Nova Scotia Light and Power

Nova Scotia Light and Power Company, Limited

Company type	Private
Industry	Electricity and gas utility, Public transit
Founded	June 11, 1866 (1866-06-11)
Founder	William D. O'Brien (as Halifax City Railroad Company)
Defunct	1972
Headquarters	Halifax , Canada
Area served	Nova Scotia
Key people	Lt.-Col. John Crerar (Jack) MacKeen (President 1931–1962, Chairman 1961–1972)
Products	Electricity, Gas, Public transit services
Number of employees	1,001 (1971)

Nova Scotia Light and Power Company, Limited (NSLP) was a Canadian utility specializing in electricity and gas, headquartered in Halifax, Nova Scotia. While it currently exists only as a dormant entity, NSLP was the foremost energy supplier and largest operator of public transit in the province for more than one hundred years.

Origins

The beginnings of NSLP date back to June 11, 1866, when the Halifax City Railroad Company (HCR) commenced street railway operations in Halifax. Its historical foundation can be traced even further to March 1840 with the establishment of the Halifax Gas Light and Water Company (later known as Halifax Gas Light Company, HGL), which began distributing coal gas to downtown Halifax businesses by 1843.

Halifax entrepreneur William D. O'Brien founded HCR in 1863, launching services three years later with a fleet of five horse-drawn tramcars. Operations ceased in 1876 but were revived in 1886 when the Halifax Street Railway Company acquired HCR’s assets and reinstated horse-drawn transit.

In 1885, industrialist John Starr created the Halifax Electric Light Company, inaugurating the city's first electric power plant. Two years later, HGL absorbed Starr’s company. By 1889, investors including Charles Annand established the Nova Scotia Power Company aiming to electrify street railway systems; however, they lacked sufficient capital to build power generation infrastructure.

Lawyer Benjamin Franklin Pearson from Halifax formed People's Heat and Light Company in 1893 and purchased HGL by 1897. Recognizing the promise of electric power, Pearson and associates incorporated the Halifax Electric Tramway Company Limited in 1895, merging Nova Scotia Power and People's Heat and Light into one entity by 1902. The firm was renamed Nova Scotia Tramways and Power Company Limited in 1917 before reorganizing as Nova Scotia Light and Power Company, Limited in 1928.

Ownership

In 1919, control of the company passed to Boston-based engineering firm Stone & Webster. Five years later, in 1924, ownership transferred to Royal Securities Corporation, headed by Nova Scotia financier Izaak Walton Killam. Royal Securities distributed shares broadly among the public, a strategy NSLP later used advantageously for its public image. By 1970, NSLP counted 10,785 shareholders—including 6,273 women—with company directors owning merely 1.6% of shares. The ten largest shareholders collectively held under 16%.

Lt.-Col. John Crerar (Jack) MacKeen (1898–1972), a leading businessman from Nova Scotia and protégé of Killam, managed NSLP for approximately forty years. He served as president starting in 1931 and as chairman from 1961 until January 1972. Following his tenure, W.N. Wickwire QC briefly assumed the presidency but passed away in 1962. Subsequently, General Manager A. Russell Harrington took over both roles until the company's acquisition later that year.

Expansion

Beginning with a modest 70 kW generation facility supplying central Halifax, NSLP progressively increased its production capacity. By January 1972, it generated a net total of 1.82 million kilowatt-hours through three thermal plants and fifteen hydroelectric stations connected to an interprovincial power grid.

In 1902, NSLP launched a coal-fired thermal plant on Lower Water Street in Halifax with an initial output of 1,000 kW. Expansion continued via enhancements at this plant, rural hydroelectric developments, and acquisition of smaller utilities throughout Nova Scotia. Its first purchase was the Avon River Power Company in 1929, which served Windsor and the Annapolis Valley region. Further acquisitions extended service into Annapolis, Kings, Hants, Lunenburg, Queens, Yarmouth counties as well as northern parts of the province.

The Dartmouth Gas & Electric Light & Heating & Power Company was acquired by NSLP in 1935 after an underwater cable had been installed linking Dartmouth to Halifax back in 1917.

Adopting its current name in 1928, NSLP catered to approximately 20,000 customers with around 600 miles of distribution lines; by 1948 these figures had grown threefold for customers and quadrupled for line mileage to about 2,400 miles.

NSLP’s gas production relied solely on coal sourced within Nova Scotia; it opened a new gas plant in Halifax in 1917. The last significant expansion occurred in 1942 when it began supplying Victoria General Hospital. After World War II gas output remained stable but profitability declined due to increasing expenses. Attempts to divest this division were unsuccessful, leading to cessation of gas operations by 1953.

