A good and faithful servant retires to a well earned rest
by
Gertrude E. Wheeler (nee Forth)
1952
On August 30th, last year, the old B&W Railway of Leeds County, Ontario became only a memory — a fragment of Leeds County history.
The engine whistled a mournful note of farewell as it passed our little station of Forthton on it final trip from Westport to Brockville.
For 64 years it had served the farmers of Leeds County faithfully and well. But latterly because of the increasing popularity of trucks and buses, it was playing a losing game. A continuing deficit in returns brought about its abandonment.
Half a century ago, before the motor age, and the building of good highways, the old Brockville & Westport meant a great deal to the rural community; it was their railroad—part and parcel of their daily lives. Not only did it offer a novel means of travelling from place to place, but as a shipping medium it was a decided advantage to all district farmers. Tons of fertilizer, feed and road materials were unloaded regularly at country stations to be conveyed later by team and wagon to the farm homesteads. Outgoing freight from various points along the line consisted chiefly of livestock, butter and cheese. Every Friday ten carloads of the last named commodity were billed for Brockville.
The old B&W was, perhaps, Ontario’s most romantic railroad. In those unhurried days it rambled leisurely through a picturesque countryside translating ordinary mileage into terms of scenic charm.
Leaving Brockville on its daily week-day trips its first stop was at Lyn, a Rip Van Winkle village as quaintly lovely as its name.
Then it meandered further on an apparently unchartered course across prosperous farmlands where mild-eyed cows stood knee deep in clover or dreamed beneath the maples’ lavish shade.
Artist Painting of the old Forthton Station
Six miles from Lyn was Forthton Station. It was named after my grandfather, John Forth, who gave the railroad the land at this point through which it passed with the understanding that a station would be built there. The promise was kept, but with the clapboards hanging loose, and windows broken, the station is a mere ghost of its former self. The plank platform, now dilapidated and deserted was once the scene of happy rural travelling. The annual Sunday School picnic at Beverly Lake was a long anticipated event. On a sunny July morning over a hundred children and parents would board the train at Forthton for a wonderful day in the open.
The next stop west was Athens (Formerly Farmersville) a village mainly composed of retired farmers.
From there the train ambled on to Lyndhurst, a settlement near where the Briar Hill Gang lived in the ‘90’s terrifying all whom they choose to molest with their daring pranks.
The next station was Delta with its beautiful Beverly Lake—a resort for picnic parties.
A few miles from here took you to Plum Hollow where the Witch of Plum Hollow studied the tea leaves, and foretold the future with such startling accuracy that their clientele extended into the border states.
Crosby and Newboro were the only other stops further west before the B & W’s final destination at Westport about 45 miles from its starting point, Brockville.
Crosby is a tiny station hidden away in the woods.
Newboro was noted in those days as the place from which great quantities of iron ore were shipped by water to Ohio.
The B&W’s last run was a colourful chapter in the railroad’s history. Several local residents and former employees were on board to pay their last respects to a railway that had been a faithful servant and a loyal friend tom the farmers of the district since the ‘80’s.
Jack Radford, owner of the CFJR radio station in Brockville was among the group. He had with him a tape recording instrument to record the eventful trip in detail. This was later broadcast over CFJR.
Austin Cross of the Ottawa Evening Citizen was also a passenger.
The party included too, George T. Fulford, MP for Leeds County. In speaking of the trip, he said: “This is a very sad occasion. I’ve travelled on 154 railroads, but these are the saddest and most poignant miles I’ve ever travelled.”
Mr. Fulford concluded his remarks by expressing the hope that the old abandoned road might be used someday as a motor highway. Here indeed, is the germ of an idea which might well take root in the soil of progress. Where would we find greater scenic beauty in our province? And where, with the foundation already laid would it be possible to construct a motor way at such a comparatively small cost?
Conductor Pete Moore who had served the railroad for 44 years made the final trip. He had started on the road when he was sixteen. In those early days he fired with cord wood.
When asked what he had to say of the folks along the line, he exclaimed with hearty sincerity: “The meals I’ve eat, and the times I’ve had would fill a book.”
The scream of the old engine as it puffed past the forlorn country stations was fraught with pathos for the farmers and housewives who appeared at different points for a last goody. Most of them were elderly people who felt they were bidding farewell to a friend of more than half a lifetime, and to a railroad that had played an important part in the development of Leeds County.
Some waved flags in tribute, while others took photographs of the old B&W that in its gala days had carried as many as 250 passengers on its daily trip from Brockville to Westport and return.
Superintendent Curle was always proud of the railroad for which he worked. If anyone made a disparaging remark about the B&W he would retaliate loyally by saying: “It may not be the longest line in the country, but it’s just as WIDE.”
(Taken from the book “Country Musings” by Gertrude E. Wheeler)
The Athens Reporter- the following article was in this paper on April 3, 1930. The original newspapers are in the archives of the Heritage House Museum, Athens, Ontario
Word was received this week in Brockville to the effect that no change will be made on the Westport sub-division of the Canadian National Railways, at least until the time arrives for the closing of the schools and in the meantime further consideration and study will be made by the management of the system to the details of a new schedule.
