Merritt Price Sawmill in Actinolite c 1935 story from info by Stewart Roy

 

Merritt Price Sawmill in Actinolite c 1935 story from info by Stewart Roy.

We bought the property at 108817 Hwy 7 in 1994 from the Price family. It is on the north side of 7, east of the Log Cabin Restaurant, west of Flinton Rd. Just north of the highway in the edge of forest was a series of concrete footings with iron pins sticking out, a large, rusty metal tank, lengths of iron pipe, a wood braced sump hole, and various other bits of metal and debris scattered about. Various other lengths of water pipe can be found all the way down to the river. The ruin remained a mystery until Andy Roy brought his father Stewart Roy over around 1996 or 97 and told this story.

Stewart identified the site as Merritt Price's original sawmill and Stewart worked for Merritt at that sawmill in about 1935 at the age of about 16. Stewart described it as steam powered, cast iron sawmill and that there was a large spoked cast iron fly wheel. Water was pumped up out of the Skootamatta to supply the mill. The area to the north was cleared and was used for storage of both logs and cut boards. Horses and wagons were stored in the building next door to the Log Cabin (later the Sunpower store, since burned) with wagons on the upper level and horses in the basement. At the end of the day, the steam was shut off to the saw and, Stewart said, with the flywheel, took quite a while for saw to stop. Stewart said employees were being paid and expected to work till saw came to a complete stop. Stewart said, one day, in a fit of rage over what Merritt considered under productive work, Merritt cut the spokes of the flywheel, effectively removing the flywheel, so the saw would start and stop faster thus saving Merritt wages.

When we bought the property, there were clearly two paths from the Sunpower building, one to the sawmill and one to the storage yard behind. Both paths still exist and we use both of them.

My understanding is the sawmill closed sometime after 1935 with Merritt planning another one further west. Merritt got as far as building a water dam on the Skootamatta but another sawmill never happened. That dam is still in place behind the Unconventional Moose.

Another interesting anecdote is a diving friend says there is a large piece of machinery sitting on the bottom of the Skootamatta just west of the small island at the picnic area on the north side of 7. It is my belief that this could be the steam powered saw, lost when being moved to the new sawmill site.

George Clarens Bernard 1900-1982

 

George Clarens Bernard 1900 - 1982

George Clarens Bernard was my grandfather. I realized nothing has been written or recorded about him. He was born on February 1, 1900 in Negishi, Yokohama, Japan, son of Charles Burton Bernard (1853-1947) and Ura Lida (1870-1910). He had two older brothers and an older sister. Also a younger sister and a half brother from his father's second marriage. Despite being born in Japan, that was a secret he kept his entire life and only discovered by my grandmother after he had passed.

Much of his early life is unknown but he was sent to Eastbourne, Sussex, England for education at around age 6. He stayed with his aunt Grace who married William Towner. Their granddaughter was actress Margaret Towner who had a bit part in Star Wars - Tae Phantom Menace and her son is actor Clive Francis

At the age of 16, he lied about his age and joined the Royal Navy and was assigned to HMS Derwent, a River class destroyer as a midshipman. On May 2, 1917, the Derwent struck a mine laid by U-boat UC-26 in the English Channel off LeHavre, France and sank, killing 58 of the crew of 70. Of course, my grandfather was the one of the few survivors.

After the war he headed for India to get involved in the lucrative tea business, returning to England on November 20, 1922. In 1923, he headed for Canada arriving September 23, 1923 in Quebec. He was headed for his older brother John's place in Toronto. At some point after arriving in Toronto, he was invited to a costume Halloween party in the east end of Toronto. Not having a costume, he simply put his shirt collar on backwards and went as a church minister. This caught the eye of another party attendee, Mary Monica Rollit (1897-1992), as her father was a minister in Quebec. They started dating and, on June 30, 1928, were married in Christ Church Cathedral in Montreal. They settled in Toronto first on Duplex just south of Lawrence and later at 656 Oriole Parkway. My father Julian Rollit Bernard was born July 25, 1929 and my uncle Charles Michael Brodrick Bernard on March 2, 1933.

My grandfather joined the Royal Naval Canadian Volunteer Reserve at HMCS York in Toronto and went to work for Canadian Maufacturers Association where he stayed till he retired in 1969. When World War Two came along, the RNCVR was called upon for active duty in the Navy. My grandfather had built up a lot of seniority over the years and held the rank of Commander and was assigned to HMCS Fort Ramsay in Gaspe, Quebec as base commander. HMCS Fort Ramsay was started in 1940 and inaugurated on May 1, 1942. My grandmother and the kids stayed in Toronto during the war except for summer breaks when they travelled by train to Gaspe (see "The Day I Became a Railfan" by Julian Bernard also in this Blog). They stayed the first year at Baker's Hotel in Gaspe and in later years in the Commander's residence on the base.

HMCS Fort Ramsay was strategically located at the mouth of the St. Lawrence river in a well protected bay. It's purpose was to patrol the mouth of the St. Lawrence searching for U-boats and protect the merchant marine ships heading to Britain. To do this, they were assigned a fleet of Fairmile B Motor Launches as the 71st and 79th ML Flotilla, a total of 12 ships. Fairmiles were a British designed wooden ship, 112 ft long and 17 ft wide. Most of them were built by Ontario cottage country boatbuilders in Orillia, Midland, Bracebridge, Gravenhurst and Penetanguishene. A requirement was they needed to fit through the locks of Trent Canal. An anti submarine net was stretched between two sand bars just outside the harbour. Gun emplacements were on the hills of the bay out to the Gulf. They can still be toured today.

One story my grandfather used to tell was one day, during maintenance of one of the Fairmiles, a fuel leak resulted in an explosion. Both my father and grandfather recounted looking out the window and seeing debris of the ship spiralling upwards and back down. As Commander, my grandfather went to inspect the site. As he recalled much of the super structure of the ship had been blown off. He stepped down into the hold and stepped on something soft. It was the body of one of crew or maintenance team.

