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Canadian Rail 140 1963

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Canadian Rail 140 1963

Issued J 1 times yearly by
Canadian Railroad Historical Association.
< •
First run of the ~International Limited Pool Train. C.N. 5704
is shown leading the Montreal-Toronto Pool train across the Dorval
transfer track on Sunday, April 2nd, 1933. This run inaugurated
joint CP -CN services between the two metropolitan centres.
Photo: R.V.V.Nicholls
. ,–. .
-. . ..
Canadian Rail Page 3
Inauguration of Pool Train Service
During the recent 1962 meetings of the Commons Railways Com­
mittee at Ottawa, Donald Gordon, CNR President, announced that his
System and the CPR are studying a plan by which the two organizat­
ions would achieve greater co-ordination of passenger services.
The railway which is in the dominant position in a particular area
would take over the services entirely, with the other railway re­
sponding similarly in another area of the country. Both local and
transcontinental services would be affected but details were not
While co-ordination and improvement are desirable goals, it is
difficult to see many runs where further reductions in passenger
service could be achieved without greatly affecting the require­
ments of the travelling public. The proposed move, however, brings
to mind the beginnings of the Pool Service Programme inaugurated
thirty years ago. At that time, Robert Nicholls (now Dr. Nicholls
and President of the C.R.H.A.) took a series of photos depicting
the Changes which took place and wrote a short report on the first
pool train. vie reproduce his photos and his article below:
The Consolidation of Canadian National and Canadian Pacific
Services between Montreal-Toronto,
On March 22nd 1933, the presidents of the Canadian National
Railways and the Canadian Pacific Railway announced in the press
(The Montreal Daily Star) that effective Sunday, April 2nd, the
fast afternoon trains between Montreal and Toronto, Toronto and
Montreal would be consolidated, as would all passenger service be­
tween Ottawa and Toronto. An economy of well over $500.000 will
result from these initial developments in pooling arrangements.
It was arranged that the westbound trains, C.N.R. train No. 15,
The International Ltd. and C.P.R. train No. 19, The Canadian.
leaving Montreal respectively at 4.00 p.m. and 3.30 p.m. should run
consolidated as one train from Windsor Street Station at 3.15 p.m ••
change to the CNR main line at Dorval, 9.6 miles west, and continue
on CN for the remaining 323.3 miles to Toronto. The train number
is 15. The eastbound train, No. 16, replacing CNR train No.6,
The InterCity Ltd., and CPR train No. 38, The Royal York, will
leave Toronto at 3.30 p.m. and run throughout on the CNR line to
Montreal. Both these trains are to connect with trains to and from
The schedules of the west and eastbound consolidated trains
between Montreal and Toronto show that the previous timings of 6
and 6i hours on CNR and CPR respectively have been increased to ~
hours, giving a westbound average speed of 51.3 m.p.h., and 51.4
m.p.h. eastbound.
~Leaving Bonaventure Station for the last time, the National
… tem s In terna tional Limi ted was shrouded in mis t and steam
C.N. 5701 as the train pulled out for Toronto on April 1, 1933.
Last run of the original Canadian between Montreal and Toronto.
Canadian Pacific #19 is shown at Westmount Station on April Ist,1933
headed by Hudson No. 2813. ~
Page 4 Canadian Rail
The International Ltd. and The Canadian made their last
westbound runs on Saturday, April 1st. The former was hauled by
4-6-4 No. 5701, and was loaded to 8 cars: the latter was hauled by
4-6-4 No. 2813, and was loaded to 6 cars. The train included CNR
pullman Superior.
On Sunday, the first consolidated train in Canadian railway
history ran between Montreal and Toronto. The following details
concerning the westbound train are of interest. It was passAd
running west empty and without its CPR car in the Turcot Yards by
the Montreal-Vaudreuil local, No. 255. This train it followed
directly behind to Dorval which it reached shortly after 2 p.m.