Starting from the late 1920s NSLP actively pursued rural electrification projects aimed at serving isolated communities beyond its existing network as well as areas covered by the Crown-owned Nova Scotia Power Commission (NSPC). Although progress slowed during the Great Depression and Second World War, post-war initiatives added over 1,300 miles of new lines and nearly 9,000 rural customers by 1951.

The main thermal station in Halifax underwent multiple expansions; its final addition was a unit generating 90,000 kW installed in 1956. Recognizing that demand would soon surpass supply by mid-1950s, NSLP planned construction of a new coal- and oil-fired power plant at Tufts Cove in Dartmouth with an initial capacity of 100,000 kW. This facility began operating in 1965 with plans to double capacity within four years.

Postwar hydroelectric developments included Black River (commissioned in 1953) and Lequille (opened in 1968). The Lequille facility commemorated Canada’s Centennial with a replica of North America’s earliest grist mill dating from 1607. At its inauguration ceremony featuring historical reenactments, Lieutenant Governor Victor deB. Oland lauded NSLP as "a very good corporate citizen."

In 1956 NSLP sponsored studies assessing commercial tidal power potential at the Bay of Fundy; both reports recognized significant potential but concluded costs were prohibitive at that time. Its successor company eventually launched North America’s first tidal power installation there in 1984.

To encourage adoption of electric appliances among consumers, NSLP opened retail outlets beginning in 1951 offering household and commercial appliances from nationally recognized brands. The flagship store operated from Halifax’s Capitol Theatre building adjacent to company headquarters; additional stores were located in Dartmouth, Windsor, Chester, Yarmouth as well as later locations at Scotia Square mall and Greenwood. By 1969 retail sales contributed nearly $1.5 million toward company profits.

In its final full year before acquisition (1971), NSLP employed a workforce of 1,001—reduced from 1,168 employees recorded in 1969 due to closure of transit services—maintaining staff numbers generally between approximately 1,100 and 1,200 over two decades.

Transit services

NSLP initially focused on providing public transit, managing Halifax's transit operations until 1969, when responsibility shifted to the City of Halifax.

The Halifax City Railroad (HCR) established its original “Main Line” running from Inglis Street to Duffus Street, ending at the Nova Scotia Railway (NSR) station located in Richmond. At first, streetcars operated every 15 minutes between 6 a.m. and 10 p.m., with service frequency increasing to every 10 minutes by 1874.

For more than ten years, HCR ran horse-drawn streetcars but discontinued them in 1876 due to insufficient revenue and plans to relocate the station. Service recommenced in 1886 with new tramcars and updated infrastructure. Following a merger into the Halifax Electric Tramway Company, electric trams began operating on February 12, 1896, completing electrification by April of that year. The company assembled a fleet of 26 trams, each seating 48 passengers, painted in dark red and cream.

By 1912, the system extended northward along Göttingen Street and westward to Armdale. After World War I, the fleet was modernized with 24 Birney Safety cars, which were repainted bright yellow and cream in 1927 to enhance visibility. Throughout the 1920s, the network grew to include 11 numbered routes; by World War II, 59 cars transported nine million passengers annually.

Following the war, ridership tripled despite adding 23 mostly used trams. Due to aging infrastructure and equipment shortages, NSLP transitioned from streetcars to electric trolleycoaches. Streetcar operations ceased on March 26, 1949, commemorated by a decorated farewell tram. The rails were eventually paved over and removed by the mid-1990s.

The Water Street car barn closed in 1949 and was replaced by a large garage on Young Street for the new trolleycoach fleet, which featured yellow and cream paint schemes. Except for a brief period in the mid-1950s, vehicles displayed only the Nova Scotia shield without company logos.

Trolleycoach ridership peaked above 28 million in 1952 but declined as private car ownership increased and road congestion worsened. By 1967, annual passengers dropped below 10.6 million.

Halifax’s trolleycoach fleet comprised 87 vehicles manufactured by Canadian Car and Foundry and Pullman Standard until diesel buses from General Motors supplemented the fleet starting in 1963. The final electric trolleycoach was retired on January 1, 1970, coinciding with the City of Halifax taking over NSLP’s all-diesel transit operations after years of financial losses and political disputes.

Wartime operations

NSLP’s activities were profoundly affected during both world wars.

In 1917, the Halifax Explosion devastated much of NSLP’s infrastructure—including gas and electrical lines, tram tracks, and catenary wires. Nine employees lost their lives, among them motorman James Arthur Bennett. While damage was limited at the generating plant and south-end car barns, electric service in northern areas was interrupted for several days. Two trams were destroyed outright, with at least three requiring significant repairs. Reconstruction took several months; some northern tram lines were never restored.

