After confederation in 1867, Canada’s future prosperity and sovereignty were thought to lie in a network of railways between the Atlantic and Pacific coasts with spurs and loops to include growing communities away from the main lines. The Intercolonial Railway connecting Halifax, via Truro, to Central Canada was established in the early 1870’s. It expanded upon local railways between Halifax, Windsor and Truro as well as a railway system in Pictou County linking the industrial towns.

In the mid 1870’s another project was proposed to construct a short line between Pictou and Oxford Junction which connected Scotsburn, Denmark, Tatamagouche, Wallace and Pugwash to the outside world. The project was fraught with financial difficulties but eventually went into operation in 1889.

With the main lines from New Brunswick to Halifax and Cape Breton functioning along with the Short Line from Oxford Junction to Pictou, further regional lines were being explored. It must remembered that this was long before cars and trucks were being imagined to transport people and freight from rural villages to the major towns and beyond.

The idea for a railway through the Cobequid Mountains to the Northumberland Strait was considered as early as 1860¹. At that point, the proponents suggested, it would afford the shortest route between Halifax and Charlottetown. It was only 129 miles from downtown Halifax to the Brule Corner wharf whereas it was 175 miles between Halifax and the port of Pictou. Brule Harbour was more easily navigated than the narrow river channels approaching Tatamagouche. In winter, the mails and freight could be sledded across the Strait in a straight line to Charlottetown. Tatamagouche had some “goose holes” that didn’t adequately freeze for heavy traffic. By the 1860’s, Brule was already being used to convey passengers and mail to Prince Edward Island with help from a stage coach service out of Truro².

In the end, the idea was shelved in favour of a link by the Nova Scotia Railroad between Stellarton and Pictou. Pictou was, to be fair, a shire town with a mature port in place and a rail link with nearby New Glasgow would be a bonus to the domestic economy of West Pictou. One would imagine the costly pier style bridge across the upper reaches of Pictou Harbour was an engineering challenge yet so were the 15 or so miles of steep grades through the Cobequid Hills near Earltown. The Pictou link was completed around 1867 and interfaced with a substantial shipping to major ports in the Gulf of St. Lawrence.

In 1890 Provincial Engineer D. Murphy came to North Colchester to survey potential routes from the Short Line through the Cobequid Hills to Bible Hill. area.

Brule Harbour figured prominently in all the routes explored. At that time the wharf at Brule Corner was a busy spot with resident sea captains, foundry, a cannery and was a convenient port for the shipment of timber to the United Kingdom. Brule’s nearest access point to the Short Line was at Denmark, four miles inland. Both Earltown and New Annan were well-established farming and lumbering areas at the time with far larger populations than today. It was likely felt that rail access would further enhance the prosperity and standard of living for these inland communities.³Brule Harbour figured prominently in all the routes explored. At that time the wharf at Brule Corner was a busy spot with resident sea captains, foundry, a cannery and was a convenient port for the shipment of timber to the United Kingdom. Brule’s nearest access point to the Short Line was at Denmark, four miles inland. Both Earltown and New Annan were well-established farming and lumbering areas at the time with far larger populations than today. It was likely felt that rail access would further enhance the prosperity and standard of living for these inland communities.

The most easterly option explored began at Brule Corner crossed the Denmark road and proceeded south to the east of the settlements along that road. It joined up with the Short Line at the Denmark station and then continued due south to Mountain Road and eventually MacBain’s Corner. Crossing the Scotsburn Road, it followed the Nabiscamp Brook through the valley to Rossville, cut behind the Presbyterian Church and struck off above and behind the MacIntosh farm. It emerged again to the east of the Earltown Village cemetery.

Judging from the photographs of the day, it would have followed the Berichan Road down behind the DOT garage and cut along the side hill towards the Kemptown Road. To avoid the grade of Gunn’s Hill, the route appears to go up the Kemptown Road and then follow the ravine to the south of Highway 311 to Sutherland Road. Beyond Sutherland Road it would have followed the MacGill Brook behind the farms on the Summit until it reached the North River. From there it followed the banks and descending grade of the North River and then on to join the ICR near Marshall’s Corner.

A proposed centre route shows a spur starting at Brule Harbour and heading southwest to a point near Ferguson’s Crossing on the Upper River John Road where it would have intersected with the Short Line. From there it would continue through the forest to Balfron and cross what was then the main road near the Simon Cameron Road. It would cross the Waugh River near Balfron Hall. This would likely have warranted a siding as there was an active grist mill, sawmill and tannery at nearby Urquhart’s Bridge. The route would then follow to the west of the present 311 to a point behind St. Andrew’s Kirk at The Falls and later cross the main road to follow the course of the Waugh River through the valley to West Earltown. At the end of the Ferguson Brook Road, it was to tack to due south and follow what is now an electrical line right of way through the pass to Nuttby and would have emerged behind the Baptist Church. From there it follows the same route as the first option. One would suspect that a station or platform siding would have been constructed at Ferguson Brook Road to serve Earltown Village, four miles to the east. One can also imagine a “whistle stop” at The Falls to serve the mill and stores in that community.