Following is a telegram received from Montreal by J. Gill Gardiner, a director of the railways.
“It has been decided to make no change in Westport service until the closing of the schools. This will give time for making arrangements for the opening of the schools in the fall. In the meantime, further consideration will be given to a new schedule.”
The Athens Reporter- letter to the editor from 1906. The original newspapers are in the archives of the Heritage House Museum, Athens, Ontario
The Toll Roads- April 25, 1906
(Letter to the editor)
Having recently driven over the road between Athens and Brockville, I feel moved to offer a few observations on the state of that particular highway. To find fault with the roads at this season, and after the kind of winter we have had, may look like fault finding with Providence. No such complaint is intended; we should rather be thankful that through the agencies of frost and rain the disgraceful ruts of the Brockville road have been broken up from the bottom. This upheaval will lead to a smoother road than has been; for when dry weather comes the loose material will pack together and form a comparatively even surface. It is time something happened to these ruts, and we should all be thankful that nature has come to our relief.
But the question is, what part are the toll road people going to take in this good work? Are they going to leave the road to take care of itself, as heretofore, or is it their intention to do the repairing demanded by common decency? There is perhaps no more ridiculous spectacle to be seen in the Province than that of travellers stopping at the toll gates between Athens and Brockville to pay toll. If at these gates travellers were halted and presented with some silver coins, here would be a reason for these gates; for as a matter of fact, people driving over this road should receive remuneration. The labourer is worthy of his hire.
The disgraceful state of this road calls attention again to the fact that it is time for the abolition of tolls between this village and Brockville. It is a notorious fact that toll-roads are seldom or never good roads. The gates are a constant source of annoyance to the public, and, in the opinion of the writer, the work of collecting toll in all weathers and at all hours from people in all sorts of humors must be anything but an agreeable occupation. The toll road, in fact, is almost entirely bad. It is an exceedingly expensive road, that is, expensive to the public. There are three charges against such a road: (1) the interest on the company’s investment (2) the profits of the gatekeepers, and (3) the cost of keeping the road in repair. The public has to “put up” for all three; whereas, if the road were taken out of the hands of the company, two of these sources of expense would be eliminated. Toll roads are also objectionable for the reason that they have a tendency, and by no means a slight tendency, to damage trade. The fact that a toll gate has to be passed is sufficient to keep a certain number of people at home who would otherwise come into town on business. This may seem an unwarranted statement, but it is true. It is the conviction of the writer that if there were any way of arriving at an estimate it would be found that the business of Brockville is damaged every year to the extent of hundreds of dollars through the existence of toll gates, and Athens in proportion. This shortage of business is made up in other places not affected by the gates, or, perhaps, it is not made up at all. Merchants, professional men, and the public generally suffer in consequence. A free circulation of traffic is necessary to prosperity, just as is the free circulation of blood is necessary to the health of the body, and anything that impedes the free movement of traffic and intercourse generally ought to be abolished.
The charges that might be brought against the toll road do not end here. It is time for a change. Toll roads are coning more and more to be regards as barbarous relics of by gone days. All over the Province they are being taken over by the local and county municipalities. Why should we in this district lag behind other municipalities in the march of progress and go down in history with the unenviable record of having been the last to abolish the toll road nuisance?
The Athens Reporter and County of Leeds Advertiser
Excerpts have been taken from this paper referencing the following hamlet for the years 1889, 1894 and 1895
B & W Railroad and Stage Line
February 12th, 1889 issue
A passenger on the B&W Stage last Wednesday had one of her heels frozen.
March 12th, 1889
B&W: A large force of men have been shovelling out the snow drifts on the B&W during the past five or six days. On Sunday night a heavy freight train arrived here from Lyn. The line was this morning clear of snow from Westport to a point three miles east of Athens, and it is expected that regular trains will be running again tomorrow.
March 19th, 1889 issue
B&W– The snow blockade on the B&W which was raised on Sunday of last week was followed by a further blockade by the G.T.R. refusing to allow the B&W to pass over their line from Lyn to Brockville until a settlement was effected of the large account due them. Manager Hervey came down with the “Spot Cash” and was also able to secure a further lease of running powers over the G.T.R. line until such time as the B&W track shall be laid on the two miles yet unfinished. Traffic was resumed on the road on Saturday (Inst.) and regular trains are now running over the road on scheduled time. Contractor Knowlton of Newboro passed down yesterday to make arrangements for outing down the rails on the two miles yet unfinished.
March 26th, 1889 issue
B&W
It is said that arrangements are almost completed for finishing the laying of the track on the B&W from Brockville to Lyn. The iron for the overhead bridge will probably be on the ground this week. If these rumours are correct, another month will see that section of the road in running trim.
April 2nd, 1889 issue
The B&W R.R. must be a great boon to the back country at this season of the year. The train passes here every day (LYN) loaded with passengers.
Saturday April 27, 1889
The run off on the B&W, near this place (LYN) on Wednesday, might possibly have been saved by the employment of a few more section hands. “A stitch in time saves nine.”