During World War II, NSLP played a vital role by "degaussing" more than 1600 naval and merchant vessels—installing insulated wire coils linked to generators to shield ships from magnetic mines. To accommodate a population that had doubled during wartime demand, NSLP expanded its Water Street generating station with a reinforced concrete extension designed to resist potential bombing attacks.

The transit system endured intense pressure throughout both conflicts, necessitating near-complete replacement of streetcar fleets after each war. At its height during World War II, the tram network carried approximately 33 million passengers annually. Overcrowding led to unrest near war’s end; Tram 126 was destroyed by fire on May 7, 1945, while car 151 suffered vandalism and abandonment the following day. NSLP repaired these vehicles along with others damaged during this period to maintain service continuity.

Remarkably, NSLP briefly managed a fleet of 50 American destroyers being transferred to the Royal Navy, representing an unusual case where an electric utility oversaw warships during their transition from American to British control.

Public relations

NSLP prioritized exemplary corporate citizenship by actively engaging in community activities and ensuring its facilities were kept in excellent condition.

The company's triangular emblem, in use since at least the 1920s, represented its three primary stakeholders: employees, customers, and shareholders.

Beginning in 1948, NSLP adopted Reddy Kilowatt as its official mascot. Originally created in 1926 by Ashton B. Collins Sr. at Alabama Power Company, Reddy Kilowatt acted as a goodwill ambassador for approximately 300 publicly traded utilities worldwide. This character, distinguished by lightning bolt limbs, was prominently featured in NSLP’s marketing campaigns and was integrated into the corporate logo by 1951. A neon Reddy Kilowatt sign installed at the Tufts Cove Generating Station became a Halifax landmark in the late 1960s and is believed to have been the largest depiction of the mascot ever produced. NSLP continued to utilize Reddy Kilowatt until the provincial government took control in 1972; the trademark was licensed exclusively to investor-owned utilities by Reddy Kilowatt Inc.

NSLP engaged notable Nova Scotia marine artist William E. deGarthe (1907–1983) to create original seascape paintings for its annual report covers between 1951 and 1971. These high-quality reproductions were distributed free of charge, with framed versions becoming common fixtures in homes and offices throughout the region.

One of NSLP’s most memorable public relations efforts was the Land of Fantasy Christmas show, which debuted in 1957 under the original title Fantasyland. Primarily held in the basement of NSLP’s Halifax headquarters, this event combined animatronics, lighting effects, and music to narrate the Christmas story. Created annually by display artist Carleton (Carl) Edwards (1894–1986) and directed by technician Donald Armstrong, the 30-minute presentation included recurring figures such as an animated Santa Claus and a pneumatically controlled snowman, alongside newly introduced fairy tale characters each year.

In 1970, Land of Fantasy was relocated to Scotia Square mall for its final three seasons. Over its sixteen-year duration, NSLP estimated attendance reached as many as 700,000 visitors. Edwards also contributed to NSLP’s creative efforts by designing artistic parade floats and imaginative window displays for its retail appliance outlets.

Takeover

In December 1971, the Nova Scotia Government initiated a hostile takeover bid aimed at securing majority ownership of NSLP to unify electric generation and distribution under the Crown-owned NSPC. The offer stood at $13 per share, a premium of $5 above NSLP’s trading price on the Toronto Stock Exchange. NSLP’s board deemed this valuation insufficient and sought arbitration, which was ultimately denied. Financially, NSLP reported profits of $4 million in 1970, whereas NSPC recorded a loss of $371,000. Opposition arose from municipal officials concerned about potential declines in property tax revenues and from the Chronicle Herald, which condemned the acquisition as an attack on free-market principles.

Prior to the expiration of the offer, NSLP’s directors advised shareholders to approve the transaction. By January 27, 1972, government ownership exceeded 90% of NSLP’s shares.

Current status

Following the takeover, NSLP continued as a distinct entity but had become largely nominal by 1973, leasing all its assets to the newly named Nova Scotia Power Corporation. The NSLP brand gradually disappeared except for its retail stores, which were eventually shuttered. In 1992, a subsequent provincial administration privatized the utility under the name Nova Scotia Power Inc., now operating as part of Emera Inc. Remaining assets formerly held by NSLP were transferred to this new corporation; however, NSLP itself was excluded from this transaction. The company remains registered with the Province of Nova Scotia, with its headquarters officially listed under the Department of Finance and Treasury Board.