After some difficulty due to the slipperiness of the rails it back­
ed over the inclined cross-over to the C.P.R. main line and backed
into Montreal at 2.11. Presumably it picked up a CPR first-class
coach at Glen Yard, Westmount, for when it entered Dorval yard
limit at 3.38 on its regular run the makeup of the train was as
follows: CNR locomotive No. 5704 Baggage
car No. 8612 Coach No. 5113
Pullman car Winnipeg
CPR first class coach No. 1324
Parlour car No. 863, Ainslie
Diner No. 329
Parlour car No. 866, Patricia
Solarium car No. 887, Temiscouata
After a short wait at Dorval, the train left at 3.52.
From other information it would appear that this is not the
standard makeup because although it is true that the CNR is respon­
sible for diners and pullmans, one first class car and one parlour
was to have been the contribution of the CPR. It is intended that
the movement of this parlour car will be as follows: on No. 15 to
Toronto; on No. 16 to Brockville, then via Smiths Falls and Carle­
ton Place to Ottawa; return to Brockville and to Toronto on No.15;
return to Montreal on No. 16.
Page 5
Wood or Steel?
How Times Change!
from information supplied by
Jack Beatty.
During the early years of the twentieth century one of the
controversies that raged within the railroad industry was the ques­
tion o~ whether or not steel passenger cars were equal to or super­
ior to the wooden cars then in general use. All shades of opin­
ion were voiced, and articles on the subjeot were of such interest
at the time, that a number of Bulletins issued by the Canadian Pao­
ific Railways Passenger Department included oomments, quotations,
etc. Bulletin 34 of December 19, 1911, quoted the following from
the Chicago Hardwood Record of November 25th, 1911:
One prominent railroad man discusses the question
very freely and thinks that the future may possibly
develop a type of steel passerger car that is sane,
practical and safe, but he alleges much more has been
do~ towards brirgi~ the present type into use than
its merits warrant. Beyond specific objections raised
by many other authorities, he contends that the steel
cars are noiSY, too subject to vibration and jar and
too difficult to heat and keep heated. He says that
the wooden car with a steel underframe is the best
type of passenger car yet produced. He also says that
for both interior and outside finish wood is much the
preferable material. He believes the public has not
been fully informed and thinks that public opinion
has been unjustly influenced in favour of the steel
car, by reason of the constantly reiterated legend
that the steel passenger car provides added safety to
occupant in case of collision or derailment. He
believes that owi~ to the thorough airing of the
subject that has been given in Hardwood Record and
through hundreds of magazi~s and newspapers which have
reprinted the matter, for some time very little will be
done by the railroads in addi~ all-steel equipment.
He is emphatic in the statement that already too much
all-steel equipment is in use.
The Canadian Pacific Passenger Departments Bulletin No. 36 of
March 5, 1912 had this to report on the sUh.iect:
The Tacoma, Wash., Tribune of February 11th, 1912 contained a
lengthy article headed as above, from which the following extracts
are taken. After referri rg to the very small number of accidents
compared to the immense number of passengers carried, it says:

Canadian Rail Page 7
It is declared by experts that the steel car cannot, with safe
-ty, take crossovers am switches runnirt; at even a moderate speed,
am that it is deficient in resiliency. By reason of its rigidity
in case of collision or derailment the steel car is thought likely
to suffer damage throughout, while the wood-constructed car may be
damaged in one part without causing serious, if any, damage to the
rest of the car, resulti~ in fewer injuries and less loss of life
to its occupants. Further, that in deraiDnent steel cars are just
as prone to collapse as ,vooden cars on steel underframe and it has
been conclusively demonstrated that the steel car is not immune
from telescopi~ in collision and consequent loss of life and in­
jury to its occupants.