April 30th, 1889 issue
B&W RR
Railway Business: The following are among the railway honuacs [sic] voted on by the Dominion Parliament:
To the Brockville, Westport and Sault Ste. Marie Railway, $64,000. for 20 miles, from Westport to Palmer Rapids.
To the Thousand Island Railway $54,000. from the St. Lawrence River at Gananoque to a junction with the B&W.
Tuesday May 7, 1889 issue
B&W RR
The twenty mile extension of the B&W west of Westport, will pass through a portion of the country rich in phosphate deposits.
The B&W has a full fledged news agent who supplies the daily papers’ The Reporter will be for sale on the train hereafter, commencing with tonight.
The work of ballasting the B&W is progressing rapidly. A large force of men, including about twenty Italians are working at the gravel pit and in the lifting gangs.
Monday May 13, 1889
The “R.G.Hervey,” as one of the B&W engines is called, has a new bell, replacing the old one, which was cracked voice, used to emit a discordant warning to the unwary. The new bell is a dandy.
December 31th, 1889
B&W RR
The B&W station at Unionville is being divided. One section will be removed to Gilbert’s Crossing and the other will be moved up to the Addison Road.
Tuesday Nov 20, 1894 issue- (date show is the date on the paper, not the correct date)
B&W – On Friday evening shortly after leaving Lyn, the B&W express struck a cow with disastrous results. The cow was instantly killed and the engine and tender derailed. No serious damage was occasioned to the train and it reached Athens only about three hours late.
Tuesday Jan. 8, 1895 issue-
The B&W was several hours late yesterday morning, the train being held over to allow voters to mark their ballots in the Crosby election.
Tuesday Jan. 15, 1895 issue-
The Mallorytown stage failed to arrive last night, the road being blocked with drifts. The other stages were only slightly behind schedule time and the B&W express came through without delay. (Athens)
Feb. 12, 1895 issue-
Reports from woodsmen put the depth of snow on the level at from three to six feet.(Lyn) Surely the regularity of the train service on the B&W this winter should convince the back country folks of the reliability of a mail service on that route. At present it takes three days to get a return mail from Delta or west of this to Lyn, and the same from Addison or Greenbush.
Tuesday Sep 10, 1895 issue
The Westport Mail Service
The deputation from the villages along the line of the Brockville and Westport Railway that went to Ottawa to interview the postmaster general with regard to the B&W Railway, returned today and report that no difficulty will be experienced in the railway getting the carriage of the mails, provided that the railway will give proper security for the due conveyance of the mails. In fact an order in council was passed as far back as October, 1891, providing for the transfer under these conditions.
The Old Perth Road, which ran north-west from Brockville to Perth, followed a path that is in many ways similar to that of the modern Highway #29. There were, however, some significant differences on its specific path.
Although much of the southern portion of the Perth Trail is lost in the mists of time, having fallen to the development and expansion of Brockville and its environs, it probably started in the west end of town where Perth Street intersects King Street West.
From here, it made its way to what is now the intersection of the Parslow Road and Country Road #27 (Centennial Road). It travelled north along Parslow Road, past Kilkenny Road and onto what is now Rowsome Road. It did not however, immediately curve right at this point, as Rowsome Road does, but continued north to what is now the intersection of Murray Road and Highway #29.
At this point, aside from minor deviations, the course of the Old Perth Road and the modern Highway #29 follow each other, up trough Spring Valley, Glen Buell, Forthton and Addison, finally passing beyond the boundaries of Elizabethtown Township and continuing to Smith’s Falls and then Perth.
The Old Perth Road was an important factor in the development of Elizabethtown, and places further north. Much of the early development in the township focuses on the route surrounding the old road. In addition to making settlement easier, the trail was used by many travellers, thus causing the rise of many fine inns that survive as homes to this day near Spring Valley, as well as those that have not survived in Tincap and Forthton.
The Old Perth Road also served in the defence of Upper Canada, seeing use as a supply route for British soldiers during the War of 1812.
There was at one time between Athens and Brockville as many as 13 inns. Some were large and clean offering good food and sleeping accommodations. The one mentioned by a Rev. Bell in about 1813 was of the other sort. He had been visiting with Rev. Smart in Brockville and had obtained a lift with a member of the congregation to about 11 miles north of Brockville on the Perth Road. He overnighted with a farmer and set out the following morning before dawn for Perth. Shortly, be came upon an Inn, and decided to stop for breakfast. It was a small log building, huddled close to the earth and possessing a dirty interior. The landlady sat with some farmhands at the only table, and at hearing his request, bade him to get outside and wait for her to finish eating. After a delay of some time, some spoiled mutton and fried bread was literally dropped in his lap as he sat at a crude bench in the outdoors. The rest of his trip was through heavy woods, navigating along blazed trails until he arrived at Rideau Ferry and then on to Perth.
(excerpts from “Highway #29- The Old Perth road, A look at the history and homes” by Michael Brown and Heritage Elizabethtown)
Route of the Old Perth Road on a map of 1861-62Route of the old Perth Road on a map of 1861-62
Here are detailed maps of the old B&W right of way from Westport into Brockville. The maps detail the lots and concessions through which it passed as well as listing information on the date of purchase and from whom the right of way was purchased. There are a series of 24 maps detailing the right of way.
