into regular operation, early in November 1872, there was for the first time a continuous railway with daily passenger trains between Saint John and Moncton and other points in New Brunswick, and Truro, Halifax and Windsor and other points in Nova Scotia.
References:
Intercolonial Railway Wikipedia
Nova Scotia Railway Wikipedia
European and North American Railway Wikipedia
E&NA “Eastern Extension” (Saint John to Shediac)
Canadian Government Railways Wikipedia
Windsor and Annapolis Railway Wikipedia
Subject: Intercolonial Railway and European and North American Railway, Nova Scotia and New Brunswick — Minister of Public Works recommended appointment of a Commission to enquire into arrangement and working of the - in accordance with Address of Parliament
OIC 1873-0380, page 1
OIC 1873-0380, page 2
On a Memorandum dated 5 April 1873 from the Hon. the Minister of Public Works stating that on the 13 ulto. the Senate passed an Address to Your Excellency praying that an immediate and full investigation be made into the management and working of the European and North American, and Intercolonial Railways, between St. John and Halifax, in order to secure a more safe and regular transport of the mails, passengers and freight over the said Railways. That he the Minister recommends that in compliance with the terms of the said address a commissioner be appointed with instructions to make the necessary investigation and to report thereon to Your Excellency in Council. The Committee advise that a commissioner be appointed as recommended.
— Source:
Ottawa, Federal Government Orders in Council
http://www.collectionscanada.gc.ca/databases/orders/001022-100.01-e.php
Subject: Intercolonial Railway, Windsor Branch — Minister of Railways and Canals recommends payment of proceeds to Government of Nova Scotia to meet interest on bonds of Western Counties Railway Company - Minister of Justice recommends Nova Scotia be paid the nett proceeds of the Windsor Branch over and above the cost of its maintenance...
OIC 1880-0934, page 1
OIC 1880-0934, page 2
OIC 1880-0934, page 3
OIC 1880-0934, page 4
OIC 1880-0934, page 5
OIC 1880-0934, page 6
OIC 1880-0934, page 7
(Page 7) ...Therefore recommended that the Nova Scotia Government be informed to that effect and be requested to procure from the Western Counties Railway Company and send a statement giving in detail the amounts of the various classes of debenture stock issued by the Company under the provisions of Ch: 64 of the N.S. Statutes 1879 and the particulars of any deed of trust, conveyance or mortgage executed by the Company under the 9th section of that Statute.
(signed) J. McDonald
Minister of Justice
OIC 1880-0934, page 8
OIC 1880-0934, page 9
OIC 1880-0934, page 10
OIC 1880-0934, page 11
OIC 1880-0934, page 12
OIC 1880-0934, page 13
(Page 13) ...Under the circumstances of the case, considering that the Windsor Branch was appropriated by Parliament for the purpose of enabling the extension of the Railway from Annapolis to Yarmouth, and that the Government of N.S. enabled the Western Counties Rly. Co. to complete and open the line from Yarmouth to Digby by guaranteeing the interest on £50,000 debenture stock borrowed by the Company, the undersigned recommends that the nett proceeds of the Windsor Branch over and above the cost of its maintenance in a workable condition of repair and of the cost of the renewal of the passenger and freight station building at Windsor be paid to the N.S. Government to meet the interest on the Bonds.
(signed) Charles Tupper
Minister of Railways & Canals
OIC 1880-0934, page 14
— Source:
Ottawa, Federal Government Orders in Council
http://www.collectionscanada.gc.ca/databases/orders/001022-100.01-e.php
Reference: James McDonald (1828-1912)
Reference: Sir Charles Tupper (1821-1915)
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