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Canadian Rail 138 1962

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Canadian Rail 138 1962

Can.adian..
)~mnn
lssued 11 times yearly by
Canadian Railroad Historical Association.
NUMBER 138
NOVEMBER 1962
Canadian National electric locomotives 10.5 and 104 were
easing an evening commuter train out of Mount Royal St.ation
last summer, as Photographer Paul McGee recorded the scene
for tlCanadian Rail. Self-propelled M.U. coaches provide a
basic suburban service on the line, but are supplemented
at peak periods by about a dozen electric locomotives of
three types. Most are operated in pairs to haul thel/crush
hour trains, which average 10 cars apiece.

I RON HORSE EXCURSIONS
The
Sulls Head Trip
••• by F .A. Kemp
The sun on Saturday morning, October 13th, was a most welcome
prelude to the railway excursion to Sherbrooke after a rainy period
extending over five weeks. Engine 5107 (Canadian National Rail­
ways class J-4-d, 38%) made its appearance at Central Station in
Montreal about eight oClock in the morning -the first steam loco­
motive to run into the station since July 1961 when 6153 pulled the
Victoriaville special train from the terminal. Locomotive 5107 was
backed slowly into Track 9 and was coupled to the six-car train
which included a baggage car fitted with several outlets supplying
110 volts AC for tape recorders, open barred doorways and several
desks and tables. These were for the sale of CN souvenirs, food~
drinks, and CRHA publications. Behind this was Pullman Convert
coach 5240 with open windows for the fresh-air-and-cinders devotees
and four 5500 series air-conditioned coaches. The train had a
seating capacity of about 400 persons.
An amenity which made its presence known as we left Central
Station was the public-address system, supplied through the co­
operation of the Upper Canada Railway SOCiety, its President, Mr. Edward
Jordan and our Trip Committee Chairman, Mr. James Brown.
The system was used to inform the passengers of our runpasts and
other activities during the day, as it is similarly used on U C R S
excursions from Toronto. Connections between cars are made by
using the electrical train line which is used to supply current to
disabled cars until a terminal is reached. The amplifier and the
microphone are mounted in one of the cars, usually in mid-train,
and speakers in each car connected to the train-line, with all
jumpers between cars in place. If switching is necessary, the
jumpers are removed and replaced later.
A number of stops due to signals between Central Station and
Bridge Street gave M~. Brown an opportunity to introduce himself
with a few we looming words. Announcements were repeated in French
and a number of people helped with this task during the day.
At St. Lambert the refreshment concession was taken aboard and
set up in two locations, one in the baggage car, the other in the
second-last coach. The impromptu snack bars began operating al­
most at once, and were soon running short of sandWiches, indicating
a lack of breakfast for some of the passengers.
A fast run was made to Beloeil, then a slow move across the
bridge to Otterburn Park, where our first run-past of the day was made. A
bright sun illuminated the placid Richelieu, the bridges
black trusses and the brilliant colours along the riverbanks and up
the orchard-gIrt slopes of Mont Saint Hilaire, as 5107 sent a
satisfying smoke-plume into the air.
To make steam, water is needed, and at St. Hyacinthe, a fire
pumper was on hand with two hoses to fill the tender in short order
during a stop of about fifteen minutes. Passengers were on the
look-out along this section for a manifest freight train containing
a flatcar carryIng Old Sydney Collieries locomotive No. 25 enroute
to Delson, but they looked in vain for the freight did not pass
until we were well beyond Ste. Rosalie Jct.
This photo, and others illustrating article, by Jim Brown.

Canadian Rail Page 181
Our attentioJ; was soon occupied in preparing for trIO more
photo stops in quick succession. Under cloudy skies, they took
place on a curve by a farmers pond one mile east of De,ndy, and in
a cutting surmounted by a wooden overbridge two miles east of South
Durham. Both were speedy runs, the latter especially so, since it
was on a downgrade and the bridge shook from the impact of 5107s
exhaust as the train passed underneath.
As we departed from this stop, a voice i th a heavy, if un­
definable Old Country accent announced that in Richmond, one might
obtain Bulls Head G1nger Ale. A few minutes later, a similar
announcement was made in a different accent. The result was that
while 5107 again replenished her ,ater supply, many of the passen­
gers stocked up on Bulls Head, depleting the local supply and
demonstrating the power of advertising! The operation of filling
5107 stender rlas done in more leisurely fashion than at St. Hy,
resulting in a stop of about half an hour.
After leaving Richmond, we had only a short time to prepare
for the next run-past, over a short bridge near Morse. Fortun­
ately, the freshly-plowed field adjacent to the track proved dry,
so we could cross it to obtain a better photographic angle. The
sun reappeared here, but clouds covered it repeatedly throughout
the day. The colours in the St.Francis Valley were at their best
particularly at the Falls below Bromptonvllle.