As well as patrolling for U-Boats, the Fairmiles would escort the merchant ships coming down the St. Lawrence to the convoy staging points. There the larger Corvettes out of Halifax would take over the escort role to off the coast of Ireland where the Royal Navy would take over. My father recalled a story of the Fairmiles escorted to the rendezvous point and the Corvettes were no-shows. The Fairmiles were then tasked going all the way to Ireland. The Fairmiles were not designed for the North Atlantic and the crews were ghastly seasick.

Another story my father recalled was, while staying on the base, being woken up one night by one of junior personnel assigned to my grandfather and been told to quickly dress and follow. In the darkness down at the dock a surrendering U boat was being brought in. The U boat docked and the German sailors were quietly marched off. My father also told of the family dog, Duke, an Irish Setter who travelled to Gaspe with them. Apparently Duke had no concept of tides and enjoyed sitting on a favorite rock in the harbor that he could walk to in low tide and watch the birds. The tide would come in and Duke would panic and howl. My father said, more than once, a base personnel would come to my grandfather's office and say, "Sir, your stupid dog is stuck on the rock again". Generally my father was assigned to wade out to the rock and drag Duke back to shore.

In the late 70s, on a May Sunday, dad loaded us kids in the car and picked up my grandfather and went down to Bloor St around Jarvis for the Battle of the Atlantic parade. My grandfather was in full uniform and after chatting with some of the vets, was invited onto the podium to receive the salute. Probably one of the best days of his life.

Dad and I travelled to Gaspe in 1989, his first time back since 1945 and toured what was left of the base. At that time, the Commander's house was still standing but empty. The base barracks had been converted into apartments, and the dock area was being used for boat repairs, launching and storage. A subsequent trip in about 2001 revealed that most of the remaining base structures were gone. Also in that trip, dad and I went to the Gaspe Legion to enquire about my grandfather and HMCS Fort Ramsay history. While there were a few artifacts on display what was most notable was in the stairwell to the lower room at the Legion was a large picture of my grandfather. Looking at satellite images of Gaspe today, it appears nothing remains of the base.

After the war, my grandfather returned to his job. In 1963, I came along and I remember my visits to grandparents fondly. One distinctive memory is the smell. My grandfather smoked Craven A cigarettes and grandparents house always smelled like Craven A, percolated coffee and toast. When I became a teen, I went to grandparents weekly and did chores which included numerous stops at the shops on Eglinton and usually a garden chore or two like lawn cutting or hedge trimming. Lunch followed.

My grandfather was diabetic and had a heart condition and took Nitro pills regularly. My grandparents moved around 1980 to an apartment on Eglinton. I continued my weekly chores for them but my grandfathers condition worsened. In his final months, he was bedridden but really enjoyed me reading the latest on the Falkland Island War from the newspaper to him. He died on June 20, 1982 and is buried in Stanbridge East, Quebec.

Back to his Japanese heritage. This was always a secret and wasn't revealed till after he passed. He had always claimed to be born in England of English descent. While it was known that my great grandfather had lived for awhile in Japan on business a a tea merchant, it was always assumed he went back to England to start a family. Despite being half Japanese, my grandfather didn't really look Asian but he did have a nonidentifiable look to him, like Yul Brynner. A hard-to-peg heritage. Of course, if his heritage was known during WW2, he likely would not have been Base Commander and possibly could have been sent to an Internment Camp. As the details were discovered, on the flip side, my great grandfather remained in Japan during WW2 and was imprisoned and his assets seized. In his late 80s at the time and not much of a threat, some German friends in Japan, arranged for his release and he spent the war under house arrest in the German friends home where he died in 1947.

My grandfather had a younger half brother from a subsequent marriage by his father who stayed in Japan and raised a family. There have been recent trips by my family to Japan to meet and be hosted by the Japanese cousins.

I am going end this "play by play" health story. At first it seemed like an interesting story but has become mundane, too much to read and moving slowly. I will keep this space here for factual updates but keep it short. It all officially started last February with my trips to hospital but was likely brewing behind the scenes for years. Tests and appointments are ongoing and nothing really resolved. After a year into this, status is below.

- Heart - A-Fib and Tachycardia - awaiting Ablation surgery

- Lungs - lower lobes collapsed on both sides, 7 mm nodule in lower right lung, elevated right diaphragm

- Liver - fatty and inflamed

- Gall Bladder - stones and enlarged Bile Duct

- Lymph Nodes - Abdominal Periportal nodes enlarged

- Stomach - Hiatus Hernia, ulcers, inflammation, lesions, Hyperplasia - all bleeding, biopsies negative

- Intestine - Diverticulosis

- Kidneys - Stage 3 failure

- Vascular - calcium deposits in arteries

- Urinary Tract bleeding

- groin hernias both sides

- osteoporosis in Lumbar Vertebrae

- Lumbar disc degeneration

- osteoporosis in pelvis

- bone spurs on hip balls

- Anemia due to bleeding

- MGUS - bone marrow biospy negative for Myeloma, Lymphoma and Amyloids

- Myopathy and Rhabdomyolysis (may be caused by meds)

Trip Report

Trip Report April 5 to 8, #64/#14/#15/#67

#64 pulling into Belleville

Dad and I did an almost annual east coast train trip from 1989 to 2005. Since then have only been east once in 2008 and wanted to both attempt to restart the tradition and see what has changed.

My intention was to document all the details as other trip reports do. Boarding #64 in Belleville, I noted P42 #902 and our car LRC business class 3473 and intended to get the rest of the consist in Montreal. That plan went out the window with the ice storm and delays. Interestingly enough, Paul and I had never travelled by train together. Martinis on Equity don't count. Paul would take the train between TO and Belleville on occasion and I had my trips with dad. This would be a first. The plan was just a quick trip down and back with an evening pub crawl and a Halifax walkabout the next morning.

