Coghlan Substation
by Jessica Blesch
The Coghlan substation was originally built in 1910 to supply 600 volts to the passing electric trams on the interurban railway from New Westminster to Chilliwack. It was one of five similar stations built by B.C. Electric; the Coghlan and Vedder substations are the only left standing. For a four storey concrete structure, the Coghlan substation has a certain architectural appeal and seems out of place amidst the rural community of what is now Aldergrove.
Architect H.B. Watson designed the substations in a renaissance revival style; construction was contracted out to T.R. Nickson and Corporation. Each building cost around $25,000 at the time. More thought to design was put into the substations because in addition to supplying and converting electricity the substations housed the station operators and their families, as well as, travelling relief operators. |
The Coghlan substation was considered the heart of B.C. Electric social life in the valley. Bill Underhill, a chief engineer for B.C. Electric even had tennis courts built. The Coghlan substation converted power from the Stave Lake hydro-plant until the 1950s when the interurban railway service was discontinued. The building is now a private residence. |
The B.C.E.R. and the Lower Fraser Valley
The story of B.C. Electric begins well before the construction of the interurban railway in the Lower Fraser Valley. The company changed hands and names several times before it was given its official title on April 15, 1897. That April the company was finally consolidated and R.M. Horne-Payne, F.S. Barnard, J. Horne-Payne, A.C. Mitchell-Innes, R. Northall-Laurie, G.P. Norton and R.K. Sperling were named directors. The company continued to grow, developing hydro-electrical projects and railways in both Vancouver and Victoria.
At the turn of the century, the Great northern railway opened up South Langley running along the 49th parallel. The race was on for the B.C. Electric to extend their service across the river. By 1906 the company’s British backers felt there was a large enough population in the valley to justify a line from New Westminster to Chilliwack. The railway would carry produce, milk and mail. Work constructing the line began in 1907. Property owners in the valley turned into land speculators, eager to make a profit, as B.C. Electric bought up tracks of farm land. The last spike was driven on October 3, 1910 by Premier Richard McBride. The first passenger car was added July 1, 1910 after complaints from the farmers wanting to ride with their produce into New Westminster.
Trains stopped at any farm with a flag, as well as, established stations. Two trains were particularly well known: the Milk train and the Owl. The Milk train ran every morning from Chilliwack at seven. The midnight train called the Owl ran from Vancouver to Chilliwack to pick up pub goers on their way home and eager fisherman.
Bill MacDonald remembers how “the Fraser Valley interurban trams brought many streams within reach” (1991: 45), taking the Owl to be at the fishing holes before dawn became an established tradition of the interurban railway.
However, fisherman and farmers were not the only ones to use the trams. By 1928 there were five passenger trains a day! With the onset of WWII the B.C. Electric railway saw another increase in passenger fares. An army base was set up in Chilliwack and commuters used the trams to save on gas.
Nevertheless, the trams could only compete with freight trucking and personal automobiles for so long. As roads improved in the valley, freight trucking became a quick and inexpensive way to ship produce. Residents were also opting to take their own cars into the city. The last Milk train ran on February 18, 1939. However, it was not until May 2, 1950 that B.C. Electric made the move to cease operations on the New Westminster to Chilliwack line. The trams made their last
journey to Chilliwack on September 30, 1950.
Ultimately, the interurban opened the valley to a series of developments. It set the stage for electrification of the valley’s rural communities along with opening up a transportation corridor. Residents gravitated to stations which were along the railway, instigating development. Places like Newton suddenly popped onto the map and established towns like Langley saw further growth. The B.C. Electric’s Employees’ Magazine even speaks about how the operator’s landscaping at the Vedder substation prompted the city to plant more trees and lay a cement side walk. The interurban became a significant part of many residents’ lives and is fondly remembered.
At the turn of the century, the Great northern railway opened up South Langley running along the 49th parallel. The race was on for the B.C. Electric to extend their service across the river. By 1906 the company’s British backers felt there was a large enough population in the valley to justify a line from New Westminster to Chilliwack. The railway would carry produce, milk and mail. Work constructing the line began in 1907. Property owners in the valley turned into land speculators, eager to make a profit, as B.C. Electric bought up tracks of farm land. The last spike was driven on October 3, 1910 by Premier Richard McBride. The first passenger car was added July 1, 1910 after complaints from the farmers wanting to ride with their produce into New Westminster.
Trains stopped at any farm with a flag, as well as, established stations. Two trains were particularly well known: the Milk train and the Owl. The Milk train ran every morning from Chilliwack at seven. The midnight train called the Owl ran from Vancouver to Chilliwack to pick up pub goers on their way home and eager fisherman.