Arrival at Sherbrooke was made at approximately 1:40 P.M.
with departure scheduled for 3:00 P.M. Servicing of the locomo­
tive, however, took longer than expected and the train left Sher­
brooke about 3:40 P.M. (See detailed log compiled by Ernest ~rodler
below). Three photo stops were made on the homeward journey, one
just north of Sherbrooke, the others at the two crOSSings of the
St. Francis River. The first of these, below Bromptonville, was
one of the most attractive spots on the line. The other took
place in the gathering darkness below Richmond, but made an eff­
ective evening movie when taken at full aperture. The usual stops
were made at Richmond and St. Hyacinthe for water (and Bullis Head). The
St. Hyacinthe stop also gave night photographers a chance to
practive their art. Passenger stops were made at Beloeil and St.
Lambert, and 5107 left us at Bridge Street while Diesel-electric
8029 hauled us to Central Station.
All present agreed that it had been a most enjo~able de.y, al­
though it will probably be remembered as the· Bull s Head Trip.
A detailed log of the trip, compiled by Ernest Modler is appended
below.
C.R.R.A. -CNR Special -October 13th,1962 -by E.L.Modler.
Engine 5107 -Montreal to Sherbrooke and Sherbrooke to Bridge ~treet
Engineer E.W.Lane and Fireman G.A.Martin
Engine 8062 -Bridge St. to Montreal Central Station Reverser
Engineer C.S.Cooper and Helper S.Sabourin
Train crew: Conductor Jodoin. Trainmen Labrosse and Villeneuve.
Officers: L.F.McCarthy, Passenger Sales Mgr. ,Montreal Area.
J.D.Robitaille, Asst.Superintendent, Champlain Area.
J.R.Brault, Trainmaster-Road Foreman, Champlain Area.
M. Chadwick, Asst.Foreman, Montreal Yard Diesel Shop.
e .R.R.A. Committee: J • Brown and S.I/albridge.
,,-
Canadian Rail
Consist:
Estimated
Express 9131 Coach 5270
AC coa ches 5625,
weight of train:
Passenger Extrl 5107 East
I/;. P. l.:ile
Central Stn. 0.0 0.0
St. Lambert 70.3 4.0
Otterburn Pk. 55.0 19.3
St.Hyacinthe 40.9 33.4
::l11e 13.5 13.5 60.8
:::ile 8.9 8.9 65.4
Richmond 0.0 74.3
Vlork Extra 5107
RichnlOnd
71. 5 74.3
Bridge 63.9 63.9 81. 9
Sherbrooke 46.8 99.0
Frt.House Spur 46.7 99.1
Sherbrooke 46.8 99.2
:.111e 48.2 48.2 100.6
Bridge 54.6 54.6 107.0
Richmond 71.5 123.8
Passenger Extra 5107 West
Ricbmond
0.0 123.8
Bridge 1. 8 1.8 125.6
MontbecJct. 40.6 164.4
St.Hyacinthe 40.9 164.7
Beloeil 55.4 179.2
St.Lambert 70.3 194.1
Bridge Street 1.9 196.2
Passenger Extra
Brid;;e ~treet 1.9 196.2
~,1on treal (Central) 0 198.1
5639, 5506, 5619 405
tons.
EST
Schedule Arr. Lv.
1. 8.20 8. 29~
a. 8.35 8.49
1. 8.40 8.55
9.17 9.33
a. 10.00 10.04
1. 10.15 10.20 10.57
11.16 11.26
11.44
a. 12.15 12.02
1. 12.30 12.36t
12.53 1.04
a. 1. 40 1. 29 1.331; 1.31
Page 183
Movie run.
Viater, orders
;,10vie run.
Movie run.
Water, orders
;,leet Ex.3868
est.
Movie run.
Coal, water,
Turn engine.
Also clear -!l-16(eng. GT 4449) and
Extra 4444 l!:as t (Number 490)
1. 3.30 3.32t
3.361 3.49
Movie run.
4.02
2
4.13 Movie run.
a. 4.40 4. 41~ Via ter, orders
1. 5.10 5.00~
5.08 5.18 j!lovie run.
6.05 6.28 Let #59 go
a. 7.25 ahead(Eng.6761)
l. 7.45 6.31f 6.45t Water, orders
7.042 7.05
7.29n 7.34!
7.40~ Change engs.
7.46~
a. 9.00 7.53
CN to Coteau and Cantic
–by S. Vialbridse.
Two well-groomed stesm locomotives and a sunny day combined
to provide the ingredients for a very pleasant Iron Horse Excur­
sion on October 14th, 1962. Canadian Nationals No.5107, closely
followed by future museum exhibit No. 6153 were the centre of att­
raction for 600 excursionists from >lontre,~l to Cantic, Que.