Cocktail and snack onboard #64

We booked the dogs in for boarding and left enough food and water for the cats and chickens. Had arranged a ride to the station in Belleville.Upon boarding, we were served a drink with a snack mix and offered lunch choices, I chose the Rigatoni pasta and Paul got the cold chicken salad platter. No problems through Brockville but it was obvious that the rain that had been falling all day and lightly icing the trees, was now much thicker and increasing with the north east travel. Between Brockville and Cornwall, there was a loud bang from under the coach followed by many smaller bangs and wood chips and chunks flying past the windows. The train came to halt and the service manager announced we had hit a tree and the engine crew was going to inspect the train. We stopped for about 20 minutes and then were own our way again. Now late, I was thinking about our shortening layover time in Montreal, no problem at this point. After stopping at Cornwall, we continued slowly with leaning trees and branches making bang-bang-bang sounds while bouncing off and brushing down the sides and windows of the train. In Coteau, we came to a stop with freight trains on either side. The service manager announced that power lines were down across the track and we were awaiting Hydro Quebec. A couple of hours went by, the sun set and I wondered about our connection to #14. Other passengers around us started complaining of missed bus connections and messaging people on our situation. Fortunately, wine continued to be served.

Rigatoni on #64

The service manager announced the wires had been cleared but there were fallen trees on the tracks and it would be a while longer. Another hour and it was announced trees were continuing to fall and crews were trying to keep up. While fearing that our Halifax trip was going to end that night in Montreal, it was announced that #14 was being held as there were 44 passengers on #64 transferring as well as many more on the train from Ottawa that was stuck just ahead of us in Coteau. By then #66 was not far behind us and we heard that all remaining corridor trains had been cancelled. Now around 10 pm, we finally started moving and noticed that electricity was mostly out the rest of the way into Montreal. We crawled through level crossings and noted the Hyrail trucks and crews at the crossings, likely the tree cutters but also likely protecting the crossings too. Stopping in Dorval, the passengers that did get off were in complete darkness. Finally got into Montreal around 11:30 pm.

Icestorm

I made no attempt to get the rest of our consist and we simply headed up the escalator, over one platform and back down to the Ocean. Finally on board in room 2 of Ren sleeper 7522. Heather was our attendant and she had put the beds down. We attempted to put them up (not 100% successfully) just so we could stow our stuff and relax for a bit. Heather came by and fixed our bed mistakes. Now 5 hours late, #14 headed out. The expectation of leaving Montreal in daylight, viewing Victoria Bridge, cocktails followed by dinner in the dining car were long gone. Heather said sandwiches were available to us in the service car but we were pretty frazzled by then and not hungry. We openened our cooler bag and cracked a pint, a few times, finally putting the beds back down and crashing about 2 am. Waking about around 7 am, I realized with had only just passed Trois Pistoles and were still 5 hours late. I went up to the diner for some take out coffees and we went for breakfast around Mont Joli (49 degrees north lattitude), still on the south shore of the St. Lawrence River. I had the Western Omelette and Paul just had some toast. Still deep snow in Quebec and northern New Brunswick. The train turns south and into the Matapedia RiverValley, not usually seen in daylight on the train, and then into New Brunswick.

Breakfast menu

Northern New Brunswick along Baie de Chaleur

Looking more out to the Gulf of St Lawrence

Lunch was called around Jacquet River. I had the Roasted Veggies with Mesclum Mix, Goat Cheese and Balsamic Reduction. Not sure what Paul had. We ended spending a good portion of the afternoon riding in the dining car, sipping wine or beer and enjoying the panoramic view and the crew didn't seem to mind us hanging out. Crossed the very frozen Miramichi River. The train, I heard was completely sold out and every coach seat, Ren bedroom and, what I heard, all forward facing HEP1 rooms. Paul and I did an end to end walkthrough of the train though access was blocked at points. There was a large group of Amish/Mennonite on board in coach, heard they were headed for an Easter retreat in PEI. 

Roasted Veggies on Mesclun Mix with Goat Cheese and Balsamic Reduction

A Rennaisance room

Crossing the Miramichi River

Lounges were busy

Continuing south, the snow was pretty much gone by Moncton (46 degrees north lattitude).

The train was not making up any lateness and I knew we would not be in Halifax till almost 11 pm. In Halifax, I had noted where, and hours of operation, we could replenish our onboard drink supply as all stores would closed on Good Friday. Realizing that in no way would that happen now, I had to come up with a Plan B. Knowing there is a liquor store near the station in Moncton and there is a 15 minute stop for refuelling the locomotives. Getting off in Moncton, Heather warned me that the train would not wait but I made the dash across the parking lot and made it back with time to spare!

Rennaissance Dining car

After Moncton, the sun began to set, no dining car dinner was offered, just sandwiches, bananas and chocolate bars. We arrived in Halifax around 11pm (44-1/2 degrees north lattitude, same as Tweed). No cabs to be seen and it was about a 15-20 minute walk to the Barrington Hotel, one that I had chosen due to its proximity to the pubs and Historic Properties. After checking in, we headed for the last place on our pub crawl list, the Lower Deck in the Historic Properties, ordered a beer, watched the band play their last 3 songs, by then last call had been made, we finished our beer and headed back to the hotel. I had noted Maxwell's Plum was open later but we were tired.

Historic Properties

The Lower Deck Pub

Next morning, we were coffeed and out by 9 am, leaving our stuff in the room and we did a zig zag through the downtown, up past the Clock Tower, up the hill to the Citadel. BTW, everything in Halifax is either uphill or downhill, not much else. Downhill from the Citadel to the Public Gardens, by now the warm sunshine was noticeable, a far cry from the ice storm and the snow and ice of northern New Brunswick. Sat for a few minutes on a bench by the pond then made our way back down Spring Garden Rd to Barrington and back to the hotel, checked out, now close to 11 am. Carrying our stuff, we headed down to the waterfront and along the boardwalk. Noting a restaurant patio was just opening up for 11:30, we ordered a pint, Paul had an oyster, which he liked and at, 12:30, headed the last 3 blocks to the station.

