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Alberta

The Canadian Northern Railway’s legacy at Big Valley, Alberta.

Published

2 years ago

13 minute read

By Shawn I. Smith, Canadian Northern Society

“The newly constructed train station circa 1913, Big Valley. Photo- Canadian Northern Society Archives

 

It’s a Saturday afternoon in June in the quiet Village of Big Valley. Visitors admire the splendid heritage railway depot and gardens at the end of main street. Two blocks south is a historic grain elevator – a classic Canadian symbol standing tall above the prairie landscape. To the east across the tracks are large stark concrete walls, visibly reminiscent of Stonehenge. “What are those curious walls?” is often asked. Then the sound of a locomotive whistle breaks the silence, creating a scene out of the 1950’s when a vintage passenger train pulls into town, and the train crew scurries about on the platform unloading its cheerful patrons.

“Visitors explore the Big Valley Roundhouse Ruins” Photo- Canadian Northern Society Archives

While not obvious to the guests who have enjoyed the 21-mile excursion train ride from Stettler aboard the Alberta Prairie Railway, the scene that unfolds on summer days in Big Valley is part of a legacy left by two dynamic railroaders who over a century earlier had an ambitious and grand vision for Western Canada. Today, both active and abandoned rail lines in central Alberta, related historic structures and sites, and indeed the communities that owe their existence to the Canadian Northern Railway (CNoR) share this common heritage.

Since the completion of the Canadian Pacific Railway in 1885, railways have been inextricably linked with the development of western Canada. After Confederation the new Dominion Government quickly recognized that without railways real settlement would not take place in the sparsely populated North West.

Energy, Enterprise, and Ability

“The Canadian Northern Railway lines map, 1916” Map- Atlas of Alberta Railways

The CNoR (Canadian Northern Railway) was a product of two Canadian-born railroaders with CPR roots. William Mackenzie and Donald Mann met during the 1880’s while the senior road was under construction in the Selkirk Mountains. Their “Energy, Enterprise, and Ability” – which would become the railway’s motto would lead to a partnership in contracting, steamship lines, and a 9,500-mile transcontinental railway empire that served seven provinces and included the Duluth Winnipeg and Pacific Railway in the U.S. The two were knighted for their achievements in 1911.
Branch lines were the key to the CNoR strategy.The Vegreville to Calgary branch – chartered in February 1909 by CNoR subsidiary Alberta Midland Railway – was the company’s key north-south spine through Alberta. The portion between Vegreville and Drumheller was opened for service in 1911. While it had the appearance of a typical prairie branch line, its primary purpose was to carry steam and domestic heating coal from mines at Brazeau and Drumheller to growing prairie markets.
The fact that the line traversed a region of great agricultural potential for both grain and cattle farming was an added benefit. In typical fashion, grain elevators were located every five to ten miles – the distance being established around the practical ability for a livestock team to haul a load of grain and return in one day’s time from the growing number of homesteads clustered around each delivery point.
The Battle River Subdivision along with further line completions in 1914 to Calgary and Strathcona respectively provided the CNoR with an effective intercity freight route, albeit longer than those of its competitors.
The Brazeau Branch, extending 176 miles west from the junction at Warden to the Nordegg Collieries was extremely important to the CNoR which depended largely on this supply of steam coal for terminals across the West. The subsequent extension of the Goose Lake line at Munson became an important link from Calgary to Saskatoon. All of these CNoR lines were financed using provincial bond guarantees.

“Bustling Big Valley railroad yard, roundhouse, 1920’s” Photo- Canadian Northern Society Archives

By May of 1912 mixed trains crewed by Big Valley men were running north to Vegreville and south to Drumheller. Another run to Rocky Mountain House was added in June. A Second Class depot was erected that year and a five-stall roundhouse and turntable were complete by April of 1913.
By late 1913 a Railway Post Office Car service had been established on the line, and Big Valley was home to 14 locomotives and an equal amount of engine service and train crews. Assistant Superintendent Thomas Rourke oversaw terminal operations that included a train dispatching office.
By September 1917 fourteen mines were operating in the Drumheller Valley producing 250 carloads of coal every 24 hours. Drumheller was without question the “Powerhouse of the West.” Big Valley’s railroaders were kept busy 24 hours a day operating the trains that pulled the coal out of the valley.