The
first of six s;:>eed runs
ll
was perhaps the most spectac­
ular. Runnin::; west, the engines were put to work on the escarp­
ment between the Ottawa -st. Lawrence River area and the hei:ht of
land to the west. 1he steep banks of each side of the cut pro –
vided adequate vantage points for the dozens of photo-hungry pass-
engers.
contd. on Page 185
Page 184 Canadian Rai 1
by O.S.A.Lavallee
If r-lontreal gets its Worlds Fair in 1967, the Mayor of Mont­
real has pledged in a pre-civic-election speech that he and
his municipal political party would carry out a rigid timetable to
complete the new subway by the spring af 1966. Thus,the two-sys­
tem underground network would be ih full operation one year in ad­
vance of the exposition which, in marking the centenary of Canada
as a nation, would bring millions of visitors to the city.
The mayor added that the 21-mile subway system would be built
at a cost of $150,000,000 and that already ihitial costs in award­
ing the first contracts allow of the consideration of extension of
the initial system. He went on to say that Line No.2, the so­
called north-soutn line, would not terminate at Craig Terminus of
the ~~TC, but would be extended to Central Station immediately. Up
to the present time, such an extension had been deferred until the
rest of the system had been completed. He indicated that consider­
ation was being given to the construction o~ other lines in the
city as soon as their economic feasibility is justified.
Recently, the administration revealed that up to September
22nd, 1,056 feet of the projected subway system had been tunneled.
This work was confined to Contract No. 2-A-l, under Berri Street in
the vicinity of Jarry Street. Two other contracts have since been
let, but physical work has not started as yet. The first was awar­
ded on July 10th, for the southward continuation of Line No.2,
while the other contract, No. l-A-l, the first on the east-west
Line No.1, and covering tunnelling between Atwater and a point east
of Mountain Street, was awarded on October 1st to a combination of
The Foundation Company of Canada, Limited, Charles Duranceau Limit­
ee, and the Parisian firm, Societ.e de Construction des BatignolJes.
The contract price for contract l-A-l is the total approximate
price of $1,979,449.00. This was the lowest of six tenders. At
the same time as the announcement was made of the awarding of the
contract to Foundation-Duranceau-Batignolles, the city council vot­
ed sufficient credits to cover correlated expense amounting to
$410,551, making overall probable cost on this contract $2,390,000.
In the period September 17-22, excavation on contract 2-A-l
had proceeded at the rate of 29 feet per day, it was revealed.
Tour through Transit Tunnels
–by A. Clegg.
The writer, on Sunday, October 21st, was amongst others who,
at the invitation of Mayor Jean Drapeau, visited the site of
Montreals long-awaited subway construction. Guests had been
warned to wear rain coats and rubbers, while hard hats were pro­
vided at the construction site. The coats were more of a pre­
caution than a necessity, but rubbers were certainly needed for
a comprehensive tour of the excavation.
Canadian Rail Page 185
Access to the underground was from the main adit near the
corner of Berri and Jarry Streets, where the contractors -Foun­
dation Company of Canada and Charles Duranceau Limited -have
set up their usual oonstruction sheds, compressors and stock­
piles. Berri Street at this point is completely closed to all
traffic except pedestrians, -sidewalks are still intact toallow
entry to the adjoining buildings, but the roadway as such has
disappeared.
After having received our hard hats, which incidentally were
surprisingly comfortable to wear, we descended the sloping ramp.
It was observed that the first few feet of depth were lined by
metal piling driven into the pavement of the former street While
below that, excavation appeared to have been blasted or drill­
ed out of solid rock. Technical details of the work are un­
fortunately not acoessible to us at the present time, and it is
said that the contractors are using a method of exoavation still
pretty muoh a secret from their competitors.
The underground layout was very well lighted and ventilated,
and except for the light grey mud underfoot, it was unexpectedly
olean. The mud on my rubbers, however, became almost cement­
like when it had dried. The tunnel itself stretched as far as
the eye could see in both directions beyond the barricades, ~et
up to keep the guests from wandering too far. Actually, there
was not too much to inspect in the way of details, but it was a
pleasant Sight to note the beginnings of the rapid transit lines
for which Montrealers have waited so patiently throughout the
decades.
IRON HORSE EXCURSIONS -contd ••••
The brief stop at Coteau gave us views of two passenger and
one freight trains before the wye to Valleyfield was cleared for our
use. No longer in view were the turntable and enginehouse of a few
years ago. The Valleyfield l:ire Dept. watered the engines in
both directions, at a curve familiar to CRHA members. It recalled
to mind the situation on March 30th, 19.58, when the thirsty tenders
of eN 116.5 and 1391 were filled from a hole in the ice at this spot
as s,ring fishermen reclined in deck chairs beside their fishing
lines.
