Ottawa Valley Days
- Saturday, December 7, 1935 - Received from Eileen Bashak - [email protected]
Great Excitement When District
Bytown
and Prescott Railway Necessary for Realization of Dream of Nation
Written
for The Journal by
T
HERE is no more glowing epic in the rugged story of this dis-trict than the
struggle of the rival railways to tap the wilderness of the Upper Ottawa.
Engineering triumphs, technical skill, rough but effective
organization, clamoring municipalities and frenzied finan-cing—all
were component elements in the drama of competing lines to bring civilized
communication and transportation to the hinterland.
WHEN
the wide-funnelled, wood-consuming “iron stallions” puffed into successive
hamlet terminals—
Arnprior, Sand Point, Renfrew and finally Pembroke—they
heralded the advent of the age of steam power.
It was the beginning of the end for the stage lines and stopping places
that paralleled the river highway.
MODERN
science has developed at such an incredible speed that a period of about 75
years spans the gap between stages and stream-lined trains and airplanes. And
there are men now living who have witnessed this amazing transformation in
transportation
THE
earliest developments in rail-roading in this district had their genesis in
the Bytown of 1850. At
(Plans
had been made for planking this old stage route but the cost was prohibitive).
Meeting
in Old Town Hall.
BYTOWN’S
isolation was soon to be terminated. The
late Hon. Richard W. Scott, M.L.A., in his “Recollections of Bytown.”
tells of how the idea was born and matured.
It seems that in the winter of 1850 “while walking over the hill then
separating upper and lower town” Richard Scott met his friend, Edward
McGillivray, and they discussed the necessity for a rail outlet to connect
Bytown (with its population of 7,000) with the contemplated trunk line
(proposed by Sir Francis Hincks) to unite Toronto and Montreal.
(For the next sixty years this “trunk line” was known as the Grand
Trunk Railway.) The result of the
talk between Scott and McGillvray was that the latter had persuaded the former
to take steps to obtain a charter.
A
PETITION was circulated asking for an act incorporating a company to construct
the railway. Thirty-one substantial citizens of Bytown signed the
petition, while in Prescott seven staunch townsmen attached their signatures.
In August, 1850, the charter was obtained, and in the old town hall
above the lower town market the promoters elected John McKinnon as president,
Robert Bell as secretary and Walter Shanly as engineer.
In September of that year, work was commenced at the Prescott end and a
month later the first sod was turned at Bytown.
Thus the Bytown and Prescott Railway got its start.
Desperate
Financing
THEN
came the tough business of financing it.
Bytown citizens had subscribed for 15, 000 pounds of the stock.
Prescott and Kemptville had each put into the venture their quota.
But still the financial objective was far short of the amount required
to construct even a short stretch of the 54 miles of railway.
TO
BRING in further support, an effort was made to enlist the aid of Carleton
County. At an open air meeting of
farmers, held at Bell’s Corners, an offer was made (as an inducement) to
deflect the line to a more westerly route, but the cautious agrarians merely
stroked their whiskers and said nix. The
county council also refused to grant assistance.
MATTERS
were approaching a critical stage, and in the background loomed the certainty
of losing any hope of Bytown becoming the national Capital unless it possessed
railway facilities. But how to
finish building a railway shen even its passenger locomotives were being
seized for security, and its rolling stock!
Out
of the Morass
BYTOWN
promoters were desperate. A
measure of financial relief was obtained when the city borrowed $200,000 from
the Municipal Loan Fund and loaned it to the company on second mortgage
security (the first mortgage having been given for the rails).
This was sufficient to enable the completion of the line.
BUT
the earning capacity of the railway would not permit it to meet the heavy
financial obligations. The
railway passed into receivership, and then, in 1865, an act was passed
authorizing its sale under the first mortgage bonds.
The net result was that Ottawa was left “holding the bag” to the
amount of $200,000 borrowed from the Municipal Loan Fund.
Other municipalities were in a similar “hole.”
Eventually a generous Ontario legislature arranged a fair and
reasonable settlement whereby a large part of the debt was cancelled.
