OlCKSavvash - Memorial University of Newfoundland

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22-DECKSAWASH Virtually in the middle 01 a wilderness "Pond Crossmg' tents 10 aboul40 cabins, with the help of C.N. prosperous operation. In 1980, the total losses oC TerraTransport were estimated at $26,871,000 and the railway was responsible Cor a sizeable portion oC the total. Hobbs is aware oC the need to improve the railway's financial perCormance but does not Ceel that containerization is the whole answer to the problem. "The railway could be prosperous in this province, if they combine the containers they want to bring in with what they already have, because only about 20% oC the Creight we are moving now could be moved in containers." As the train passes over the GaU Topsails and down into the valley leading toward the Humber, the train makes a brief stop Cor passengers at Pond Crossing. As Conductor Hobbs ushers the passengers on the train, Norman Peyton explains that most oC the passengers who use the train Cram Pond Crossing totally rely on the railway to reach their cabins buill in the area. "There are about 40 cabins here now," says Mrs. Margaret Young, a resident oC St. Judes. "We started coming up here a few years ago in the tent but it was so cold we buill a cabin. We come up here on the weekends long beCore school closes. Most oC the families come [rom Cape St. George, Badger, Millertown Junction or out past Corner Brook. It's really great up here. People come up to fish this time oC year and later there is good hunting; and the berries!," Mrs. Young explains that many oC the Camilies can pick up to 10 baskets oC berries a day in the [all, most oC which is sent by rail back to Deer Lake where it is sold at roadside stalls and in markets at Corner Brook. "These are all my family, sons and grandchildren," she says, indicating various people around the tossing coach. Her son Robert Young Jr. and his wire Catherine and their children are just returning Cram a weekend visit to Pond Crossing. Back in the caboose Jim Hobbs admits that the passenger volume on the run isn't anywhere near what it used to be. "We only get about a half dozen passengers a day, but then again nobody really knows the passenger car is on this run, it sure isn't publicized. The service up here is a real convenience to the people who travel on it. For $4 they can go back and Corth to Deer Lake and. as far as I know, aU the lumber is shipped up here Cor absolutely nothing. I don't see how the railway can turn a proht on that, can you? "Most oC the people live up here Cram early May until September or October, but come the [irst squall they move back home to Deer Lake." "It's a pretty desolate wilderness up here in the winter," adds Norman. "Sure, only the other night they had snow and frost up here." But the Topsails and the winter storms seem Car away as we pull into Deer Lake station and the passengers Cram Pond Crossing depart. For Jim Hobbs and Norman Peyton the real storm oC the declining freight and passenger service which stretches out over the GaU Topsails Cram Corner Brook to St. John's has yet to be weathered. But Margaret Young is a little more optimistic about the Cate o[ the train in the province as she steps down Crom the coach. "U they take this car off the train then we'll ride in the boxcar." she says. - Norman Peyton who is sure of her determination shakes his head and nods his reply, "You know, I believe she would!" II "II they take this car off, we'll ride in the boxcar," says Margaret Young.
An aboardfor Argentia erhaps the greatest dif P ference between passenger trains in Newfoundland and those on the mainland is the friendliness of the crew. They wear no fancy uniforms. but make you feel as if you are their personal guest on the road. You may be offered a free cup of tea or coffee, but at the very least, a good chat and a full run of their caboose. It is a real pleasure to be able to stand on the rear platform in the fresh air without being ordered back to your car by a surly trainman. as so often happens on the mainland railway. "People from aU over the world come to ride this train." comments conductor Joe Carew over a fried-chicken lunch from the caboose's oil stove. "It is the longest narrow gauge railway on the continent, so it's a great tourist attraction. Lots of them come with cameras, snapping pictures along the route, and maybe riding with the engineer for a ways." Joe, at age 52, has been a conductor for 31 years now, operating mostly between St. John's and Clarenville on freight trains, "I trained as an ESB (Engine Service Brakeman) about seven years ago," he says with a Shrug, "but I came back to conductor and forfeited my seniority about a month ago, because they wanted me to go to Lewisporte. I prefer to stay here," The mixed passenger and freight train to Argentia leaves at 9:00 every Monday, Wednesday, and Friday morning. spends about 20 minutes shunting at the Argentia boat dock. then returns the same day. arriving back in St. John's about 17:15 at the earliest. On Tuesday, Thursday and Saturday. the same train makes a run around Conception Bay to Carbonear and back. a journey that takes the same amount of time as the Argentia jaunt. Whereas the Carbonear trip carries more freight - around DECKS AWASH - 23 Kevin McDonald, age 56, drives the Irain, and has been an engineer since the late 1950s. "My grandfather Jim McDonald came over here as a locomotive engineer from P.E.I.," says Kevin, "then my father Guy was an engineer on the Newfoundland Railway." With his lelt hand, Kevin works the automatic brake and the engine brake. Slowing Ihe train seems quite tricky, as Kevin uses the automatic brake to brake both cars and engine, then with his lorearm he releases the engine brake al certain times. "When you're rounding a turn or going down over a hill," he explains, "you've got to keep'er stretched out as much as possible." By that he means that the cars should not calch up to the engine, causing all the couplings to clang together. "It's not too bad on a short train like this one," Kevin adds, "but on a long train you might have a total 01 hall a car-length 01 slack which could give quite a snap 10 anyone in the caboose." In 1950, Kevin recalls there were 108 engineers and firemen in the Eastern Division. Today there are only nine engineers and seven engine service brakemen. "This Argentla llne is nol in good shape anymore." he says. "Our speed limit is 20 miles per hour, but years ago we could travel 30 or 3S no problem." 20 boxcars per week - the Argentia line tends to get more passengers. Trundling along through Topsail, Manuels, Foxtrap, KelUgrews. Upper Gullies. Seal Cove and Duffs at about 20 miles per hour is very pleasant. Once you experience how much the coach bounces up and down as well as sideways, you would probably not want to go much faster. Along the way there are some unusual sights. such as the little take-out in Foxtrap located just across the tracks from the road, and the wharf jutting out from under the tracks in Holyrood. Our train consists of three 800 engines. one boxcar loaded with mixed freight for the coastal boat. an empty baggage car, and at the tail end. a combination passenger coach and caboose. Seats and washrooms
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OlCKSavvash - Memorial University of Newfoundland

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