Two more photo runs were served before lunch at Cantic one on
the curve at Valleyfield after the watering was completed, and
one near Barrington. Photographers were kept busy during the two
hour layover at Cantic, while a game of How are they going to
wa ter, turn, and coal the engines? was bei ng played. Answers:
The tenders were filled by a fire engi~e at the bridge across the
Richelieu River: (2)the train was wyed by pulling to the east,back­
ing onto the main in the direction of East Alburgh, then pulling
across the diamond at Cantic Station to a point opposite a siding,
where (3) a crane was waiting to coal the tenders.
·lhree more speed runs were staged on the return journey bet­
ween Cantic and Valleyfield, while the remainder of the fall leaves
contributed colourful background scenery. The failing light ~ced
cancellation of the final scheduled run-past.
Should this excursion prove to have been, in fact, the last
last run of steam power in the Montreal area, it was a very memor­
able occasion.
1.
General
view
of
track
laying
train
on
the
Great
Slave
Lake
Railway,
Monday
27th
August,
1962.
Eighteen
miles
north
of
Roma,
Alberta.
3.
Rear
view
of
track
laying
train
on
G.S.L.Ry.
Ties
are
fed
forward
by
trough
on
left
side
of
cars.
Men
on
rear
car
drop
supplies
of
tie
plates,
bolts,
etc.
along
new
track,
men
on
g
round
insert
tie
plates
under
rail
and
complete
bolting
of
rail
joints.
wooden
template.
Two
others
swing
men
in
distance
spike
it
onto
ties.
rail
hoist
on
overhead
track,
while
ward
at
about
six
feet
per
minute.
rail
into
place,
whi:
Operator
in
cab
IDr
whole

train
moves
fO
l
Visit to GREAT SLAVE LAKE RAILWAY
—by Eric Johnson and Wayne Brow.
During August, Mr. Wayne Brow and I visited the Great Slave
Lake Railway. An immense amount of material is now assembled in
the yards at Roma. Milepost 0 of the railway is actually about a
mile west of Roma (on the Northern Alberta Railways) and the track
immediately turns north into the G.S.L. yard which is about t of a
mile long and ends just north of Highway 2(Peace River -Gr1mshaw).
G.S.L. advertised for tenders for a masonry headquarters building
at this point during the month of September. Two G.B.L. cabooses
were in the yard as was G.B.L. 1, a diesel crane painted yellow.
All other cars were ON.
The main line of the G.B.L. heads off in a generally northerly
direction but diverges a little to the west through a partially
developed area in wnich most of the dirt roads peter out after a
mile or so. Vie were thus unable to follow the line directly. In­
stead, we drove west to Grimshaw and then headed north for some
fourteen miles on the Mackenzie Highway until we turned east on a
dirt road to intersect the line. We were very fortunate and picked
the right road which brought us right to the head of track (M.P.
18.5). The new grade stretched off to the north, although it was
broken half a mile away by an incomplete trestle over the Whitemud
near Ohinook Valley. To the south, brand new track glistened in
the gentle drizzle. As we watched, a. temporary 20-car spur was
laid to provide refuge for the bunk cars to enable more supplies m
reach railhead, and then work continued on the main line.
The first car lifts rail forward from the first flat behind
it –by an overhead electric runway –and swings it out to be
laid on the ties which are carried forward on the left side of the
cars. Two men swing each tie into place, a third aligns them with
a simple gauge, a fourth swings each rail into place while a fifth
bolts it to the previous rail. Another man distributes tie plates
and spikes to about every sixth tie and the rail is fastened down
by two men using pneumatic spike drivers. One man rides the first
car which creeps forward, pulling the work train and supplying
power to the spikers, tie trough, and so on. Two more men handle
the rail on the flat cars, two more load the ties and one or two
follow the train with a mechanical spike driver putting in the
remaining tie plates and spikes. (Except the ones at rail joints
which the machine cannot handle.) That makes fifteen men and they
can lay a mile of track in a day!
In addition,
track further back
ample, they build
grade crossings.
there is a gang of about six men who align the
again and act as general labourers. For ex­
temporary grade crossing ramps from lumber at
Further back again, a ON switcher –No. 1043 –~Ias pushing a
train of ballast. There are already two ballast pits in the first
eighteen miles of track. On the front end of this train were the
work cars in which the crew live and these were to be placed on the
temporary spur. Transportation is provided by a train of section
cars.
.. ~
.:}::.
1
1
1
·1
1
1
(
~/
.~.~;. R r~ A T
/,
S A ~
A
f{ E

j)l
,~
a
d
18
117
116
Route of
GREAT SLAVE LAKE
RAILWAY
Roma, Alta., -Hay River, Northwest
Territories, Canada.
SCALE:
o 10 30
MILES
CN RAILWAYS
MARCH, 196~.
by Stephen Cheasley
Construction of the railway trackage at the Museum site has
)een progressing weekly under the guidance of Mr. Jim Bickerton and
Ir. Ian Macorquodale. The large, and sometimes inexperienced work ;angs
have been successful in constructing nearly 200 feet of first
:lass trackage. It is hoped that many other members will take ad­
rantage of the Saturday work sessions to come over and give the re­
;ulars a hand. Mr. Bickerton has advised us that he would welcome ;he
help of any members. We suggest that as many as possible try
;0 help this worthy cause.