If you want to learn a bit more about the old B&W and discover where the route was located here is your chance.
(We realize that these images are hard to read, if you want to have a better copy email us with the Book Number that you want and we will send you the original image)
Except for the buildings on our farm, the toll gate was the first building I can remember. It was located about ten rods east of our farm on the Lyn Road, and the design was similar to many gates in operation at that time. It had never been painted and had gradually weathered to a dark brown. The front door of the house opened to the road, and in front was a platform built to about the heaigh of the axles of a wagon, so that the keeper could receive the toll without getting out on the ground. An archway was built over the road and a gate was placed with hinges on the opposite side from the platform. A heavy post forming it this end of the gate ran up about twelve feet towards the roof through the hub of a cog-wheel. Across under the peak of the rook was located a heavy shaft of iron with a smaller cog-wheel that mashed into the other wheel. The ends of this shaft were secured by boxes or bearings. At the other end of the shaft just over the platform, a large wooden wheel about two feet across with a groove cut in the edge of it, was placed and an endless rope was laid in this grove. Another pulley was fastened to the post of the door and as you pulled on one side of this rope you opened or closed the gate, thus stopping any conveyance passing through until the driver paid the toll.
I remember this fee was three cents for a one-horse rig going one way, or five cents when you paid the return fare. For a team the toll was five cents for one way or eight cents for both ways. At the farm we were allowed to hire the gate by the year by paying five or six dollars for the term. Of course the toll-keeper could not collect for passing through when you were on farm work, drawing wood from the bush or driving to and from the sugar bush to gather the sap. There were always a few smart ones who at night would steal up quietly to the gate when it was open, then run their horse through before the keeper could get to the door. This practice sometimes resulted in the gate’s being shut on their return so that they were forced to pay both ways. Another scheme was to run the gate, and on the return trip to go around by the Week’s Place and come into village (Lyn) below the gravel pit and up the Mill Hill. Some villagers used this road all the time to save the five or eight cents toll. At one time there was a small work shop over behind the archway where the gate-keeper did a bit of carpenter work, and he told me that sometimes the boys would fasten the gate open and you had to go across the road and unfasten it before you could shut it.
There was another toll gate on this road, half a mle west of Brockville, but as we always had to go by my grandfather’s farm on our way to town, we did not use this gate, but went through by the Mine Road (Chemical/Old Red Road), as the second concession was then called. Also on the Perth Road there was a toll gate just north of the junctions where now where the William Street extension meets this road. However, this was not very satisfactory, as people would come to the second concession road, turn left and on till they came to a side road running in to town and by-pass this gate, which was later placed on the north-west corner of the second concession and the Perth Road. Then another gate was put across the Perth Road on the south side of the second concession and you either had to pay toll at this gate driving on it from the second concession or crossing over and down to the side road farther east. This plan did not last very long as it was not quite a mile to the town limits and thus you were not obliged to pay.
Speaking of the Lyn toll gate, I recall some memories, one when the old gate-keeper died and my mother took me down to see him as he lay in state there. He was bal-headed. I had never seen him without his little round cap on and it was a shock to see he did not have a bit of hair. At times the widow, Aunt Sally as she was called, was left alone at night, and mother was asked if one of us children could co down to sleep there. This usually was my job, and I can remember climbing up the narrow stairs to the bedroom. There were just the rafters and boards above me, and an old four poster bed with ropes laced each way from the sides and ends. A husk tick (Mattress) rustled each time you moved and the ropes squeaked in unison. On cold nights I slept under heavy wool blankets with a home made quilt made from homespun cloth that nearly took the skin off my face and hands. Those were horrible nights, but I thought I had to go there, and I can still fancy the heavy home-made quilt over me.
There was one compensation for this however. Behind the toll gate on the south side of the road was a lovely hill. You got on a sleigh borrowed from Aunt Sally, and started down the slope. One of my sisters was usually on in front, and we sailed smoothly to the gully at the bottom where the water had frozen. Down this gully we would go, but sometimes the water backed up at the bottom and covered the ice, and it was tricky to avoid sliding into it. Once we could not stop and went on until the water came up over the sleigh and we had to wade back and go home to Mother. When we were getting dry clothes on I remember she gave us a few spats for getting wet.
The old toll gate is gone. The gate-keeper is gone. The archway with its posters of auction sales, pictures of the coming circus, of giraffes, lions, tigers and elephants plastered on the inside of the wall behind the swinging gate, all are gone. The Lyn Road, once a gravelled muck hole, later laid with planks on cedar stringers that afterwards were forced up through the macadam surface by the frost, had been widened, graded and paved. Cars, trucks and buses now roar past. But in memory I can see Aunt Sally, standing like a sentinel on the platform waiting for a slow moving team to come to a stop. I can see the driver stand up, remove his mittens, unbutton his purse, open it and pick out five coppers from its depths, place them in his left hand , fold the purse and replace it in his pocket, button up his coat and hand the coins to the gate-keeper. But she counts the money saying “You owe me three cents more, my man! You went through yesterday and did not pay your toll”. So the driver unbuttons his coat, pulls out the pocket-book, picks out three more coppers, closes and uts the purse back in his pocket, buttons his coat and finally hands the money over Then she turns back into the house and slams the door hard. The driver looks at the door, puts on his mittens, sits down, draws the robes over his knees, gathers up the reins and drives on, meantime wondering how she remembered that he had gone through the day before without stopping. But that was her job, she kept the toll gate.