Transit fleet

Type	Supplier	Quantity	Year Acquired	Additional Information
Horse-drawn passenger tram	Unknown origin	7	1866	Operated by horses; two units featured open platforms
Horse-drawn passenger tram	John Stephenson Company	15	1884	Horse-powered; numbered 1 through 15; painted in blue
Electric passenger tram	Rhodes Curry Company	26	1896	Originally equipped with open vestibules; enclosed by 1911; numbering separated by car type into mostly even and odd; adapted for right-hand traffic in 1923; decommissioned by 1928
Electric passenger tram	Rhodes Curry Company	4	1898	Featured open vestibules; assigned numbers 25, 27, 30, and 32
Electric passenger tram	Rhodes Curry Company	2	1901	Identified as numbers 34 and 36
Electric passenger tram	Unknown manufacturer	3	1902	Compact open-platform vehicles; sold to Yarmouth Street Railway in 1906
Electric passenger tram	Worcester Street Railway	4	1904	Open-platform design; scrapped by 1909
Electric passenger tram	Rhodes Curry Company	2	1905	Car numbers were 38 and 40
Electric passenger tram	Ottawa Car Company	4	1906	Open-platform cars; numbered with odd numbers from 29 to 35
Electric passenger tram	Ottawa Car Company	4	1907	Open-platform design; odd-numbered cars from 37 to 43
Electric passenger tram	Ottawa Car Company	2	1909	Numbered as cars 50 and 52
Electric passenger tram	Silliker Car Company, Halifax	2	1909	Assigned numbers: 54 and 56
Electric passenger tram	Nova Scotia Car Works, Halifax	4	1912	Cars numbered: 42,44,46,48
Electric passenger tram	Nova Scotia Car Works, Halifax	6	1913	Numbers ranged from 58 to 68; car number 60 was destroyed during the Halifax Explosion in1917
Electric passenger tram	Nova Scotia Car Works, Halifax	6	1915	Numbered between70 and80; cars76 and78 converted into work cars that lasted into the1940s
Electric passenger tram	Montreal Tramways Company	6	1919	Even-numbered cars between82 and92
J. G. Brill Company Birney Safety Car	American Car Company	24	1920	Newly acquired units numbered100-123; modified for right-hand operation in1923
Birney Safety Car	United Railways and Electric Co., Baltimore	10	1926	Built in1920 by Brill; numbered124-133; car126 lost during VE-Day riots in1945
Birney Safety Car	Ottawa Car Company	4	1926	Newly constructed units numbered134-137
Preston Car Company Birney Safety Car	Toronto Transportation Commission	8	1927	Former Toronto Civic Railways units numbered138-145
Birney Safety Car	United Railways and Electric Co., Baltimore	10	1928	Brill-built in1920; assigned numbers146-155
Birney Safety Car	Cape Breton Electric, Sydney, Nova Scotia	3	1930	Previously owned by Citizens Traction Co., Oil City PA; numbered156-158
American Car CompanyBirney Safety Car	Toronto Transportation Commission	8	1940	Former Toronto Civic Railways cars numbered159-166
American Car Company Birney Safety Car	Toronto Transportation Commission	6	1941	Former Toronto Civic Railways units numbered167-172
Birney Safety Car	Cape Breton Electric	2	1942	Numbers173-174
Birney Safety Car	East Broughton, Quebec	2	1942	Numbers175-176
American Car Company Birney Safety Car	Bakersfield and Kern Electric Railway	5	1942	> Former units from Union Traction Co. of Santa Cruz (2) and Santa Barbara & Suburban Railway (3); numbered177-181; all dismantled by1949
T-44 trolleycoach	Canadian Car and Foundry	>65	>1949	>Vehicles numbered201-265
T-44 trolleycoach	Canadian Car and Foundry	4	1950	-	T-44A trolleycoach	Canadian Car and Foundry	8	1952	-	T-44A trolleycoach	Canadian Car and Foundry	4	1954	-	Pullman-Standard trolley bus	United Transit Co., Providence RI	6	1956	-	TDH4519 diesel bus	General Motors	12	1963	-	T6H4521 diesel bus	General Motors	20	1969	-

References: Canadian Railroad Historical Association Bulletin (1954); Leger & Lawrence (1994), Halifax – City of Trolleycoaches; Artz & Cunningham (2009), The Halifax Street Railway.

See also

• Halifax Regional Municipality
• Historic Halifax
• Transportation in the Halifax Regional Municipality
• Halifax Explosion
• Reddy Kilowatt

External links

• Collection of NSLP logos and photographs
• Information on Halifax trolleycoaches
• Visual archive of Fantasyland
• Official ReddyKilowatt website