“Train time at Big Valley. A Southbound train at Big Valley, 1920’s.” Photo- Canadian Northern Society Archives

After being selected as the CNoR terminal, Big Valley boomed. By 1919, its population had increased to over 1025, with some 325 souls working for the CNoR. At its peak, the company’s payroll included 26 train and engine crews, a shop staff of 40, and a Bridge and Building crew averaging 45 employees, managed by Frank Dewar. There were 8 sectionmen, and at the station an Agent, operators round the clock, yard clerks, and the train dispatcher. Four to five carman conducted car repairs and inspections.
Coal from Brazeau was piled in a huge stockpile almost a block long on the east side of the yard. A gravel pit operation north of town at Caprona was established to provide aggregate for line ballasting on all of the CNoR area lines. Steam shovels kept this operation steady, mining volumes often equating to 100 carloads per day.
Big Valley’s early railroaders were a colourful lot. Many came and went, and with the Big Valley collieries in production by 1914 shipping coal as far east as Ontario – night life in town could be wild. Assistant Superintendent Rourke, a former baseball player in the Detroit Tigers minor league system, was responsible for putting together the “Big Valley Bugs” – made up almost entirely of railroaders – who in 1918 put together a resounding victory over the high-flying Edmonton Red Sox.

The National

During the First World War, financial problems caught up with Mackenzie and Mann and their rapidly expanding enterprise. Despite profitable western lines such as the Vegreville and Brazeau branches, lack of traffic on the transcontinental lines, burdensome debt, and the negative impacts of the War would result in the company being “nationalized” by the Dominion Government in 1918. The rival Grand Trunk Pacific (GTP) Railway would fare even worse, having been placed into receivership in 1919. These events led to the creation of today’s Canadian National (CN).
The new CN was confronted with the task of rationalizing the CNoR and GTP lines throughout western Canada. Consolidation was affected by the elimination of duplicate facilities and improving services by combining portions of the former competing lines. Construction of track connections joining the Brazeau branch with he former GTP Tofield to Calgary line at Alix were opened for service in 1922.
Connections were also made between the Battle River Subdivision and the former GTP mainline at Ryley. Geographically the GTP divisional point at Mirror was seen as central to the operations of the Brazeau branch vs. Big Valley. Coal that had originally moved over the Brazeau line to Warden then northward was now diverted over the new connection at Alix via Mirror which became the new home terminal for crews running west.
The new routing via Alix saved a distance of over 50 miles between Brazeau and Saskatoon. The former GTP south of Camrose also became the CN’s north-south main line through Alberta.

“The end of daily passenger train service between Edmonton – Drumheller. VIA Rail’s Dayliner at Big Valley, 1981” Photo-Charles Bohi

This consolidation led to the significant decline of Big Valley as a railway town. While the company kept a small number of train crews assigned to both freight and passenger service, by 1925 the exodus to Mirror, Edmonton, Drumheller, and Hanna began. It was reported that over 100 railroaders’ homes were moved out of the village, some of which continue to exist in Mirror today. In what was known as the “Battle of Big Valley” – the unions fought the company’s decision hard but were left with little compensation for their relocation expenses after the issue went to arbitration in the late-1920’s with the decision going with the company. By the onset of the depression, Big Valley’s population had dropped by some 500 souls to 445.
It is without question that the old Canadian Northern Railway’s reason for existence in central Alberta has changed dramatically since its arrival in 1910. Coal is no longer used to heat our homes – and in fact its use is considered sinful by some!
Packages ride on trucks, and people drive their own cars and trucks instead of riding mixed trains and Nos. 25 and 26 to get to Calgary or Edmonton.
While huge volumes of grain still move on trains – these are now loaded in modern high capacity elevators capable of loading 100 cars or more in 12 hours or less. The original steel rails that remain in service between Stettler and Big Valley are therefore of historic testament to Mackenzie and Mann and their great accomplishment. In fact, this section of track is the sole operating survivor of many similar “60-pound” branch lines that have now been re-laid or abandoned across the prairies. And almost incredibly one can still experience a passenger train ride over these vintage rails, pulling into Big Valley just as travellers did one hundred years ago.

Canadian Northern Society
www.canadiannorthern.ca
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Alberta

Province orders dismissal of Chestermere Mayor, three councillors, and all three CAO’s

Published on December 4, 2023

By

Chestermere city council. From left: Coun. Blaine Funk, Coun. Shannon Dean, Coun. Stephen Hanley, Mayor Jeff Colvin, Coun. Mel Foat, Coun. Ritesh Narayan and Coun. Sandy Johal-Watt. City of Chestermere/Facebook)

City of Chestermere councillors and senior staff dismissed

Minister of Municipal Affairs Ric McIver has issued a ministerial order dismissing four of the City of Chestermere’s municipal councillors and all three chief administrative officers (CAOs).

After the city failed to comply with the supervision of the official administrator and some of the minister’s directives that have been in place since March 15, 2023, Minister McIver has dismissed Mayor Jeff Colvin, Coun. Mel Foat, Coun. Blaine Funk and Coun. Stephen Hanley, as well as the three CAOs.

The directives, intended to restore good governance to the City of Chestermere, were issued following a municipal inspection. Since then, the city has continued to be managed in an irregular, improper and improvident manner.