Taken from the booklet “How Dear to My Heart” by Lyn Native Walter Kilborn Billings.
The Lyn Road Toll Gate as told by Mrs. Mary MacArthur Chapman
The road was built and maintained as an investment, by a Company that built the gate and collected Toll as a business. It was rented out to the “Keeper” who paid a monthly rent out of the tolls and kept the rest as their pay.
I think that Grandfather Judson went into the gate when his son, William married Jane Everetts and took over the farm, which is now owned by the Hudson’s.
After Grandfather’s death on May 14, 1879, Grandmother kept on at the gate until about 1900. What happened after that I do not know. When I lived with Grandmother (1884-1890) the toll was three cents one way of five cents return for one horse and carriage. Five cents for a team and wagon one way, or eight cents return. Grandmother paid twenty dollars a month rent to someone in Brockville.
Some of the families who used the gate were: the Howard’s, Morrison’s, Rowesome’s, Billing’s, Gardiner’s and Brown’s.
The toll gate on te Lyn Road was closed December 1st, 1910.
Note:
Mrs. Chapman’s grandparents were Fairman Jusdon and Sally Clow, a granddaughter of William Clow and Sophia Strader.
Mary Chapman was a daughter of Nancy Malinda Jusdon and John B. MacArthur. She was born Sept 16, 1876 and died December 21, 1967. She was a frequent visitor to the Brockville district, her last visit being in June 1966, three months before her 90th Birthday.
Written by Mrs. Mary MacArthur Chapman, Grosse Point, Mich. March 5, 1967
It should be noted that the name “Lyn Road” no longer officially exists. The United Counties of Leeds and Grenville eliminated all county road names and went to a numbering system, so the once proud name of Lyn Road has been reduced to County Road 46, eliminating all traces of its’ place in history.
As pioneer roads go, the route from Brockville to Perth which split at the hamlet of Forthton (Unionville) was ‘excellent’ in the opinion of a wagon traveller of 1816.
Lt.Col. William Cockburn made a long journey in March of that year from Kingston to Brockville via the “King’s Highway” which followed the route of old No. 2 Highway, and from Brockville travelled north to Stone Mills now Delta.
He wrote: “From Brockville to Stone Mills a distance of 26 miles, the road is excellent. From thence to Lindsay’s House, which stands on the edge of the Rideau (apparently near the modern village of Newboro) the road is not so good, but even this part of it is practicable for a wagon [sic] during the summer”. (Recorder & Times Feb 9, 1978)
January 24th, 1850
Highway No 2
Jones Creek New Bridge Oct 29 1922
The 1000 Island Parkway from Brockville to Long Beach was built in 1936-37 by the Standard Paving Co. of Ottawa. George Fulford was responsible for pushing legislation to get this road constructed all the way to Gananoque. In 1937 Campbell Construction of Lansdowne won the contract to complete the Long Beach to Gananoque portion of the parkway. Fulford lost his seat in parliament and due to the high costs of construction only the south lanes were completed. (Darling scrapbook no 4 pg 89)
Brockville to North Augusta Road
The original trail from Brockville to North Augusta was a mere path through the woods. Later this path developed into a stage road and stage coaches appeared running from Brockville to North Augusta. The stage driver had a loud horn beside him, and as he passed every farmhouse, he would blow a long blast on the horn. His passengers would come running and climb aboard. North Augusta Road was once a toll road. A toll gate was set up at the “Long Swamp” south of the community and the fees were one cent per single horse and two cents for a team. The toll house once operated by Charlie Fox was destroyed by fire and never rebuilt. Tolls passed out of existence before the outbreak of the First Great War.
Highway 29
Early in its history this was a toll road, with toll gates spotted at strategic points. The road became the Victoria Macadamized (1) highway in 1852. Work was started in 1837, but ten years later only a couple of miles at the Brockville end had been completed. The United Counties Council of 1847 pushed through a bill under which the road was built, and the road was completed to Smiths Falls in 1852. The tolls were collected for a number of years after, finally passing out of existence in the 1880’s. (R&T, Darling Scrapbook 3 pg 91)
(1) Macadamized: to construct or finish (a road) by compacting into a solid mass a layer of small broken stone on a convex well-drained roadbed and using a binder (as cement or asphalt) for the mass
John Makadam building a Macdamized RoadBalance Sheet for Macadamized Road 1879
January 3rd, 1905
Lyn Road
The Lyn Road was a major artery during the War of 1812, goods and people would move west to Kingston along the Lyn Road to Young Mills and then on to Kingston.