And the Bytown and Ottawa Railway (later to be known as the Ottawa and
Prescott and still later as the St. Lawrence and Ottawa) functioned finally
into the orbit of the Canadian Pacific Railway.
Rivalry
to Reach Pembroke
NOTWITHSTANDING
all the difficulties and financial hazards involved, this district became
“railway-minded” in the middle fifties, and every municipality decided
“to be on a railway” or “bust.” Well, they got their railway and they
did not “bust.” By somewhat of a coincidence the Hon. Richard Scott also
helped the Brockville and Ottawa Railway and the Central Canada Railway
“over the hump.” The story of
these last two enterprises is admirably summarized by A.H. D. Ross in his
“Ottawa Past and present.” Mr.
Ross records that in 1853 the Brockville and Ottawa Railway Company was
granted a charter to build a line “from Brockville to some point on the
Ottawa river.” With a branch
line from Smiths falls to Perth, and the Bytown and Pembroke Railway Company
was authorized to build along the south shore of the Ottawa river, one clause
of its charter being: “The portion from Arnprior to Pembroke is to be
subject to (?) Year’s suspension in favor of the Brockville and Ottawa
Railway and, should that fail to build that portion in five years from the
date of incorporation, then it becomes a part of the Bytown and Pembroke
Railway. Power (is?) Also given to build a branch (?) from Arnprior to
Georgian Bay and thence to Sault Ste. Marie.”
Engine
Took Ditch Water.
THUS
Pembroke became the objective and focal point of rival railway companies.
The (B?) & O.”, also struck “hard going” in a series of
financial reverses, but it eventually reached the Ottawa river at Sand Point. Mr. Ross tells the story of its travail and achievement in
the following paragraph:
“On
the 25th of January, 1859, the first locomotive and two miniature
passenger coaches covered the miles between Brockville and Smiths Falls in two
hours, but the icy condition of the road from Perth, and the breaking of a
coupling, and the engine running out of water meant an additional seven and
three-quarter hours before the last 12 miles were covered.
As (no) emergency equipment was carried a rope was used to pull in the
rear(?) Coach, and the ditches along the way had to be searched until water
was found for the engine. In
August, 1859 the line reached Carleton Place, and in 1860 Almonte.
In September, 1864, the Ottawa river was reached at Sa(nd) Point, where
connection was ma(de) with the Union Forwarding Company’s steamers to
Portage du F(ort) and Pembroke.
Linking
Up With Carleton Place
“ON
the 18th of May, 1861. (The) Canada Central Railway Company got a
charter to build (A) line from Quebec to Lake Hur(on) As the counties of
Lanark a(nd) Renfrew had borrowed a good d(eal) of money to lend to the
Brockv(ille) and Ottawa, and that road was (in) financial difficulty, the
Honora(ble) R.W. Scott induced Bockow a(nd) Vaughan (English iron mercha(nts)
who supplied rails for the Brockville and Ottawa) to take over (the) charter
of the Canada Central from Ottawa to Carleton Place.
This (?) Mile stretch was located by George F. Austin and built by
Harry Abbott. On the 15th
of September 1870, it was formally opened a(nd) gave Ottawa another rail
outlet (to) the St. Lawrence, as well as dir(ect) rail connection with Sand
Poi(nt) with the expectation that the ro(ute?) would soon be extended
eastwa(rd) to Montreal and westward to Pembroke.
“THE
B. and O. and the Cana(da) Central were in reality the same company with an
interlocking directorate and the powerful fi(?) Of Bockow and Vaughan behind it
and it is of interest to note th(at) the names of some of the fi(rst)
locomotives were the “W.F. Bocklow,” “John G. Richardson” and “H.
Abbott.” In 1875 the Brockville
and Ottawa reached Pembroke. In
1877 the Canada Central carried 132,000 passengers and 12(?),000 tons of
freight, and in 1881bo(th) roads were acquired by the Canadian pacific Railway
Company which by 1883 had extended (the) main line as far west as Lake
Nip(p)ising.”
(This page was poorly copied on the microfilm. The right hand edge of the page disappears. Where letters are missing, I have enclosed my suggestion in brackets.
Posted: 24 February, 2006.