Halifax downtown from Citadel

Clock Tower

Citadel

Public Gardens

Facade being saved

Historic Properties

SS Acadia

Halifax Waterfront

Sea Smoke Restaurant

Paul has an oyster

Boarding in Halifax, we were taken out to our sleeping car in a golf cart. On #15, it was the same train we came down on, just running in the reverse direction and we were in 8221 "Chateau Radisson", in Bedroom D (was booked in B but some problem with the room as told by attendant Leanne). Left the station at 1:00 pm, got about 500 ft and stopped. Some incident involving the police and that something was going on near or on the tracks. Sat for about 45 minutes, uh oh, here we go again. Problem resolved, never did find out story and we were off again. We were given wristbands to identify us as sleeping car passengers to the dining car crew as we had to pass through the coaches to the dining car and coach passengers don't get dining car meals. Coming from the other end of train, all passengers were sleeping car passengers and there was no need for the wristband. Lunch was served shortly after. I had the Rigatoni pasta again and Paul had the Salmon. We arrived in Moncton about one hour late, I stepped off to have a look at the front end of the train and noticed HEP1 diner 8412 "Kent". Getting back on board, I asked the crew why it was there and was told it had just been rebuilt and was being tested. I asked for a tour but was told it was off limits as there was sensitive monitoring equipment on board.

Leaving Halifax, looking at Bedford Basin

Much quieter on the return trip than going down. On #14 going down, both service car kitchens were operating. #15 had just one service car kitchen operating and half the dining car being used. In both directions, lounges were busy. Around Rogersville, dinner was called. I had completely stopped taking pictures of the menu and food. I had Pot Roast and Potatoes, Paul just had the soup and his dinner roll. After dinner we, hung out in the lounge. Approaching Miramichi, we heard there was passenger in the Ren sleeper in medical distress due to a nut allergy. I think it was implied that they had been unknowingly served nuts in their dinner. At Miramichi, paramedics were waiting and the train stopped for about 45 minutes. In the end, the passenger declined being removed from the train and we continued. I brought my sleeping car berth key and either annoyed or impressed Leanne by putting our beds down.

Paul's Salmon

Rigatoni ala Vodka Sauce

Folly Lake in the Cobequid Mountains

In Moncton

Service area for Lounge/Take out for coach

Another view of Lounge

Waking up in the morning sometime after Riviere du Loup, grabbed coffees, passed the Bombardier/Alstom factory in La Pocatiere, watched carefully for the bridge in Montmagny, the site of the head on collision in 1942 in dad's story. Crossing into Ste Foy is something new since my last trips as the train stayed on the south shore stopping at Charny. Anyway, crossing the infamous Quebec Bridge is a highlight. While at Ste Foy, I went for breakfast and Paul had another coffee. Breakfast was bacon and eggs. We were still running about 90 minutes late. Back out on the main line, #15 made up 15 minutes by Montreal. My GPS speedometer app said we hit 154.4 km/h (96 mph) twice, first around Montmagny and again around St Hyacinth. Coming into Montreal we took the Victoria Bridge detour around the lock as there was a freighter heading upstream. Being 75 minutes late, it had been announced that passengers booked on #65 to Toronto would be rebooked on #67 as #65 would not be waiting. I booked us on #67 anyway just to have the slush time.

Quebec in the early morning by Riviere do Loup

Crossing the Riviere du Sud in Montmangny

Chaudiere River near Charny

Crossing the St Lawrence on the Quebec Bridge

Mountain near Montreal (Mont St Hilaire?)

We had about 2 hours in Montreal and went to the Deli Planet, a bar/restaurant right off the concourse in Central Station. Were just in coach on #67 and a normal run to Belleville instead of our 10 hours on #64 going down. #67 was about 15 minutes late into Belleville as the train stopped several times due to an electrical issue. It appeared that the HEP generator kept kicking out. Never did note anything about our consist on #67 Did hit 162.6 km/h (101 mph) around Morrisburg. Our ride picked us up, we had left the car at his place in Tweed and then picked dogs up at the doggie daycare. Dogs had a blast at daycare and made new friends. Have booked them in at daycare monthly for socialization and play time. We were all tired getting home, Paul and I were sore from all the hills and long walk in Halifax, house had chilled to just 7C, got woodstoves going.

Deli Planet

Old swing bridge over Lachine Canal, site of one of Buster Keaton's stunts in 1965's The Railrodder 

Some end notes:
Comparing Ren vs HEP1, Ren cars ride better, the bathroom is more spacious and has tables. HEP1 has more room space, better space to put bags and coats but the only table space is the flap over the sink, which has to cleared off if using sink. If we had asked for the optional table, it would have blocked access to the toilet annex. 8221 "Chateau Radisson" is looking tired with peeling wallpaper and scuffs everywhere still featuring it's 30 year old decor. Food and service was excellent on all trains. There were some bummer moments as in missing the pub crawl. Another thing I wanted to try in Halifax is the fried pepperoni, do it at home but the Nova Scotia version is supposed to be the ultimate. Halifax has changed a lot with all the waterfront condos, boardwalk and waterfront pubs and restaurants. The downtown core of heritage storefronts have been maintained but most are just a facade now with new highrises built inside. Montreal downtown has changed a lot too with so many new highrises around the tracks.

Consist of #14 and #15 (reversed)
6413 F40
6408 F40
7009 Ren baggage
70108 Ren accessible coach
7519 Ren sleeper
7522 Ren sleeper
7520 Ren sleeper
79515 Ren accessible sleeper
7312 Ren service car
7402 Ren dining car
7309 Ren service car
7231 Ren coach
7600 Ren transition car
8124 HEP 1 coach
8223 Chateau Rigaud HEP1 sleeper
8221 Chateau Radisson HEP1 sleeper
8220 Chateau Papineau HEP1 sleeper (access blocked maybe crew car)
8412 Kent HEP 1 diner (on trials)
8615 HEP1 baggage

 

Anecdotes from Trips with Dad

As I mentioned at the end of my version of The Day I Became a Railfan, I wished I paid more attention, took more notes and photos. Well, ditto for all subsequent trips as they all have become a bit of a blur. I have attempted to jot down some anecdotes here of those subsequent trips.