Lowell Plank Road
The road from Lyn to Brockville was known as the Lowell Plank Road. A Plank Road is a dirt path or road covered with a series of wooden planks.
Lowell Plank Road April 22, 1851Construction of a Plank Road
There were toll gates on this road, one being located at Burnbrae Farms.
Lyn Road Toll Gate c1890
February 20, 1905
Stagecoaches
Stagecoaches were a popular, if uncomfortable, means of early transportation between towns. Along each route there were rest stops where horses were changed and passengers could eat, drink and even spend the night if they so desired. The Hamlet of Manhard was one such stop on the road between Brockville and North Augusta.
Brockville to Perth March 26, 1830Brockville to Prescott December 6, 1858Brockville to Perth January 14th 1830
The crying desperate need for a better communications system linking the Rideau country and the St. Lawrence River led to the birth of the Brockville and Westport Railway.
Brockville Station on Church Street Engine No. 66
On March 4th, 1888 the first train completed its maiden trip from Westport to Brockville. For 64 years, the railway served Leeds well and faithfully until hard times forced its closure in 1952.
While the railway was not completed until 1888, the germ of the idea for the system was actually born 18 years earlier, in Farmersville, now the village of Athens.
A group of Farmersville folk began talking about a rail line connecting the Rideau and Brockville in 1870. By 1874, they were gathering funds for the project, but they failed to get the financing they sought. Their project died on the drawing board.
In 1882 a colourful railroad character named Robert G. Hervey arrived in Brockville from New York. He was representing the Knickerbocker Trust Company of New York City, a firm noted for investing in projects for which funding was hard to secure.
Hervey was an engineer, a crackerjack fund raiser and a go-getter, a man who always set his goal and then reached it. After examining the situation and analyzing the financial possibilities, Hervey decided that a Brockville and Westport Railway was feasible. Accordingly he set about aising funds.
Hervey’s idea was ambitious, for he projected a railway starting in Brockville, travelling across Leeds County to Rideau, hitting Westport and then streaking through the heavily timbered north of the Rideau heading for Sault Ste.Marie.
He moved up and down the route of the proposed line, talking to township councils, village officials, leading citizens and the average man in the street.
All communities along the line readily agreed to pitch in, with the result that Hervey was able to start construction in 1885. Hervey, the fund raiser, then turned railway builder. He got the contract, backed by the Knickerbocker Company and the B&W began to take shape.
In those days, Kingston Locomotive Works built nearly all railway locomotives used in Canada. So Hervey ordered his engines from Kingston.
The Rideau Canal, busy with its freight business, proved to be a lifesaver. With no railway line connecting Kingston and Westport, there was no way an engine could be driven to the new line. Hervey solved the problem by hiring a barge to bring the engine to Westport via the Rideau Canal. Around March 1, 1888, the first locomotive rode proudly into Westport aboard a Rideau Canal barge. A horse drawn flatbed hauled it from the lake to the Westport station.
On March 4, the historic journey began in Westport. Leading a group of Westport citizens aboard the train, were three prominent Westport businessman, W.H. Fredenburgh, G.E.Adams and H.W.Lockwood. Until the line was built Westport’s only means of transport to Brockville was via the stagecoach. Stagecoaches made daily runs both ways, though the roads were mere wagon trails, hot and dusty in summer, cool and rutted in spring and fall, and virtually impassable in winter.
Hervey was never able to extend his railway from Westport to Sault Ste Marie, since his construction funds ran out.
Though it was a painfully slow journey, with numerous stops along the way, the B&W became the most popular mode of transportation from Rideau to Brockville.
Hervey’s fund raising had a hand in the numerous stops. Each community that raised funds was guaranteed a station in return for donations.
Thus the route touched Newboro, Crosby, Philipsville, Delta, Lyndhurst, Athens, Glen Elbe, Unionville (Forthton), Glen Buell, Seeley and Lyn before the final run into Brockville.
The B&W carried business people, picnickers and high school students, as well as an assortment of freight. A monthly pass cost $5. and Mary McCann of Westport used to recall riding the B&W to school in Athens. She would board the train in Crosby and after high school closed for the day, would board the train in Athens for the trip home.
At one time approximately 100 high school students rode to classes daily on the B&W. Students from Lyn and Athens used the train to attend Brockville Collegiate Institute.
Daily the B&W carried mail from Westport to Brockville, dropping off sacks of mail along the way. Brockville mail was carried on the late afternoon train. The railway also had its special days. Tuesday was set aside as “Excursion” day for trips into Brockville. Friday was “cheese day” when cheese from half a dozen cheese factories in Leeds was placed aboard to go to the cheese exchange in Brockville for grading and sale to other points. Saturday was “livestock day” when cattle cars were added to the train to carry cattle, sheep and pigs to market in Brockville.
In 1910, the Knickerbocker Trust sold the railway to the Canadian Government, apparently well aware that revenue would decline in view of the rising popularity of the automobile and competition from trucking firms hauling freight.
Under government control the B&W did well for a decade or so then the line began losing money. The Canadian National Railways took over the line but it still lost money.