The following persons were recently accepted as Associate Mem­
bers of the C. R. H. A.
Mr. Ian Pullen Mr. Robert Smythe
Mr. Stewart Donaldson Mr. Raymond Firmin
Mr. Yves Havry Mr. G. L. Millington
Mr. Stuart Graham Mr. Christian Harries
Mr. John de Belle Mr. Herbert Frank
Mr. Edward Haines Mr. Douglas Wingfield
Mr. Roderick Fournier Mr. Robert Gilmour
Mr. Noel Weaver Mr. Allen Jorgensen
Mr. Hyman Mandel Ivlr. Ronald Bryant
Prof. Stanley A. Nielson Mr. Ungor Atto
Mr. Anthony lvlarlin Mr. George Oliver
Mr. Wayne Steele Mr. Arnold Jones
Mr. Mark Boundy Mr.
William Clarke
Mr. Robert Cox Mr. Gordon Wells
Mr. Valentine Wm. Wilson Mr. Donald Smith
We are especially pleased to note that on this thirtieth anni­
versary year of the C.R.H.A., the following members have been with
the Association for thirty years:
Mr. John Loye Dr. R.
V. V. Nicholls
Mr. Donald F. Angus Mrs. C. L.
Terroux
Miss Anna ODowd
Photo of the first vehicle to
operate over trackage constructed
by CRHA volunteer labour. Pass­
engers on the four-wheel unit were
Ron. Bryant, stephen Cheasley,
Michel Belhumeur, Jacques Loiselle
Douglas Henry and Lindsay Terreau.
Propelling the vehicle were Bob
Cox and Jules Doyon.
PIGGYBACK, that transpor­
tation innovation of the mid­
Twentieth Century, experienced
an interesting and different
application recently when a Can­
adian Nat ional nail ways flat car,
No. 663095, was pressed into
service to transport nothing
less than a standard-gauge steam
locomotive and tender. The en­
gine, No. 25 of Dominion Steel &
Coal Corporation Limiteds coal
operations, made the BOO-mile
journey from Stellarton, NS, to
Montreal in only three days; it
was consigned to the Canadian
Rail Transportation Museum at
Delson, Que. The locomotive, a
very rare 2-4-0 type, is a gift
of DOSCO, in whose service, and
that of its predecessors, it has
spent sixty-two years.
The unusual method of mov­
ing a locomotive was decided
upon in view of the four-wheeled
and timber-framed tender which
No. 25 possesses, and also out
of a desire to avoid submitting
the locomotive to the rigours of
such a long move. The engine was
available for service at Stell­
arton until August.
No. 25 has l6x24 cylinders
and 54 driving wheels, and car­
ries 120 pounds boiler pressure.
The light weight, including ten­
der, is 85,000 pounds. The Ass­
ociation acknowledges its app­
reciation to Dominion Steel &
Coal Corporation, Limited, and
in particular to its Vice-Pres­
ident and Secretary, r.;ir. G.C.
Broadbent, through whom the tr­
ansfer of the little Baldwin was
arranged. Accompanying the en­
gine v,ras an extensive file of
specifications and boiler insp­
ection certificates, as well as
some five tons of spare parts
which will be very useful if the
locomotive is to be operated, as
is presently planned. These
parts include many cylinder and
valve gear members, extra grates
and springs.
The locomotive has many in­
teresting features and associat-
ions to recommend it historic­
ally. It was built by The Bald­
win Locomotive Works in 1900,
(serial No. 17881) to the order
of the General Mining Associat­
ion, which controlled the for­
tunes of most of Nova Scotias
coal mines in the Nineteenfu
Century. When new, it flas a
side-tank locomotive of the
2-4-OTarrangement, carrying the
(h
Locomotive No. 25
rides Piggyback
to Museum
road number 8 and the name
E.E. Bigge, after one of the
British directors of the G.M.A. No.
25 is stated to have been
the last locomotive ordered by
the G.lt~.A., whose interests were
sold out in the same year as the
locomotive was received, to the
Nova Scotia Steel & Coal Company.
It is worthy of note that the
first locomotive of the General
lvlining Association is the famed Samson,
built by Hackworth in
1838 and now preserved at New
Glasgow, N.S.
In 1905, the Coal Company
purchased two more Baldwin 2-4-0
tank locomotives (serial nos.
23937 and 23954) which were nam­ed
Senator McGregor and John
F. Stairs.
Page 192
About 1910, in order to
increase the fuel capacity, the
side tanks were removed and re­
placed by four-wheeled tenders.
The pedestals and wheels of No.