“The directives issued by my predecessor are not onerous and represent the bare minimum that citizens ought to expect from their municipal government. However, after undertaking all reasonable efforts to have the city comply with its obligations, it has failed to do so. I am profoundly disappointed that it has come to this, but the people of Chestermere deserve better. This community should be able to have trust in its local elected government.”

Ric McIver, Minister of Municipal Affairs

While the minister determined that the city has failed to comply with its obligations, he has also determined that dismissal of Coun. Shannon Dean, Coun. Sandy Johal-Watt and Coun. Ritesh Narayan was not justified given their efforts to hold council to account and attempt to move council in a more positive direction toward proper governance practices and compliance with legislation.

Councillors Dean, Johal-Watt and Narayan remain as elected councillors but will have no role in the governance of the city until a byelection is held and council quorum is restored.

The ministerial order dismissing Chestermere council members and senior administration is effective Dec. 4. An official administrator and interim CAO are in place to oversee the City of Chestermere’s governance and operations until a byelection is held to elect new councillors for the vacant positions at a date to be determined in 2024.

Quick facts

  • A municipal inspection was ordered by the minister of Municipal Affairs under the Municipal Government Act (Section 571) in May 2022.
  • The independent inspection, which concluded in September 2022, found the City of Chestermere to be managed in an irregular, improper and improvident manner.
  • An official administrator was appointed in September 2022 to supervise the municipality and its council.
  • On March 15, 2023, the minister of Municipal Affairs issued 12 binding directives through a ministerial order requiring the City of Chestermere to take action to address key areas of concern.
  • On Oct. 18, the minister of Municipal Affairs issued to the City of Chestermere a notice of intent to issue a ministerial order which would dismiss all seven council members from office, as well as all three CAOs.
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Alberta

Premier Smith reacts to Liberal Government’s announcement on new methane reduction targets at COP 28

Published on December 4, 2023

By

Federal methane emissions targets: Joint statement

“Once again, the federal government is setting unrealistic targets and timelines. Infrastructure can only be updated as quickly as technology allows. For example, Alberta will not accept nor impose a total ban on flaring at this time, as it is a critical health and safety practice during production. Any regulation that completely prohibits this is putting lives at risk”

Premier Danielle Smith and Minister of Environment and Protected Areas Rebecca Schulz issued the following statement on the federal government’s proposed methane emissions regulations:

“The federal government has unilaterally established new methane emissions rules and targets to help win international headlines. Instead of building on Alberta’s award-winning approach, Ottawa wants to replace it with costly, dangerous and unconstitutional new federal regulations that won’t benefit anyone beyond Environment and Climate Change Minister Steven Guilbeault’s post-office career.

“Managing emissions from Alberta’s oil and gas industry is our constitutional right and responsibility, not Ottawa’s, and we are getting the job done. Using a province-led approach, Alberta has already reduced methane emissions from the oil and gas sector by 45 per cent – hitting our target three years early – and we’re just getting started.

“Meanwhile, not only is it illegal for Ottawa to attempt to regulate our industries in this manner, Ottawa also hasn’t even hit one of its past arbitrary and unscientific emissions targets largely because it has little to no credible expertise regulating the natural resource, agricultural and other industry sectors in this space.

“Ottawa could have helped us keep reducing emissions with joint incentive programs in line with Alberta’s Emissions Reduction and Energy Development Plan. It could have listened to the Supreme Court’s declaration that the Impact Assessment Act was unconstitutional and abandoned this kind of arrogant and ineffective scheme. Instead, these new regulations threaten our successful province-led approach and impede good work that’s already underway.

“Once again, the federal government is setting unrealistic targets and timelines. Infrastructure can only be updated as quickly as technology allows. For example, Alberta will not accept nor impose a total ban on flaring at this time, as it is a critical health and safety practice during production. Any regulation that completely prohibits this is putting lives at risk. A total ban would also be costly, resulting in shut-ins and loss of production.

“This approach will also cost tens of billions in infrastructure upgrades, yet Ottawa has provided virtually no financial support to do so. Thousands of Albertans could be put out of work in the coming years due to these costly regulations. A federal government willing to invest $37.7 billion into just three battery plants in Ontario and Quebec cannot credibly refuse to provide tax credits and financial incentives for producers in Alberta and Saskatchewan to assist with achieving a carbon-neutral economy by 2050.

“For years, Alberta, not Ottawa, has done the hard work and achieved results. We strongly support reducing methane emissions and have invested tens of millions into developing these technologies. Minister Guilbeault must work with us, and not against us, to keep cutting methane emissions and charting a course for carbon neutrality by 2050.

“Given the unconstitutional nature of this latest federal intrusion into our provincial jurisdiction, our government will use every tool at our disposal to ensure these absurd federal regulations are never implemented in our province.”

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