The third option is the same between Brule and Balfron Hall after which it turned westward towards Central New Annan. Between the New Truro Road and Central New Annan, it would have made a sweeping turn to navigate the grade and follow a dale through to the crossroads at East New Annan. From there it followed the New (or Old) Truro Road through the hills to MacCallum’s Settlement and on to Marshall’s Corner.

The scheme lay dormant for a few years until the Midway Railway, the operator of the line between WIndsor and Truro, was granted the exclusive franchise to extend their line northward through the Cobequids to the Northumberland Strait. The survey continued to be updated with an extensive review of the 1890 survey in 1901 followed by a meeting in Earltown in November at which time “… a committee was appointed to interview the directors of the M.R. (Midland Railway) of N.S., with a view to securing their aid in promoting a line to be called the North Colchester Ry., and to run between Truro and Brule. It was also decided that the committee should draft a bill for the next session of the Provincial Legislature and the Dominion Parliament next year.”⁴

The Provincial Government of the day was very anxious to see this happen and it would appear that they were more enthused than the residents of Earltown. Whether it was a matter of political opposition, fear of expropriation or general apathy, there is no narrative of these events either orally or in Sutherland’s “Rise and Decline of the Community of Earltown”.⁵

The February 1903 issue of The Railway and Shipping World trade magazine reports that “Surveys have been completed for a railway from Truro, N.S., where a connection would be made with the Midland Ry. to Tatamagouche across the Cobequid Mountains, about 35 miles.” The reporter goes on to explain “Some years ago surveys were made for a line from Truro to Brule over much the same country and it is understood that the first 18 miles of this old survey, (from Truro), will be followed. This would carry the line to Earltown, from which point P.S. Archibald, CE, recently made a survey via the Waugh’s River, a little to the west of the survey to Brule, and crossing the Oxford branch of the ICR about a mile above the railway bridge at Tatamagouche.”⁶

In June of 1903, it was announced that the Waugh River route had been chosen subject to minor modifications. The junction with the ICR Short Line would be about a mile east of Tatamagouche Station and a spur would run north to the narrows of Barrachois Harbour⁷.

It would seem Brule had lost some of its strategic importance by that point whether through a reduction in harbour traffic or it just made sense to connect up with the Tatamagouche Station. This route seems to be the chosen one but not the shortest. By looping east, much like the current 311 highway, there was more exposure to the populated areas of the Waugh River valley than across the mountain to East New Annan.

Here is a (link) to a map showing the four routes contemplated. Without precise historical maps of the routes, this is my attempt to plot the potential routes while respecting the topography of the area.

The project was likely the subject of much excitement at the time and probably generated some healthy skepticism. Like the Short Line before it, capital for such a difficult terrain was not forthcoming anytime soon. These connector lines were heavily dependent on Provincial and Federal subsidies. A few years later, the writing was on the wall that internal combustion engines would adequately serve those inland communities. The writing was also on the wall that the farms of Earltown and East New Annan were vacating at rapid pace. However it is fun to imagine what things would be like today had the project gone forward.

1. The Railway and Shipping World April 1902 as reproduced in the Dominion Atlantic Railway Digital Preservation Initiative (DARDPI) ↩︎
2. Fun fact: In 1864 delegates from Nova Scotia travelled to Charlottetown to attend the conference that would begin the process of creating Canada. The delegates traveled from Halifax to Brule Corner by stage coach from Truro through Earltown to Brule Corner where they boarded a vessel for Charlottetown. Per “A History of Brule and Brule Point” ↩︎
3. Beeler, Donald A History of Brule and Brule Point, 2008 ↩︎
4. The Railway and Shipping World November 1901 as reproduced in the DARDPI ↩︎
5. One wonders about the politics. This was a pet project of Liberal Premier George Murray. Murray, while a descendant of the Sutherlandshire diaspora, probably didn’t have a lot of support in Earltown where there was a predominant conservative affiliation from the times of the colonial elections. We will talk about politics in a later post. ↩︎
6. The Railway and Shipping World February 1903 as reproduced in the DARDPI ↩︎
7. The Railway and Shipping World June 1903 as reproduced in the DARDPI ↩︎