25s tender still bear the im­
print of the Nova Scotia Steel & Coal Company.
It was about this
time, possibly when the conver­
sion was effected, that the en­
gines became Nos, 25, 26 and 27.
For the best part of their car­
eer, the 2-4-0s called the Syd­ney Mines
roundhouse their home,
operating over the Sydney Mines
Railway of the Nova Scotia Steel
& Coal Company. This railway,
extending fromthe loading pier
at North Sydney to the Princess
No. 1 colliery at Sydney I-1ines,
is itself of great historical
interest in that construction
was initiated in 1834 and oper­
ayion commenced,. with horse
haulage, in September 1836. The
~se of locomotives came at a
later stage. The railway, now
iieselized, is thus in its l26th
year of operation.
In recent times, Nos. 25,
26 and 27 bore the name of Old Sydney
Collieries, a subsidiary
JfNSS&CCo., and later of Domin­
ion Steel & Coal Corporation,
Limited. Used mostly to handle
Ghe inevitable coal hopper cars,
Ghe locomotives daily became
passenger engines at shift­
:hange time at the mines, pull­
Lng a .miners conunuter run.
Dieselization inevitably
:ame to the OSC railway and Nos.
26 and 27 were scrapped. Early
Ln 1961, No. 25 was transferred
:rom Sydney Mines to the DOSCO
lcadia Colliery at Stellarton,
lOW used only as a coal-washing
llant. The locomotive had al­
eady been promised to the Mus­
lum, and this temporary assign­
lent served to bring it 170 mil­
lS closer to ~10ntreal. There,
. n the company of an 0-6-0 and a
~-6-0, 25 served its rema~n~ng
lonths until the arrival of a
Liesel-electric engine early in
.ugust, when DOSCO informed the
Canadian Rail
Association that the locomotive
could then be released.
The locomotive was loaded
on board its flat car at the. Ac­
adia Colliery, and it was moved
from Stellarton on Wednesday,
October lOth. It .,ras delivered
to I>1oncton, and left the new
yard there on train 441 at 10:50
AM on Friday, October 12th. A
short twenty-eight hours later,
CN flatcar 663095 and No.25 were
in Montreal. It was moved in the
CN wayfreight to Delson on Tues­
day, October 16th.
It is interesting to obser­
ve that participants in our Oct­
ober 13th excursion just missed
seeing the looomotive at St.
Rosalie Jct. by a scant half
hour. Train 441 arrived there
just after No. 5107 had left for
Richmond and Sherbrooke.
Our 2-4-0 is the second
locomotive to arrive at the mus­
eum as a representative of the
extensive system of railways op­
erated by the Canadian coal ind­
ustry. The collieries pioneered
in adapting railways to serve
purely industrial needs. Recip­
rocally, during the 125-year era
of the steam locomotive,railways
were among the mines best cust­
omers.
t-The first was ~furitime Coal,
Railway & Power CO.
J
No.5, a
Pittsburgh-built 4-b-O.
EQUIPMENT AT THE 14USEln.1:
The arrival of No. 25 br­
ings to seven -the number of
units of motive power and rol­
ling stock now at Delson:
QRL&PCo. 401, interurban car.
II 105, combination car.
Maritime Ry. 5, 4-6-0 loco.
L&PS Ry. 14, interurban car •
UTLX 11204, tank car.
QNS&L 1112, 4-6-0 locomotive.
asc 25, 2-4-0 locomotive.
LASH! Make that figure eight ••• L&PS By. 10 arrived November 13th.
Notes
and News
Compiled by W. L. Pharoah.
t Elevated rapid transit lines may be constructed on ramps over CN
and CPR railway tracks through Metro Toronto, Toronto Transit
Commission chairman Clarence Downey is reported as saying. The
plan, which could cost half that of subway construction, is al­
ready being studied by TTC engineers and Metro planners. We
could build our lines above the railway tracks, extending in five
directions from the city like the spokes of a wheel, said Mr. Downey. The
rails would go on concrete decks, supported on col­
umns, leaving space for railway freight trains below.
t Work has begun on Western Australias #125 million project for
conversion of the Kalgoorlie-Perth railway to standard gauge.
First contracts have been granted for 32 miles of route through
the Avon Valley.
t A new barge called the Griff-nip will replace the Aquatrain
barge ABC20 on CNs route between Prince Rupert, B.C. and Alaska.
The new barge is more stable and will be able to withstand rougher
fall and winter waters. The Griff-nip will carry the same number
of railway freight cars as the ABC20, i.e. 20 cars. It is the
same length but is six feet wider .

ON shops in Moncton are converting 23 flat cars into container
carriers. In their new role the cars will each carry six of the
containers developed for speeding up shipments to and from New­
foundland. The containers can be loaded at a mainland point,
moved to North Sydney aboard the specially-adapted flat cars,
swung aboard ships of CNs Newfoundland servIce, and unloaded on
the island for further movement by rail to their destination.