After a half million dollars in deficits in six years 1945-51, the CNR decided to abandon the venture. The line was closed down in 1952. (Recorder and Times, various editions)
Within Elizabethtown the B&W had four stops, it started at the Church Street Brockville Station, then on to Lyn, then a stop at Seeley, Glen Buell and Unionville (Forthton) before leaving Elizabethtown for its next stop at Glen Elbe.
For more information on the Brockville and Westport Railroad go to: www.railwaybob.com
Memories of the B&W Railroad
When the rail line closed in 1952, the old steel rails were taken up and sold to the Gillette Razor Blade Company. Americans and Canadians shaved for years on B&W Steel.
The old roadbed was dismantled, the log ties sold to farmers and the raised sections bulldozed over. In a few places between Brockville and Westport the old roadbed can still be seen intact, but minus the rails and logs.
Though the old B&W train was highly popular with pic-nickers and tourists it gave a slow tedious journey to the businessman.
The line was only 45 miles in length, but the train took a minimum of two hours and 40 minutes to travel from Brockville to Westport, and much longer if weather conditions were poor. The train made 16 stops en route, including two for water for the steam engine. One of the water towers was installed at Lyn. The early wooden coaches were supplied with hard heavy-framed seats, with a thin covering of straw of horsehair, held down by slippery, hard leather covers. Later the coaches were equipped with plush covered seats.
One of the famous trains of the old B&W Railway was the “Jitney”, a coach especially designed to carry students to and from high schools along the rail line. The ‘Jitney” consisted of a standard railway coach with a built in diesel engine for propulsion. The coach carried Westport students south to high school as far away as Athens. Probably the most famous passenger was “Jitney” Jim Lyons of Westport. He was born aboard the Jitney in 1927. He was the son of Frank and Bedelia Lyons. His mother was unaware that the birth was impending when she boarded the coach.
Don Fulford of Athens has fond memories of the old B&W:
“I remember when I used to visit my brother at Soperton, I would tell the conductor where I had to get off. I would board at Athens and when we approached Soperton, the train would stop at my brother’s pasture and I would get off. The conductor asked me when I was going back and I told him. He said he would have the whistle blown to let me know the train was stopping, and I would board the train right there.”
“They were pretty good to nursing mothers too. If a baby aboard the train needed milk the train would stop at a farmer’s field, the engineer and fireman would get off with a pail, milk a cow and bring the bucket of warm milk back to the baby’s mother.”
“It was also a common occurrence to stop and pick berries in season. The train crew and passengers would get out and fill buckets and pails with berries from the fields.”
In the big snowstorm of 1931, the B&W locomotive buried itself in a huge snowdrift at Forthton, and was stuck for hours. “You couldn’t see anything but the back end sticking out of the drift. In those days there were no snowplows, but a big rotary plow had just been delivered to Brockville. This plow came up the B&W line and plowed out the engine.” (Recorder & Times, Darling Scrapbook 4, pg 97)
When the Brockville and Westport Railway was built a small station was erected at Glen Elbe, a mile north of Forthton. Old timers used to pay 10¢ to ride from Glen Elbe into Athens. (Recorder & Times Feb 9, 1978)
Brockville Station on Church Street Engine No. 121Advertisement in the Brockville Directory of 1889Tressel after leaving the Church Street StationTressle after leaving the Church Street Station
Rock Cut after crossing the GTR Main LineRock Cut after crossing the GTR Main line
Ad as it appeared in 1905B&W Engine No 1238 at the Brockville StationEngine No. 86Engine No. 54Compact Passenger CarEngine No. 56
B&W Last Train run in 1952
“Edna’s Scrapbook”
is a paperback book written by Edna B. Chant and was published in 1998. Edna Chant was a reported with the “Athens Reporter” for 23 years and she is the author of four books.
Her book, which is made up of news clippings from various sources, from which we have taken excerpts, gives us a glimpse into life in our area for over a hundred year period ending with stories from 1975.
While her book covers many areas of Leeds and Grenville we have only focused on the area within Elizabethtown-Kitley Township.
B&W Railroad
The Brockville and Westport Railway, known simply as the B&W was a great boon to the County of Leeds. The company which was also empowered to operate a steamboat on the St. Lawrence River and Rideau received its charter on Feb 15, 1871, but nothing further came of the project until March 25, 1884, when a new project was launched to build a railway from Brockville to Westport and from there to the shore of Georgian Bay, and from there to Sault Ste Marie. The line like many other ventures of that period, never reached its objective. However by March, 1886, the lie was completed to Lyn Junction, and by July 1st, it reached to Brockville. But no funds were forthcoming from the Provincial Government. For the first decade of operations the B&W earned a surplus, and things looked bright, but expenses were so high the company became known as “The Bad Wages and Seldom See Money Railway”. It was take over by an American Trust Co. in 1903, and by 1910 the owners put it up for sale. On Dec 14, 1911 it became part of the Canadian Northern System. It serviced Brockville, Lyn, Forthton, Athens, Delta, Phillipsville, Crosby, Newboro and Westport. But the line lost money with the increase of cars, buses and trucks until at the end of June 1952 service was suspended. Ne last train pulled into Brockville on August 30. On Friday, August 14 1964, a plaque commemorating the railway was unveiled at Westport near the former railway station, with several prominent persons present. The unveiling was done by S.J.Sully, former Westport stationmaster for 37 years. “Sid”, as he was called by everyone, loved his job and every task received his personal attention. If you ask any of the older residents of Westport what they miss most in the present era, their answer will likely be “We sure miss the old B&W.” It seems that Westport has never been the same since they lost the railroad. To the younger generation it is only a name They can show you where the tracks used to be, but they never knew the thrill of hearing the whistle, or the excitement of watching the train chug up to the station, and unloading the varied cargo of passengers and express.