Bill MacDonald remembers how “the Fraser Valley interurban trams brought many streams within reach” (1991: 45), taking the Owl to be at the fishing holes before dawn became an established tradition of the interurban railway.
However, fisherman and farmers were not the only ones to use the trams. By 1928 there were five passenger trains a day! With the onset of WWII the B.C. Electric railway saw another increase in passenger fares. An army base was set up in Chilliwack and commuters used the trams to save on gas.
Nevertheless, the trams could only compete with freight trucking and personal automobiles for so long. As roads improved in the valley, freight trucking became a quick and inexpensive way to ship produce. Residents were also opting to take their own cars into the city. The last Milk train ran on February 18, 1939. However, it was not until May 2, 1950 that B.C. Electric made the move to cease operations on the New Westminster to Chilliwack line. The trams made their last
journey to Chilliwack on September 30, 1950.
Ultimately, the interurban opened the valley to a series of developments. It set the stage for electrification of the valley’s rural communities along with opening up a transportation corridor. Residents gravitated to stations which were along the railway, instigating development. Places like Newton suddenly popped onto the map and established towns like Langley saw further growth. The B.C. Electric’s Employees’ Magazine even speaks about how the operator’s landscaping at the Vedder substation prompted the city to plant more trees and lay a cement side walk. The interurban became a significant part of many residents’ lives and is fondly remembered.
“It was a very heavy thing. It used to sway back and forth. It was like being on a boat-like a lullaby.”-Jim Wallace
Currently there is an ongoing to project to restore service to the interurban line headed by the Fraser Valley Railway Heritage Society. The project began in 1996 and just completed a trial run on the line on Feb 14 2013. To learn more about this project visit their website at http://www.fvhrs.org/about.htm.
Further Reading:
Ewert, Henry
1986 The Story of the B.C. Electric Railway Company. Whitecap Books, Vancouver.
Kelly, Brian and Daniel Francis
1990 Transit in British Columbia: The First Hundred Years. Harbour Publishing, Hong Kong.
Langley Centennial Committee
1958 Legend of Langely. Evergreen Press, Vancouver.
Maiden, Cecil
1948 Lighted Journey: The Story of the B.C. Electric. Public Information Department, Vancouver.
Martin, J. Edward
1986 Western Canada’s Railways. Studio E, White Rock.
Waite, Donald E.
1977 The Langley Story: An Early History of the Municipality of Langley. Don Waite Publishing, Altona, Manitoba.
1986 The Story of the B.C. Electric Railway Company. Whitecap Books, Vancouver.
Kelly, Brian and Daniel Francis
1990 Transit in British Columbia: The First Hundred Years. Harbour Publishing, Hong Kong.
Langley Centennial Committee
1958 Legend of Langely. Evergreen Press, Vancouver.
Maiden, Cecil
1948 Lighted Journey: The Story of the B.C. Electric. Public Information Department, Vancouver.
Martin, J. Edward
1986 Western Canada’s Railways. Studio E, White Rock.
Waite, Donald E.
1977 The Langley Story: An Early History of the Municipality of Langley. Don Waite Publishing, Altona, Manitoba.
Related Links:
For photos, archival information or more information on the restoration of the interurban railway check out the websites below.
· Fraser Valley Railway Heritage Society http://www.fvhrs.org/about.htm
· Langley Centennial Museum Archives http://www.langleymuseum.org/collection_archives.html
· The Reach (Abbotsford Gallery and Museum) http://www.thereach.ca/archives
· Surrey Archives http://www.surrey.ca/culture-recreation/2394.aspx
· Fraser Valley Railway Heritage Society http://www.fvhrs.org/about.htm
· Langley Centennial Museum Archives http://www.langleymuseum.org/collection_archives.html
· The Reach (Abbotsford Gallery and Museum) http://www.thereach.ca/archives
· Surrey Archives http://www.surrey.ca/culture-recreation/2394.aspx
References Cited
MacDonald, Bill
1991 Remembering the Owl Tram. BC Outdoors March: 39-47.
Munro, Harold
1997 Group Fights to Restore Interurban. Vancouver Sun, March 10.
1991 Remembering the Owl Tram. BC Outdoors March: 39-47.
Munro, Harold
1997 Group Fights to Restore Interurban. Vancouver Sun, March 10.
In the News:
A December 2015 Langley Advance story has photos of new heritage signage for the Coghlan substation.
Another of the substations, Sumas (in Abbotsford) was for sale in June 2018 as a restored family home and there are beautiful interior photos.
Another of the substations, Sumas (in Abbotsford) was for sale in June 2018 as a restored family home and there are beautiful interior photos.