Norman Nicholson, Flora Nicholson's father, was away working on the Transcontinental Railway in 1908-1912.
It was not an easy job for a 58 year old. Working on the railroad was dangerous, but he seldom wrote about that to his wife, because he did not want her to worry.
But as I wrote on the http://www.tighsolas.ca/ website, it was the extremes of heat and cold and the boredom that got to him the most. Margaret visited him in La Tuque in 1908, at the camp. She was impressed by the food. He later went to Cochran and Hearst, Ontario. He wrote Margaret and described the natives.
"We have a band of Indians located or camped across the River from Residency. There are some squaws all decked up in great shape bright red skirts with white blouses and fur boots with the small shawl over their head. You should see these squaws rowing a canoe or handling an ax. Two of them have small babies and they have them strapped to a board and carry them on their back with a strap across their forehead"
The Canadian Magazine had an article about life on the Transcontinental Railroad.
Here's an excerpt.
Driving Steel through Wilderness is the title of the piece.
It is one of the hallucinations of the human mind to imagine that the other fellow always has the easier job.The tendency to magnify the fburden of one’s own tasks is deep seated. That is why you find a divergency of opinion as to whose share in the work of building such a railway as the National Transcontinental has been the most onerous. Engineers sniff disdainfully at the part performed by the staff at headquarters. Contractors will sneer at the achievement s of the resident engineers. The navvy, if he takes time about it at all, will be convinced that he alone has actually worked.
Yet when it comes to the final analysis, it is doubtful if any one person or group of person has had to endure more genuine hardships than the men who located the road. One can cover the three or four hundred miles of completed track through northern Quebec and Ontario, comprised in the Cochrane district, with comparative comfort. It is even possible to go further and follow the grade for many miles on foot without any undue comfort. But what a journey that must have been before the hand of man had set itself to hew a path through the wilderness. Nor was it only the abundance of its rivers and lakes that rendered it difficult of passage. Above and beyond all this it was largely a water sogged waste. All though the woods, water was held in storage in soaking ground and springy muskeg. It is easy enough to be courageous when dry of foot and warmly clad but to struggle forward day in and day out through weeks and mouths with drenched shoes and damp clothing is truer test of endurance. This was the lot of the locating engineers.
Water is one of the great assets of this north country. It is the main element of contrast of scenery. Take away those brimming rivers that intersect the right of way at intervals of every few miles and a journey across the great clay belt would be more monotonous and almost stifling uniformity. To relieve this oppression, the rivers come as rifts in a cloudy sky. They cut deep into the forest growth and their valleys open up panoramas of great attractiveness. From the high steel bridges that span their current, one peeps into regions full of potentials for sport and exploration.
Very much like actual warfare has seen the building of the railway.
At the head of the engineering staff, stands the chief of engineers with his headquarters at the capital. Under him are the several district engineers, each of whom has charge of one or two districts. These districts are in turn divided into divisions and the divisions are subdivided into still smaller sections. Over a division, a divisional engineer takes charge, while resident engineers carry out the instructions of their superiors in the smaller subdivisions.
The rank and file are divided into gangs, corresponding to the companies in a regiment, while a camp may be considered as analogous to the regiment itself. As the work progresses, the camps are moved forward, carrying the attack over further and further into the enemy’s territory. There are in each camp officers and non commissioned variety, time keepers , pay masters, supply keepers,cooks an foremen, all of whom have particular duties to perform...
Nowadays the railroad builder is a pampered individual, living off the fat of the land within as easy reach of the big mail order house as the homesteader out West. Bereft of the many of the comforts of home, with no saloons or theatres within many hundreds of miles, your railroad navvy must be treated with no small consideration in the item of food. One may wonder at the plenty and variety that is placed before him at mealtime, but it must be regarded largely in the light of a bribe. He must be fed well to hold him and this the contractor recognizes. That is why one finds these hard worked navvies feasting abundantly on roast beef and port, steak and potatoes, beans, cabbage, tomatoes, corn, bread and rolls, pudding and pie, cookies and cakes, jam and preserves, crackers and cheese. All of these items of food are within the limits of the bill of fare at one meal. "
Norman Nicholson left behind a great deal of documentation about his job as timber inspector for the railway. It's on the www.tighsolas.ca website.