On March 4 1888 the first train ran over the B&W tracks. Nineteen passengers travelled from Brockville to Westport on the B&W on March 12th, 1888 and reported an enjoyable trip. For the time being, the train will go up the line one day and return down the line the following day. Much work still has to be done but all have reason to be proud of what was accomplished so far.
Excerpts from:
The Athen’s Reporter, as they pertain to the B&W Railroad
February 12th, 1889
A passenger on the B&W Stage last Wednesday had one of her heels frozen.
March 12th, 1889
A large force of men have been shovelling out the snow drifts on the B&W during the past five or six days. On Sunday night a heavy freight train arrived here from Lyn. The line was this morning clear of snow from Westport to a point three miles east of Athens, and it is expected that regular trains will be running again tomorrow.
March 19th, 1889
The snow blockade on the B&W which was raised on Sunday of last week was followed by a further blockade by the G.T.R. refusing to allow the B&W to pass over their line from Lyn to Brockville until a settlement was effected of the large account due them. Manager Hervey came down with the “Spot Cash” and was also able to secure a further lease of running powers over the G.T.R. line until such time as the B&W track shall be laid on the two miles yet unfinished. Traffic was resumed on the road on Saturday (Inst.) and regular trains are now running over the road on scheduled time. Contractor Knowlton of Newboro passed down yesterday to make arrangements for outing down the rails on the two miles yet unfinished.
March 26th, 1889
It is said that arrangements are almost completed for finishing the laying of the track on the B&W from Brockville to Lyn. The iron for the overhead bridge will probably be on the ground this week. If these rumours are correct, another month will see that section of the road in running trim.
April 2nd, 1889
The B&W R.R. must be a great boon to the back country at this season of the year. The train passes here every day (LYN) loaded with passengers.
Saturday April 27, 1889
The run off on the B&W, near this place (LYN) on Wednesday, might possibly have been saved by the employment of a few more section hands. “A stitch in time saves nine.”
April 30th, 1889
Railway Business: The following are among the railway honuacs [sic] voted on by the Dominion Parliament:
To the Brockville, Westport and Sault Ste. Marie Railway, $64,000. for 20 miles, from Westport to Palmer Rapids.
To the Thousand Island Railway $54,000. from the St. Lawrence River at Gananoque to a junction with the B&W.
Tuesday May 7, 1889
The twenty mile extension of the B&W west of Westport, will pass through a portion of the country rich in phosphate deposits.
The B&W has a full fledged news agent who supplies the daily papers’ The Reporter will be for sale on the train hereafter, commencing with tonight.
The work of ballasting the B&W is progressing rapidly. A large force of men, including about twenty Italians are working at the gravel pit and in the lifting gangs.
Monday May 13, 1889
The “R.G.Hervey,” as one of the B&W engines is called, has a new bell, replacing the old one, which was cracked voice, used to emit a discordant warning to the unwary. The new bell is a dandy.
December 31st, 1889
The B&W station at Unionville is being divided. One section will be removed to Gilbert’s Crossing and the other will be moved up to the Addison Road.
The Athens Reporter and County of Leeds Advertiser
Tuesday Nov 20, 1894 (date show is the date on the paper, not the correct date)
On Friday evening shortly after leaving Lyn, the B&W express struck a cow with disastrous results. The cow was instantly killed and the engine and tender derailed. No serious damage was occasioned to the train and it reached Athens only about three hours late.
Tuesday Jan. 8, 1895
The B&W was several hours late yesterday morning, the train being held over to allow voters to mark their ballots in the Crosby election.
Tuesday Jan. 15, 1895
The Mallorytown stage failed to arrive last night, the road being blocked with drifts. The other stages were only slightly behind schedule time and the B&W express came through without delay. (Athens)
Feb. 12, 1895
Reports from woodsmen put the depth of snow on the level at from three to six feet.(Lyn) Surely the regularity of the train service on the B&W this winter should convince the back country folks of the reliability of a mail service on that route. At present it takes three days to get a return mail from Delta or west of this to Lyn, and the same from Addison or Greenbush.
Tuesday Sep 10, 1895
The Westport Mail Service
The deputation from the villages along the line of the Brockville and Westport Railway that went to Ottawa to interview the postmaster general with regard to the B&W Railway, returned today and report that no difficulty will be experienced in the railway getting the carriage of the mails, provided that the railway will give proper security for the due conveyance of the mails. In fact an order in council was passed as far back as October, 1891, providing for the transfer under these conditions.