After dad and my initial trip in 1989 (The Day I Became a Railfan), there was another quick followup trip. We had only been back a few weeks when dad said he regretted missing a couple of east coast train rides. So, mid October, we were headed east again, this time by car. Day one, we drove all the way to Edmundston, NB. Day 2, we boarded the #626 RDC train for Moncton, arriving late morning. It was, I believe, the same RDCs were then scheduled to head for a round trip to Saint John (unknown train number). We boarded and were told that there would be a bustitution from Sussex to Saint John and back due to trackwork. So be it. Still got a hour or two in Saint John, bus and RDC back to Moncton and then #625 RDC (in the dark) back to Edmundston. Day 3 was trip home. Did some rusty railfanning (abandoned Edmundston to Riviere du Loup), stopped in at the Maritime Museum of Quebec and back to Montreal where we visited and stayed thie night with dad's aunt Norma, Day 4 was home.

Other trips become a bit of a blur. Dad and I did try to take an annual or semi annual trip over the coming years, pretty much exclusively in early fall after the tourist season and some deals could be had but touristy places hadn't shut down for season. Some trips can be nailed down due to discontinuance or notable events that occurred. I believe I had about 12 or 13 trips with dad, with maybe 3 or 4 to Gaspe and the rest to Halifax or Moncton, plus two trips east without dad. Without promising anything is in chronological order, here are some anecdotes.

There was a last ride on the Atlantic shortly before it ended (likely 1994). The Atlantic cut across southern Quebec, Maine and NB. My only confirmed memory of that trip was when I invited myself up to the cab of the lead locomotive, a F-40, in Moncton on the way home. My recollection is, with the engine running flat out for HEP, how much the cab shook, like being in one of those weight loss vibrating belts.

Dad and I did an Annapolis Valley trip as well. Took the train to Moncton, rented car, out to the Salem and Hillsborough, Hopewell Rocks, Alma, Fundy Park, Saint John. Dad sent me out for dinner to McDonalds as he wanted a McLobster, which was a standard menu item then in the east. Next day we took the ferry from Saint John to Digby. From there we followed the Annapolis Valley and looked at the scant remnants of the railway that we had ridden in 1989, just a few years before. Stopped in Middleton to look for some family graves and looked at the remaining stations in the Annapolis Valley and toured a railway museum in one of them (Middleton?).

At some point, made our first visit to the Train Station Inn in Tatamagouche. My friend Susan joined us on that one. Dad and Susan took rooms in the station, I got a caboose to myself. After Tatamagouche and back through Truro, headed across country to Windsor and to Kentville before turning south to Lunenburg (Museum of the Atlantic) and Oak Island causeway.

In the mid 90s, mom, dad, Uncle Mike and Aunt Bette all made the trip to Gaspe. We met up in Montreal and boarded the Chaleur. That was my first experience with a Skyline dome to Gaspe as, in our previous trip, it was all blue equipment and a 700 series cafe lounge. We stayed at the new Bakers hotel, had lunch at the Brise Bise, again checked out the remains of Fort Ramsay (Commanders house was still there then and dad and Mike peaked through the windows), toured the Gaspesie Museum, went through Forillon, right around to Cap Rosier, to Perce Rock, etc.

Last Gaspe trip was likely 2000. Train must have been ontime as Dad and I had a couple hours in Gaspe and took a cab to the Legion, got the tour, and the big picture in the stairwell was of my grandfather. Noted that Commanders house at Fort Ramsay was now gone leaving virtually no remnants of the WW2 base. Leaving Gaspe, it was mid November as I learned about F40 traction control, if the wheels start slipping, the engine backs off power until it effectively stalls. As we left Gaspe, near freezing temperatures and fall leaves on the rails, the traction stalled. The train simply couldn't climb hills. Several runs at hills were needed before the rails were clear enough and dry enough to continue. This continued for most of the afternoon and into the evening. When dinner time rolled around we headed for the Skyline diner. Had a good meal and were just hanging out. I think the dinner joke became (with all the runs at hills followed by backing up for another run) to be "Oh, we are in Port Daniel".... Oh, look, Port Daniel again", "Oh, it is Port Daniel again", Yeah... Port Daniel again.." There was a point where we glanced out the the window and saw two youngsters, with focused gaze, each had a firm grip on a stone, locked and loaded. They let those stones fly, shattering the outside pane of of one the Skyline dining car windows. Train screeched to a halt, crew jumped off, no sign of the young offenders. Likely a $2k piece of glass, you brats. As I ended my evening that night, by now 10pm+, the coach was on the rear end and the vestibule on the very tail end. While officially not allowed out there I spent a good hour out there in the cold rain/wet snow, just listening to the clickety clack, smelling the brakes, etc. Every so often, I would see a shadow behind me, just the conductor making sure I hadn't fallen off or anything, never bugged me or gave me grief. Great trip, one of my most favorites.

2002ish? Interesting trip as mom came along. She flew to Halifax and met dad and I there as we took the Ocean. On that trip, we drove to Cape Breton with stops in Tatamagouche, we took a caboose and mom had the cold lobster (she still says the best lobster she ever had) in the dining car at Tatamagouche. Next day, off to Inverness, Bras D'or Lake and Sydney, staying at a hotel that had a view of the harbour with cruise ships and ferries, do recall hanging out with a bunch of people in the hot tub while cooling off with the tunnel slides into the pool. Next day, to Louisbourg and Glace Bay. Took the Bras D'or train back to Halifax. Mom had a blast, certainly recall her sitting in the dome with me sipping wine saying how it was one of her best experiences in life. At Orangedale museum, the train stopped with tours, live entertainment and dancing, Mom was dancing. The next day in Halifax, mom flew back to TO and I was tasked with getting a bottle of scotch for dad for Happy Hour on the ride home on the Ocean. It was a good hike to the nearest liquor store at the downtown mall. (There is now a liquor store right outside the station in Halifax). In the mall I spotted Sue Johannsen (Sex with Sue) just sitting on a bench. Said hello. What is interesting is after we all got home, mom shrieked at dad and I saying it was one of the worst experiences of her life!? I distinctly remember mom and I, in the dome, glass of wine, and mom saying how wonderful this is. Mom will never be a train fan.

