Prince Edward Island Railway

Map of the Prince Edward Island Railway, c. 1912
Overview
Headquarters	Charlottetown, Prince Edward Island
Locale	Prince Edward Island, Canada
Dates of operation	1871–1918, merged intoCNR, abandoned in 1989
Technical
Track gauge	1,435 mm (4 ft 8+1⁄2 in)standard gauge
Previous gauge	3 ft 6 in (1,067 mm) until 1930

ThePrince Edward Island Railway (PEIR) was a historicCanadianrailway inPrince Edward Island (PEI). The railway ran tip-to-tip on the island, fromTignish in the west toElmira in the east, with major spurs servingBorden-Carleton'strain ferry dock, the capital inCharlottetown,Montague andGeorgetown and the original eastern terminus atSouris. A major spur from Charlottetown servedMurray Harbour on the south coast.

Construction began in 1871 but costs almost bankrupted the government by the next year, a problem that helped pave PEI's entrance into Confederation. The work was picked up by theCanadian Government Railways and largely completed by the mid-1880s. The PEIR saw heavy use, especially duringWorld War II, but like many railways saw declining use through the 1970s. The line officially closed on 31 December 1989 and the rails removed between 1990 and 1992, with the provincial government receiving a one-time payment of $200 million to upgrade the road network in exchange for not opposing the closure.

The provincial government purchased the properties in 1994, and 75 per cent of the route now forms the basis of theConfederation Trailrail trail system. The station in Elmira at the eastern end of the line is now used as the Elmira Railway Museum.

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Located wholly within the province ofPrince Edward Island, construction of the PEIR started in 1871, eventually financed byCanada. The line was initially built to3 ft 6 in (1,067 mm) gauge, under the supervision of Chief EngineerJohn Edward Boyd a native ofSaint John, New Brunswick who first advocated the use of narrow gauge for theNew Brunswick Railway in the 1860s, and was responsible for the first surveys of theToronto, Grey and Bruce Railway and theToronto and Nipissing Railway inOntario. The PEIR was frequently criticized for its meandering path, reputedly caused by construction contractors who were paid by the mile; this may also be accounted for in economies taken by reducing the amount of grading and trenching required by going around hills and obstacles. At one point there was on average one railway station for every 2.5 miles (4 km) of track. The main line connected the northwestern port ofAlberton (later extended toTignish) with theNorthumberland Strait ports ofSummerside,Charlottetown,Georgetown, andSouris. By 1872, construction debts threatened to bankrupt the colony.

TheUnited Kingdom had consistently encouraged the small colony to enter intoCanadian Confederation, something which it had been avoiding since playing host to theCharlottetown Conference a decade earlier. The railway construction debts pushed the colony into reconsidering Confederation, and following further negotiations, Prince Edward Island became a province of Canada on July 1, 1873.

The understated provision in thePrince Edward Island Terms of Union reads as follows:

That the railways under contract and in course of construction for the Government of the Island, shall be the property of Canada;

Thus theGovernment of Canada came to inherit the PEIR in 1874 at the same time as construction was progressing on theIntercolonial Railway (IRC), which would link the strategic winter ports of theCanadian Maritimes withCentral Canada. New locomotives were purchased from theUnited Kingdom and from Canadian manufacturers along with new rail cars.

In 1885, a new line was built connecting the Charlottetown-Summerside main line atEmerald Junction with anotherNorthumberland Strait port atCape Traverse. From Cape Traverse,iceboats would cross theAbegweit Passage toCape Tormentine, New Brunswick during the winter months.

Another new line was built east from Charlottetown toMurray Harbour, part of which included building theHillsborough River Bridge, using a former IRC bridge over theMiramichi River atNewcastle, New Brunswick. Branches were also constructed at this time off PEIR lines toVernon Bridge,Montague, andElmira.

From 1915 to 1918, PEIR and IRC would come to be known collectively as theCanadian Government Railways (CGR), although each company would maintain its separate corporate identity and management.

The most revolutionary change to the PEIR occurred in 1915 when a newicebreakingrailcar ferry calledPrince Edward Island was ordered by the federal government, arriving from theUnited Kingdom with a capacity of 12 rail cars, however it would not be until 1917 that the port facilities atPort Borden and Cape Tormentine would be ready to handle the vessel. In the meantime, thePrince Edward Island continued to operate the service to the port ofPictou, Nova Scotia from Georgetown and Charlottetown for the next two years.

The new ferry port at Borden required the Cape Traverse-Emerald Junction line be modified, and a line was constructed to Borden, along withmarshalling yards and other facilities. The Cape Traverse line would only last a few more years before being abandoned following the move to Borden. Up until this point, the PEIR was a completely captive system, having no need for interchange with mainlandNorth American railways. Following the start of railcar service in 1917, the lines to Charlottetown and Summerside from Borden weredual-gauged, capable of handling mainland cars with the standard gauge of1,435 mm (4 ft 8+1⁄2 in) and the PEIR's narrow gauge of3 ft 6 in (1,067 mm).