Shippers like the speed, ease of loading and freedom from damage
afforded by containers.
One brokerage firm, Bache and Co. had this to say on the formation
of the $30 million Canadian PaCific Investments. The traditional
railway bUSiness is now a very losing proposition, and it could
well be that CPR has begun a general reorganization of the company
to change its whole character. One theory is that the investment
company would be spun off from the CPR. This would make it possible
to detach CPRs rail operations from its more profitable interests.
In turn, this may make it possible some day to merge the rail op­
erations with those of the CN.
ON has abandoned its trestle between Alburg and Rouses Point, N.Y.,
severing its connection with the Rutland Railroad. The trestle
was over 100 years old. (ELM)

Canadian Rail Page 195
, A new postage stamp honouring one of Canadas most eminent citizens
of Polish birth, Sir Casimir Stanislaus Gzowski, will go on sale at
post offices throughout the country on March 5th, 1963, it was
announced by the Hon. Ellen L. Fairclough, Postmaster General. Sir
Casimir Gzowski took part in the building of the Grand Trunk Rall­
way and also built the International Bridge across Niagara Falls.
The stamp, which will mark the l50th anniversary of Sir Casimirs
birth, will be of the five cents denomination. CRHA members will
recall that the bridge recently constructed at the Delson Museum
was named Gzowski Bridge in honour of Sir Casimir who was so
intimately connected with railway construction in the country. (DSZ)
Engraving oppOSite illustrating Niagara Falla International Bridge
from the oolleotion of Herbert G. Frank Jr.
t A news item has been received concerning the recently abandoned
County Donegal Joint Committees Railway which until a few years
ago served the lovely countryside of north-I/est Ireland. Soon it
will be shipped –all five hundred tons of it –to the U.S.A. to
be re-built on a New Jersey estate. Mr. Ralph Cox, one-time den­
tist and fighter pilot and now boss of a U.S.A. airline, bought the
compl.ete narrow-gauge line for flO,OOO plus. But that was only
part of his expense. To ship the the railroad across the Atlantic
will cost another £15,000 and to restore the rolling stock will
probably cost another small fortune. (JET)
t Bus drivers and their employers would like to see some new railway
crossing signs to indicate abar.doned lines, or have the rails lift­
ed. Buses often stop at crossings where tracks are grown high with
weeds, and rails rusted, delegates to the annual meeting of the
Ontario ~lotor Coach ASSOCiation said. Such unnecessary stops are
considered a possible cause of rear-end collisions as well as a
nuisance.
l A senate committee has approved a bill which would permit the CPR to
build a $682,000 branch rail line into Canadas first producing
potash plant at Esterhazy, Sask. Construction of the l5t-mile
line, linking the plant with Bredenbury, 200 miles south-east of
Saskatoon, would begin before the end of the year and take six
weeks to complete. The plant already is served by the ON line
which runs through Esterhazy.
l The Financial Post tells of the ••• time the Canadian National
Railways proposed to drop one of its passenger trains from a city
in Western Ontario to Toronto. Immediately a delegation of local
businessmen from the cities and towns affected asked to see Donald
Gordon, President of CNR. When they had assembled he said: Gen­
tlemen, the train we propose to take off is, according to the
schedule, due to arrive at the Union Station in about five minutes.
I am wondering how you gentlemen happened to arrive at my office
ahead of the train? Every man jack of them had driven down by
car.
l Pope John made Vatican history when he made a 400-mile pilgrimage
by train to the towns of Loreto and Assisi. The last time a Pope
took a train was 100 years ago when Pope Pius lX inaugurated a
trunk line from Rome to the town of Velletri, 40 miles south.
t CN trains 109 -110 -119 -120, daytime locals between Montreal
and Garneau have been discontinued. (ELM) (We hope to publish
our regular resume of timetable changes by Forster Kemp in the
next issue of Canadian Rail Ed.)

Canadian Rail Page 197
N. M.R.A. Convention at Montrea I
Montreal experienced its largest gathering of rail amateurs
between August 16th and 19th, when the National Convention of the
National Model Railroad Association met at the Queen Elizabeth
Hotel. With a registration of something over seven hundred, rep­
resenting areas in all parts of Canada and the United States, the
convention established a record attendance for Canada, and at
least placed itself on an equal footing with such gatherings in
the U.S.A.
To keep the delegates occupied, a widely varied programme
Vias arranged and carried through successfully by a Convention
Committee beaded by Mr. A. Herman Cole of Dorval and including
Dr. Roy Dohn~ oViner of what is reputed to be the largest privately­
owned model pike in Canada.
The delegates began registration at the hotel on Thursday,
August 16th. Friday was given over to clinics at the hotel, visits
to private and club layouts by chartered bus, and for those seeking
the prototype, one tour took participants to Point St. Charles
Shops of Canadian National Railways, followed by a visit to the
MTC Youville Shop to vieVi streetcars of all types and vintages in
the collection of the MTC and that of our Association.