One non dad trip east was in the early 2000s. This was with Richard, Lucie, and Americans Jim and Doug. We met up in Montreal. I was really short on money at that point in time and had bought a discount ticket flushed out with some Airmiles. My ticket was for "Sleeper Plus" (at that time, was a coach seat with sleeping car priviledges) but, was told upon boarding, such service had been discontinued a few weeks before and, despite what my ticket said, I was simply in coach. My travel mates were all in sleeper including Marc, who also only had a coach ticket (Marc rode out to St Hyancinth so he could get back to Montreal that night). Richard came up to coach to invite me back when we were stopped by Service Manager Vince, who said I was not allowed back in the sleeper cars. I appealed my case saying I should have had Sleeper Plus status but to no avail. Another attempt to join my friends was caught by Vince who threatened to have me thrown off the train. Finally, about 10 pm, long after cocktails, dinner or any other common courtesy, I was summoned to Vince's office. He spent a long time explaining how awful his job was, how awful his day was... he reviewed my ticket, admitted there was a mistake, sold me a rommette upgrade and allowed me to rejoin my friends. HOLY SHIT. I wasn't going anywhere, doing anything weird. He could have said - hang out with you friends, I know where to find you. WOW!! Big shift on that story was a few hours later we were all sitting in the Park Car. You are not allowed to bring personal booze into public spaces but I filled my clear water bottle with Southern Comfort (pretty obvious) and we were sitting in the Park Lounge. A guy comes up up to me and says "I hear you had an issue with your ticket". I tell him the story, while taking sips of my obviously not water, he listens, says nothing about that, then says, "when are you coming back"? I tell him, he says he is a VIA executive and not to worry about my trip home. As far as the trip goes, we arrived in Moncton, rented a car. I had booked the group tickets for the Salem and Hillborough for their Thanksgiving Dinner Train. They had equipment issues, mostly caused by clueless volunteers, and the train left late, pretty much after dark. I think a key indicator was when Richard asked, after many failed brake tests was, "when did you last do a COT&S?" to which the reply was "what is that?" (Basic brake service and test, btw). My other recollection was the lounge cars had been set up with lengthwise seating down both sides, like a doctors waiting room, everybody uncomfortably waiting, no groupings or talking. After awhile, we were called for dinner, Still don't think train had left station at at that point. After the train ride, it was a late night dash to Tatamagouche where Jimmie had thankfully pre-assigned us rooms. I got the box car, or half box car (box car Jimmie), my favourite room thus far at Tatamagouche. A derailment in Northern NB meant we were detoured up the National Transcontinental line, hadn't done that since the Edmudnston RDC in 1989. The VIA executive had kept his word and I got a free upgrade to a roomette on the way home.

2004 trip is one I can nail and only because it was the week Christopher Reeve died (now idea why that is relevant). Dad started in Toronto and I joined him in Belleville as I moved to Tweed in the spring of 2004. Dad and I went to Moncton. We went down to the Salem and Hillsborough, hung out with Art Clowes a bit, went up to Richibucto and some rusty railfanning. I wanted to go to Kouchibouguac National Park, which we did and did the dunes and raised bog walks. I believe we headed back to a S&H dinner that night before taking the train home the next day.

The 2005 trip is another one I can nail. It was the last trip dad and I took. At the time I was working in Peterborough and I joined dad on the train in Cobourg. We travelled through to Halifax, stayed the night and, after renting a car, headed east through Dartmouth and beyond. We stopped at the Musquoidoboit railway museum, on to Sherbrooke (at a point I stopped and bought a used lobster trap for $25), toured Sherbrooke, up to Stellarton and museum. We continued on to Tatamagouche for the night and then back to Halifax the next day for the trip home. My lobster trap got checked in the baggage car and got transferred in Montreal and made it back to Cobourg.

Oak Island. Has always been a special place for me since reading that Readers Digest story back in the mid 60s. I likely read it in the late 60s at my doctor's office, waiting for my weekly allergy shot. Anyway, since the late 60s, always wanted to go to Oak Island. Not sure when I first got there. While, dad and my first trip down east was 1989, schedule would not have allowed it. Subsequent years are more vague leading me to assume my first visit was in 90 or 91. Those trips are ill-defined in memory. We did rent a car in Halifax and did Peggy's Cove, Chester, Oak Island (just to the causeway) and Lunenbourg. There were dinners at McKelvies, visiting the amazing Sam the Record Man, the Public Gardens, Historic Properties, Keith's Brewery and Tatamagouche,

On one of the trips, we were sitting our opposite roomettes and during cocktails there was a crew procession headendwards moving at blur speed. Then the train came to a stop. It was likely hour or two before the train moved again and, from talking to the crew, we got what happened. Apparently, various pets had been booked into the baggage car. A Pit Bull dog chewed its way out of its cage and and killed a cat in a neighbouring cage. It was working on the another cat cage when the crew noticed and took action. (this incident made the papers). I feel horrible for the deceased cats owner. My brother's cat was a VIA regular (in the baggage car) from Toronto to Belleville with never a problem.

Last trip was in Feb 2008 and went with friend Kristen. We left from Belleville, to Montreal and Ocean to Halifax. One funny moment was walking up to the check in counter at Central Station, Service Manager was Kenny Kearns and when he saw me, said "Hello Lesley, where are you off to this time?" Kristen freaked saying, "Oh my god they all really do know you!" Went down on HEP equipment and back on Rennaissance. Rented a car in Halifax and did Peggy's Cove, Oak Island causeway and Lunenburg. We hit at least 3 pubs a night in Halifax over our two nights there. It was quite the party.