In September 1918, management of CGR (including PEIR) was transferred to the newlynationalizedCanadian Northern Railway (CNoR). These companies were assumed by a newCrown corporation established by the federal government in December 1918, calledCanadian National Railways (CNR). By 1923 all corporate entities ceased to exist under CNR.

Soon after CNR took over, it was decided to standard gauge all narrow gauge trackage on Prince Edward Island. This was completed from Tignish to Charlottetown by 1924, and remaining lines in the east end of the province were completed by 1926 except for the Murray Harbour line which wasstandard gauged by September 1930.

The last significant railway construction on Prince Edward Island occurred during the early 1930s when theHillsborough River Bridge carrying the Murray Harbour line over the Hillsborough River was unable to handle the heavier standard gauge cars, thus a 10-mile (16.1 km) connecting track called theShort Line was built from a point atMaple Hill Junction on the Mount Stewart Jct.-Georgetown line, to connect with the Murray Harbour track atLake Verde Junction. In 1951, the Hillsborough River bridge was deemed too weak to carry even the lightest engines and cars, thus the trackage was removed and trains trying to reachSouthport on the opposite side of Charlottetown Harbour would have to run over 30 miles (48.3 km) via Mount Stewart Junction and theShort Line.

CNR was busy on Prince Edward Island during theSecond World War when a 2-mile (3.2 km) spur line was built fromSt. Eleanors, west of Summerside, to service a newair force base (CFB Summerside), and the railway was pressed into service to supply a radar base in Tignish, as well as a flight training school inMount Pleasant, midway between Summerside and Tignish.

Increased use of diesel locomotives in North America during and after the Second World War saw CNR completely dieselize its operations on Prince Edward Island by the late 1940s as a means to save money on hauling bulk coal to the province. This meant that Prince Edward Island rail lines haddiesel locomotives fully one decade before the rest of Canada saw the last ofsteam, giving the province a prominent place in Canadian railway history as one of the first regional dieselization projects.

The rising popularity of automobiles travelling on government-funded all-weather highways saw passenger rail traffic decline sharply during the 1950s and into the 1960s. The last passenger train on Prince Edward Island operated in 1968, being replaced by buses thereafter.

CN (name change toCanadian National Railway or acronymCN in 1960) was a major presence in Prince Edward Island's economy, from operating the freight and passenger railway (and later bus) services, to a large fleet of company owned and operated ferries. The ferry system was noteworthy by the fact that it was mandated by Prince Edward Island's "Terms of Union" under theBritish North America Act ofCanadian Confederation, to provide "efficient steamship service." This required the use oficebreakers, some of which were the largest of their kind in the world at one time.

Trucks soon began to take traffic away from freight operations on Prince Edward Island, particularly as CNR improved the ferry system to accept more road vehicles. By the 1970s, criticalagricultural cargo such as thepotato harvests were increasingly transferring to trucks with each successive season. As a result, CN increasingly began to avoid investing capital into improving railway infrastructure in the province. In a classic "demarketing" strategy, CN's deteriorating track conditions resulted in further loss of service to trucks.

By the early 1980s CN made it clear the days of its railway operations on Prince Edward Island were numbered, but Island politicians at the provincial and federal level managed to dissuade CN from abandoning. The renewed talk of afixed link in 1985–1986, following aborted attempts at building a highway/railway causeway acrossAbegweit Passage in 1957 and 1965–1969, saw CN accelerate its attempts to withdraw railway service on Prince Edward Island.

In 1975 the railway station in Elmira was re-opened to become the Island's first railway museum.^[1] The museum is housed in the actual Elmira railway station. The museum originally included two former Canadian National Railway passenger cars: one former wood sided baggage car and a steel railway post office (RPO) car. In the 1990s arson claimed the baggage car. Approximately a decade later, RPO was scrapped having succumbed to age and a lack of preservation activities. The trucks from the baggage car are still on the property. Several railway cars were on display at the provincially operated railway museum atElmira until the mid-2000s but have since been scrapped due to neglect on the part of the PEI Museum & Heritage Foundation. An ex-CN caboose 78431 was acquired and moved to museum in 2009.^[2]

In 1990, a diesel locomotive (classMLW RSC-14 number 1767) donated toSummerside several years earlier, needed to be moved to nearbyKensington. Although now abandoned, the railway's tracks were still intact between both locations, except for several grade crossings at local roads where rails had been removed. The locomotive was towed by construction machinery across temporary tracks built over these roads to its new location, where it remains on display as part of a community-operated railway museum. The formerKensington Railway Station was designated aNational Historic Site of Canada.^[3]

Another railway car is currently^[when?] undergoing preservation atBorden-Carleton. This car is a plywood sided, former CNR, caboose and is located adjacent to a replica railway station. Both can be seen from theConfederation Bridge.

Two former railway tank cars reside beside the railway on the property of Island Construction on the Sherwood Road in Charlottetown. Both tank cars are adjacent to the railway trail can be easily seen and photographed from the trail. These tank cars are 36' long each. During the final years of railway operation on PEI these tank cars could be seen parked in the Borden railway yard and were used to store fuel oil for the ferry boats. Both tank cars are painted a light blue colour (the same paint scheme they featured during their railway service).