On the Saturday, a rail trip outing was had behind CNR 4-8-4
No. 6153 to Joliette, Que., where the visitors enjoyed a barbecue
luncheon in the municipal arena, accompanied by wine served cour­
tesy of the town. Entertainment was provided by French Canadian
folk dancers. The return to Montreal was topped off by a banquet
at which CRHA President, Dr. Nicholls, spoke briefly, followed by
the presentation of awards in the model building contests. Among
the award-winners Vias r1r. Jim Shields of our association~ who took
four prizes for his three TH&B passenger car models in t scale.
MODEL STUDENT: Twenty-nine-year-old
James
A. Shields spends his working
hours for the Company in the office of
the chief of motive power and rolling
stock at Montreal.
In his own time he
constructs wooden rolling stock models
which
won him 1st, 2nd and 3rd prizes
during a recent Model Railroad
Asso­
ciation convention. He is shown with
several models which are constructed
to quarter-inch scale.
He holdS a com­
bination
baggage and express car, 1913
vintage: Below are: a baggage-coach
unit introduced in
1910, and a first-class
coach which went into service in
1905.
(OSL)
Contributors to Notes & News:
D. Stoltz
E. L. Modler
J. E. Tinkler
O. S. Lavallee
(DSZ)
(ELM)
( JET)
(Ost)
Paul ~cGee snapped this interesting home-bred maintenance of way
car on Thurso & Nation Valley Railroad in June 1952. Still oper­
ating about seventy miles of traCk, T&NV serves Singer Sewing
Machine Co. in vicinity of Thurso, Ripon, and Cheneville, Quebec.
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Canadian Rai 1 Page 199
CANADIAN NATIONAL steam locomotive 1283, pictured on the cov­
er of the April, 1962, issue as Canadian Northern 222, was
subsequently shipped to Australia for use on the Commonwealth
Railways of Australia. Unlike our QNS&L locomotives recent
trip from Seven Islands to Montreal, the CN engines were not
shipped across the Pacific as assembled units but in a knock­
ed-down condition. CN 1283 was ready for transfer from flat­
cars to ship at Vancouver on June 20, 1942, when Pet.er Cox
obtained this interesting photo showing the various parts of
the ten-wheeler at the B.C. port.
DIAGBAM
This month we reproduce a drawing of Temiscouata Railway
Number 10,!. a 4-6-0 locomotive which later became Canadian Nat­
ional lOlb, class F-l-c. The diagram is the work of Mr. G. A.
Parker of Lachine, to whom we are indebted for a series of fine
locomoti ve drawings. Other sa:nples of !:Ir. Parkers worle will
appear re3ularly in future issues.
Engine rides
frozen ground
rather novel moving job was this
ne, contracted to Dominion Bridge
y the City of Winnipeg. This CNR
comative, . weighing 530,000 lbs,
as moved for 2 miles from downtown
.>rds to Assiniboine Park, where it
·iJl become a museum piece. Do­
>inion Bridge utilized the frozen
rairie ground
to tow the old engine
,
ross farmland. With a crane, a
nail crew laid a few sections of
ack.
Then the locomotive was hauled
.. ward, the track dismantled behind
,d put in front again.
Doug Wright, Editorial Cartoonist, Montreal Star
this nice? All those sway-backed, prehistoric colonist cars we usually commute in have been sent out
West for the Grey Cup specials!
CANADIAN RAILROAD HISTOPJCAL ASSOCIATION
csl,Mislie) 1932 • 130x 22 Sl,lion 13 :}I1onlre,1 2 Qlle6ec • 8ncorporaleJ 1941
CANADIAN RAIL: Published eleven times annually by the Publications
12.$0 unully
Committee, Canadian Railroad Historical Association.
CHAIRMAN, PUBLICATIONS
COMMITTEE: David R. Henderson
EDITOR:
ASSISTANT EDITOR:
DISTRIBUTION:
COMMITTEE:
Anthony Clegg
William Pharoah
John W. Saunders
Robert Half yard
Orner S.A. Lavallee
Frederick F. Angus
Peter Murphy
PACIFIC COA,ST REPRESENTATIVE:
Peter Cox, 2936 West ,28th Avenue,
Vancouver 8, B.C.
ROCKY MOUNTAIN REPRESENTATIVE:
William T. Sharp, Apartment 11,
11544 St. Albert Trail, Edmonton, Alta.
SUBSCRIBERS!
BEFORE YOU MOVE-WRITE!
At Jen81 5 weck~ before you
move, send us n leiter, a card,
or .1 ,)ost.oCCicc chnngc-of­
add.ess form telling us bOlh your
OLD ano your NEW addresses.
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ON CANADIAN PAPER

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