 Buying and Moving 1143 Equity

How does one buy a railway car? Here is my story. It starts with my cousin's wedding in Ottawa in 1993. After the wedding, there was an afternoon get-together on the following day which left me a free morning in Ottawa. I decided to go to the Museum of Science and Technology and discovered it was an Open House day which included walkthroughs of the Governer General's railway cars. The cars were laid out like a small home with living room, kitchen, dining room, bedrooms and bathroom. What a neat cottage these would make, I thought.

Driving home from Ottawa, I purposely followed Hwy 7 to see what the area looked like. Paul and I were already on the look out for property and land seemed unusually cheap in the Tweed and Madoc area. By the spring of 1994, we were making drives out to the Tweed/Madoc area to look at lots for sale and picked 8-1/2 acres on Hwy 7 on the Skootamatta River. That first summer was spent clearing a path in and exploring the lot.

During the summer of 1994, while working at Print Plus in Etobicoke, a customer came in and said he needed business cards in a hurry. His title had changed and had a big meeting the following day. I noted he was from VIA's Toronto Maintenance Centre. I asked him, "I know VIA has a lot of surplus equipment, how does one buy a rail car?" He gave me the number of his boss at TMC who told me I had to call Montreal Head Office and speak to Ralph Lunn. Spoke to Ralph who asked for my fax number and a few minutes later, a fax listing all the cars for sale, location and suggested price. I reviewed the list and called Ralph back about taking a look at the cars. My first stop was TMC. Very informal, they pointed out the long rows of coupled cars stretching from Islington to almost Royal York and left me alone to explore. Their condition was shocking. Vandals had got in and just smashed whatever could be smashed. Working my way down through the cars, got to the end and found an exception, #2025 Glace Bay, a 10 roomette, 6 bedroom sleeper. It was in perfect condition and appeared to have been recently renovated with carpeted walls and a neutral colour scheme.

I contacted Ralph about Glace Bay and was informed that the body was for sale but not the trucks. Not knowing anything about truck swapping I passed on Glace Bay. (Unfortnately, the pristine and recently renovated Glace Bay was moved to Montreal, knocked off its trucks and then torn apart by an excavator with a shear attachment.) Not giving up on the railway car idea, I asked Ralph about coming to Montreal. Ralph and I met at MMC and we toured the cars. Condition was much better in Montreal and I picked #1143 Equity. It was listed at $8000 on Ralph's sheet. Ralph said just make a reasonable offer. I said $4000 and Ralph said sure.

Now what do I do with it? I asked when I had to move it and was told ASAP but not a panic. Managed to stretch that out almost two years! Eventually, VIA insisted that it be moved. By then I had made enough contacts in the hobby to know some options and had it moved to Soulange Industries in Les Cedres, Quebec, a "we store anything place" in early summer of 1996. In July, Paul and I went to Soulange and put a couple of days of work in on it (wasn't allowed to work on it at MMC) doing things like patching a roof air intake, changing out a broken window, a good vacuum and unloaded a bunch of parts and materials that we acquired for the car.

By the summer of 1996, had already found a mover who said he would do it, Murray Wilson from C&T Structural Movers in Port Elgin Ontario. I was also involved with the Halton County Radial Railway and they were wanting a sleeping car to use as a dormitory for the volunteers and helped them make a deal for 9482 of which Murray was moving too. With 9482, it came by rail from Montreal to Acton and Murray moved it to the museum site in Dec 1996. I watched the whole experience closely as my turn was coming up in February. Also by the summer of 1996, we had cleared and built the driveway, the trackbed and a path in for Equity.

Murray gave me the date he set aside for me, I had to make sure Equity was in Belleville. Then things went south. Before CN would move the car from Les Cedres, it had to have a brake inspection. The inspection came back "failed - no handbrake". I raced from Toronto to Les Cedres, calling railway equipment repair people on the way. Richard Longpre, who Ralph had introduced me too had been selling me parts needed for Equity and he kindly met me at Les Cedres. Richard climbed up in the vestibule end where a sign said in both English and French "Handbrake at other end of car", climbed down, went to the other end and cranked on the handbrake. Now I had to yip at CN about dragging me down there for nothing. The agent at CN said that a dozen freights pass Les Cedres a day and any of them can pick up Equity. Then called back and said that only the Coteau switcher picks up there and that would have to be arranged and then transferred to a Belleville freight. The result of this was Murray and his crew arrived in Belleville and Equity was still in Quebec.

Murray rescheduled for about a week later and Equity arrived in Belleville, vandalized. An end door glass panel had been smashed and many small items taken - cup dispensers, ash trays, coat hooks and other VIA material that had been left in the car. Unfortuately, likely a rail fan.

Despite being late February, it felt like spring. Equity was moved onto one of the Y tracks leading to the old Cambellford Sub. Murray used hydraulic jacks to lift the body off the trucks, rolled the trucks out of the way, put a steerable dolly under one end and the other end of Equity on his trailer. The next morning we were off up Hwy 62 as the Hwy 37 bridge was being rebuilt in Tweed. Up through Madoc, along Hwy 7 and into my neighbour's parking lot (Log Cabin Restaurant). Murray removed his trailer and put another steerable dolly in it's place and using his back hoe and a large forklift eased Equity down the path from the Log Cabin to our driveway, a 90 degree turn and over the track bed. We had not put rails down as Murray said he would prefer not having them as a obstacle. Murray left Equity sitting about 4 or 5 feet off the ground on blocks. Murray returned to Belleville and loaded the trucks and they were dragged down and left beside Equity.