The western end of the PEIR starts in Tignish, abutting Church Street which forms the downtown axis. A wye-junction just west of the end serves as a turnaround, running north to Maple Street. The line initially runs west-southwest out of town but soon turns south towards the northern edge of the original western terminus of the line atAlberton. Here the line folds back on itself, leaving town west-northwest almost parallel to the incoming line, an artifact of its later extension. The line originally bent south to run through town to the docks atNorthport. The line to Northport was turned into a spur by building a large wye junction at the sharp curve that developed when the extension was added.

The line continues westward, avoidingCascumpec Bay, which extends inland to the west for some distance. This takes the line throughElmsdale andO'Leary, where it starts bending back toward the east and south, running throughWellington (and forming Wellington Station). Here it turns east toSummerside. Just west of Summerside a wye was built to provide a spur line to serviceSummerside Airport, running along the eastern side of the airport.

The line continues eastward out of Summerside to theNew Annan area, where several large potato processing factories were built. Today this is the site of major factories forCavendish Farms, which runs two dozen factories in this area. The line runs throughKensington and then turns south toEmerald Junction, where a wye junction splits off a spur leading southwest to Borden-Carleton, serving the former ferry docks. The line continues east from the junction, running east and south to Royalty Junction, just north of Charlottetown. Here a wye formed a spur serving the downtown area.

The line continues away from Charlottetown running east-northeast toMount Stewart, where it splits in a wye just west of town. The mainline continues northeast, while a major spur bends south and then southwest for the run to Montague Junction. Here a wye forms a spur running southwest to Montague and southeast and Georgetown. The mainline continues out of Mount Stewart and passes throughMorell, and, on the eastern side of town, begins to parallel the northern coast of the island as far as Saint Peter's Bay. Here it leaves the coast and continues eastward to a wye at Harmony Junction, where it originally looped back westward and then south for the short run to Souris. The Harmony wye made the Souris line a spur, with the mainline continuing east to its ultimate end in Elmira. Like the western end, a wye junction and spur just west of Elmira allowed the trains to turn around.

The Murray Harbour Line started at the end of the mainline spur in Charlottetown, crossing theHillsborough River Bridge (the original pilings can still be seen) before bending sharply to the northeast through Bunbury. From here it runs roughly eastward to Lake Verde, where a wye provides a spur running south a short distance to a large turning loop atVernon Bridge. With the closing of the Hillsborough bridge, a second wye was added just to the east of the first, spurring off the Short Line that runs northward to meet the Montague/Georgetown spur just south of Mount Stewart, near Maple Hill. The mainline of the Murray Harbour Line continues eastward a short distance before turning south at Hermitage, and then eastward again when it meets the Belle River on the south coast, running the remaining distance to Murray Harbour. A spur was later added in the Belle River area toWood Islands. This collection of spurs on the PEIR is the only area that has not been fully converted to rail trail use, with several sections currently undeveloped.

Like many lines of the era, small whistle-stop towns sprang up all along the line, typically where the railway crossed an existing road. These often bear the terms "Junction", "Crossing" or "Station" as part of their names. Many of these exist only as names on a map today, the dwellings long since gone.

Due to its relatively recent abandonment, and especially due to maintenance as part of the rail trail conversion, the route of PEIR remains easily visible in aerial and satellite photos.

Steven Boyko notes on hisblog^[6]

Side note: RDC D302 was tested on PEI in March 1958 but "it proved unsuitable because of difficulties it encountered crossing the ferry ramp, and negotiating the sharp turns between Borden and Charlottetown".

The following vessels were owned and operated by CNR/CN (1918–1977),CN Marine (CN subsidiary, 1977–1986) or by successorMarine Atlantic (post-1986) on the Northumberland Strait ferry service:

• Prince Edward Island (1915–1968)*
• Scotia I (various times 1901–1955)*
• Charlottetown (1931–1941)*
• Abegweit (1947–1982)*
• Scotia II (various times 1915–1968)*
• Confederation (1962–1975)
• John Hamilton Gray (1968–1997)*
• Lucy Maude Montgomery (1969–1973)
• Holiday Island (1971–1997)
• Vacationland (1971–1997)
• Abegweit (1982–1997)*

* denotes combinationtrain ferry/ferry

• Canadian Government Railways
• Canadian National Railway
• Confederation Trail
• Marine Atlantic

• Elmira Railway Museum
• Elmira Museum, Prince Edward Island Museum & Heritage Foundation
• National Transportation Agency (NTA) Decision No. 348-R-1989 Note that NTA was succeeded by the Canadian Transportation Agency (CTA) in 1995.
• Confessions of a Train Geek Steve Boyko's railfanning in Atlantic Canada blog

• Defunct Prince Edward Island railways
• 3 ft 6 in gauge railways in Canada
• Narrow-gauge railways in Prince Edward Island
• Crown corporations of Prince Edward Island
• Former Crown corporations of Canada
• Predecessors of the Canadian Government Railways
• 1871 establishments in Prince Edward Island
• 1918 disestablishments in Prince Edward Island
• Canadian companies established in 1871
• Railway companies established in 1871
• Railway companies disestablished in 1918
• Standard-gauge railways in Canada
• Transport agencies in Canada

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