Only Child's Dad when he worked for the railway
In last week’s session in my Crafting the Personal Memoir taught in my home, I covered incorporating research information to the actual memoir without overdoing it. I used an example from my memoir and the old version is a doozie.
Old version beginning of Chapter Riding the Rails with Dad:
If you’re going to travel on the train with my Dad, be prepared to get up early and arrive at the station long before the steam engine is fired up, long before the conductor and trainman arrive, and long before anyone else stands in line for Platform 7 or 9 for Guelph. Dad had to be first in line at Union Station and that dictated our family schedule during the late 1950s and early 1960s when we travelled by train to my Grandpa’s and Aunt Rita’s farms.
What did I expect when Dad worked as a timekeeper for Canadian National Railways since 1918? Just before the 20th century, Canada had three transcontinental railways: the Canadian Pacific Railway – the one tied in with Confederation, the Grand Trunk Railway and the Canadian Northern Railway. From 1900, railway lines had increased from 27,000 to 77,760 km (16,777.02 to 48,317.82 miles) but the extra construction and World War I had the latter two railway companies rolling on shaky financial tracks. So, in 1917, the federal government followed a Royal Commission recommendation and joined the Canadian Northern Railway with the Canadian Government Railways. The year my Dad Joined CNR, this amalgamated railway took on the moniker of Canadian National Railways. One year later another railway, the Grand Trunk Pacific jumped tracks to become part of this federal family.[i]
As timekeeper, Dad must’ve had his work cut out for him. Sure, the merger had reduced railway operating expenses, but the equipment to keep the railway running needed a big overhaul. The purchase of 8,450 new cars, 163 locomotives and 200 passenger cars,[ii] required much re-scheduling of train runs, both freight and passenger. Dad didn’t actually stand outside on the platforms and time trains coming in and going out – not like a bus inspector. He worked in the CNR Office on Front St. West, adjacent to Union Station in Toronto. He kept track and analyzed train run times from reports. Railway schedules were based on the Uniform Code of Operating Rules, until 1990 when the Canadian Rail Operations Rules came into effect. Despite “Rules,” train accidents occurred, and in 1907, the year my Mom was born, nearly 600 people, most of them railway employees, died in train accidents. Again, Dad entered the CNR workforce at an ideal time for him, as the total number of railway accidents declined after the Frst World War. [iii] But his clerk’s salary was lower than that of the more skilled engineers or conductors who actually rode the rails as part of their jobs.
(Copyright 2005 Sharon Crawford, excerpted from You Can Go Home: Deconstructing the Demons earlier version)
Yawn. As you can see it even included footnotes (which I’ve deleted here.) Too much information and while I tried to connect it with my Dad it just doesn’t work. After the feedback from the summer workshop with Ken McGoogan at the University of Toronto in 2005, I made several changes. Below is the version in the manuscript I’m now pitching to agents.
Chapter 7 – Riding the Rails with Dad
If you’re going to travel on the train with Albert Langevin, be prepared to get up early and arrive at the station long before the steam engine is fired up, long before the conductor and trainman arrive, and long before anyone else stands in line at Platform 9 for Guelph, Ontario. My Dad has to be first in line at Toronto’s Union Station. His “typical CNR” style dictated our family schedule during the late 1950s and early 1960s when we travelled by train to my Grandpa’s and my godmother’s farms.
On the way to Union Station, Dad sits in the front seat of the taxi, the better to play navigator. Mom and I, with my doll Darlene, sit in the back.
“The best way to get to Union Station,” Dad says, looking down at his watch, “is to take Broadview down to Eastern Avenue, then take Eastern Avenue to Front Street.” He scowls over at the driver. “We don’t want to miss our train.”
Not likely. Unless we get stuck in traffic on this pre-Don Valley Parkway day in the late 1950s, we will arrive an hour and a half early at Union Station.
The driver makes a right turn and Dad jumps into attack mode.
“I said to take Broadview to Eastern. We’re on Gerrard St. now. Turn left at Parliament and go down Parliament to Front Street.” Dad removes his watch and is practically shaking it at the driver.
(Copyright 2011 Sharon Crawford, excerpted from You Can Go Home: Deconstructing the Demons).
As you can see I deleted all the railway history here – some of the other history is still in the chapter later on but in narrative as I saw it back then, not as my research now stated it. The watch was incorporated as narrative in this version and more on the watch and Dad as timekeeper is incorporated into narrative in Chapter 1. The rest is as they say, history.
The idea is not only to connect the history to you but to do it in a way that is more in story-telling mode than lecture-mode. Also make sure that the history you are including is really relevant and necessary to your story. For example, does the reader really care how many railway accidents occurred when my Dad started working for the (then) CNR?
I welcome any comments on this and how others deal with research in their memoir or have difficulty dealing with the research. I call too much research “researchitis.”
Only Child Writes