Paul and I went back out about a week later and winter had returned. We sat shivering in Equity for a while sharing a bottle of champagne Paul surprised me with. When spring came, trackwork began. I had already sourced some rail, about 600 feet with joint bars, bolts, tieplates and spikes. We started laying track at the end of the trackbed about 120 feet passed where Equity was sitting. I had made a deal with CN for railway ties from a pile in Cobourg. A Friday night ritual became stopping in Cobourg, sorting through the tie pile, selecting about 7 decent ones, loading them in my truck and continuing onto Actinolite. Saturday would be unload, place and spike. At this rate it was mid summer when we reached Equity and another couple of months to lay track under Equity. And we were ballasting the track too, by shovel and wheelbarrow. By November 1997, about 230 feet of track was down, gauged, spiked, ballasted and it was time to put the trucks back under Equity. Murray was back with his back hoe and with a combination of lifting, tugging and pushing got the trucks on the track, rolled underneath, Equity lowered and the blocking removed. The plan was to roll Equity about one car length down the track and Dad wanted to ride this event. Dad showed up, found a seat he liked, Murray pushed with his backhoe and I was on the handbrake.

It was late April or early May when I first stayed overnight in Equity. In the spring of 1997, had Hydro service brought onto the property and had two runs of four 100ft extension cords running to Equity. That gave us light, coffee, a fan and a heater onboard Equity and it was quite comfortable. And we often had guests with my father and my brother becoming regulars. But something was bugging me, Equity looked lonely, railway cars usually come as a train of cars...

 

The Day I Became a Railfan by Lesley Bernard

This is a companion piece to one written by my father, Julian Bernard, published in Branchline, October 1997 regarding his experience in 1943. Now, I should say I was never not a rail fan, as I had grown up with it and never experienced the "epiphany" that dad had (as described in his story) it was just something we did. And, as time went by, it became apparent, to my father, that I appreciated these experiences of the 'journey' vs my brothers, who were more like my mother with traveling should be more about the destination and the shortest, fastest route to that destination and tended to like flights to the Caribbean.

Most of my early rail experiences are just fleeting flashes of memory - including trips to visit my grandparents in Toronto (eg overnite train from Ottawa to Toronto via Canadian Northern route), opportunistic rides (eg Paisley to Southampton RDC) while cottaging in Southampton, and excursions accompanying my father (eg La Malbaie). However, one trip really stood out, for not only the meticulous planning by my father, but also the fact that most of that trip can no longer be done and most of the equipment we rode is gone for scrap. It was on that trip that I grasped the history, fleeting opportunity, and tenuous attitude towards passenger rail in this country. Maybe that was my "epiphany". With the proposed Jan 1990 VIA cuts looming, dad said this was a now or never experience.

This was the first of what would become many east coast trips with dad up until he could no longer cope and featured innovations (at least for me) as the mandatory dome experience crossing the St, Lawrence on Victoria Bridge (his favourite bridge), followed by sharing Happy Hour in our opposite roomettes (to the sometimes befuddlement and bemusement of our passing fellow passengers and crew as we passed ice tubs and snacks across the aisle), followed by dinner in the dining car.

It started on a Saturday in mid September 1989. We boarded the midday train #64 "Meridian" in Toronto to Montreal and connected with #12 "Atlantic" in Montreal. Crossing Maine during the night, Sunday morning brought New Brunswick and Saint John, then Moncton, with a mid afternoon arrival in Halifax. A quick connection was made to the RDC #151 "Evangeline" to Yarmouth arriving early evening. We overnighted in Yarmouth and returned to Halifax Monday morning on #152 "Evangeline". The run was lightly patronized. Upon returning to Halifax, we checked into the Nova Scotian Hotel adjacent to the station and set out to explore Halifax browsing the then excellent Sam the the Record Man store, the Public Gardens, Citadel and much more followed by dinner at McKelvie's.

Tuesday morning featured a bus tour of Halifax and Dartmouth and a midday departure on the RDCs #604 to Sydney. A much busier run than Yarmouth and we overnighted in Sydney. Wednesday was a return trip from Sydney on #605 to Truro and connected with the north/west bound #11 " Atlantic". After settling in our coach seats we sought out lunch in the dining car. The custom of the day was to seat people with strangers to maximize table usage and we were seated with then NDP leader Alexa McDonough and NDP Transport Critic Iain Angus who were traveling in protest of the impending VIA cuts. Conversation through lunch was exclusively about VIA and the cuts.

In Moncton, we connected with #15 "Ocean", which only went as far as Moncton at that time, and continued north to Matapedia. It was a short night in Matapedia as we had to arise around 4 am Thursday morning for our connection #16 "Chaleur" to Gaspe. From here on, we were retracing dad's 1940s trips and his story, also his first train ride to Gaspe since then. From my coach seat, I dozed a fair bit but recall a grounded ship, slowly being torn apart. In Gaspe, we rented a car and explored Gaspe and the remnants of Fort Ramsay, the WW2 base my grandfather commanded and Perce Rock. We overnighted in Gaspe and headed for home Friday on #17 "Chaleur".

The incoming Chaleur arrived and I quickly noted there was no sleeping car. Upon boarding, the service manager said the sleeping car had been bad ordered on the outbound trip but assured us a spare was being brought up from Moncton on the connecting Ocean. The Ocean and Chaleur were combined between Matapedia and Montreal. So, it was coach seats for us to Matapedia and we had cocktails in the bar section of the 700 series cafe-lounge car. In Matapedia, #15 "Ocean" arrived shortly after we did with a Green series sleeper for us as promised. Another delightful sonic experience I discovered about Matapedia, is the sounds of the train horns, something dad had told me to listen out for. An enormous rock face looms over the town and, when switching, the train horns echo off the rock face and up and down the valley. Now well after 10 pm, I settled into my roomette bed, with a full moon and the blind up, it was almost as a bright as daytime following the Matapedia River valley. I drifted off to sleep but awoke momentarily in Levis with a view of the Chateau Frontenac and Quebec city. Connection again in Montreal and back in Toronto by midafteroon Saturday on #63 "La Salle".

7 days, 5725 km/3558 miles, 11 trains. Since then, the Atlantic, trains to Yarmouth and Sydney and the Chaleur are gone. Along with the old F units, Cafe-lounge cars, Green sleepers and most of the rest of the blue fleet. Now, looking back on it, I wish I paid more attention to details, made notes, took more pictures.