August 13th last, the ••••• train was wrecked near ••••• while
running at a speed of from fifty to sixty miles an hour. The train
consisted in order named, of two locomotives, one steel combination
baggage am buffet car, one wooden diner on steel sills and five
new full steel Pullman sleepers. The train jumped the track at a
crossover and collided with an e~ine then attached to a westbound
freight train standing on a sidi~. The three e~ines were piled
together in one twisted am chaotic mass. The first three cars of
the train stood the brunt of the impact and the four rear cars bare
-ly left the rails. Most of the passengers were luckily at dinner
in the wooden dining car when the wreck occurred. This car, located
between two new steel cars, with the impact of five heavy steel
sleepir:g cars behind it, came out of the collision in much better
condition than any of the other Hrecked coaches. All the damage
sustained by the dining car was one corner knocked off. It was
hauled from the track on its own trucks. On the other hand, the
steel combination buffet and baggage car was so badly wrecked that
it looked as if a bomb had been exploded inside it. The new steel
PulDnan car behind the diner was almost in total collapse. This
train was hauled by two locomotives, although it consisted of only
six steel coaches am om wooden one. Any high-type passenger loco
-motive could easily have handled a train of this nunber of WOODEN
cars at the required speed. The weight of the train was so great
that two locomotives were required and experts declare that there
is always increased danger in double-header train service. It is
the opinion of many railroad men and car builders that the best
passerg er car is one built of wood, with steel underframe and super
-structure. In support of this they assert that a steel car built
stro~ enough to ensure greater safety tha n a wooden car, would be
so heavy that it would be impracticable to operate.
Experts advance a striking illustration of the fact that the
all-steel car as at present constructed is not immune from telescop
I -irg in an event of collision, in the horribly disastrous wreck of
, an all-steel train at Odessa, Minn., on December 18th last, in
which it was reported 18 persons lost their lives and as many more
were injured. A train carrying silk cargo running as the second
section, crashed into an all-steel sleeper on the rear of the first
section. The impact caused the steel dinirg car just ahead to cut
throug·h the rear sleeper fully half way. In the collision the din-
History seems to have answered that question ••• but spectacular
disasters occured with both types of equipment. Here are just a
few interesting, if grisly, illustrations on the opposite page.
Page 8 Canadian Rail
i~ car floor became slightly elevated above that of the rear sleep
-er and sheared the upper portion of the sleeper almost back to the
pilot of the engine which had plowed its way into the sleeper from
the rear.
The Atchison Topeka & Santa Fe Ry. anrounced that on Dec. 12th
last, it would put in service an extra fare train to be kmwn as
the Santa Fe de Luxe between Chicago and the Pacific Coast. Ask­
ed for an explanation why wood construction was to be used in the
roads finest train, President E.P. Ripley of the Santa Fe said,In
orderiIl; equipment for our trai n de luxe to the Pacific Coast which
is steel urderframe and wood superstructure with steel framework,
fir st consideration was given to the safety of our patrons. In our
investigations and observations, which have been continued since
the introduction of the all-steel car, it has mt appeared that, as
at present designed, it is superior from point of safety or equal
to the steel underfrome and wood superstructure with steel frame­
work. Experie:o::e in accident, so far as our observation goes, has
indicated that the ALL-STEEL CAR IS INFERIOR, the wrenching and dis
-tortion ~ich these cars suffer in accidents are much more severe
than the damage sustained by the steel underframe cars and empha­
size the essential weakness of the steel angle and other forms of
construction used in the former; the additional fire protection,
which is urged for the all-steel car is exaggerated for the reason
that the use of steam heat and electric lighti~ in modern coaches
reduces fire risk to a minimum. AS FOR COMFORT there is m ques­
tion that THE ALL -STEEL CAR IS AT A DISADVANTAGE with its suscep­
tibility to changes in temperature, being hot in summer and cold in
winter. The Santa Fe passes through a terri tory where extremes of
heat and cold are encountered and all-steel cars would be uncomfort
-able and undesirable in such districts.
The above article was apparently of such interest even as late
as the year 1917 that it was reprinted in the C.P.R.s Bulletin 97,
issued February 1st of that year.
Since that time, of course, the opinions of the experts have
swung completely around, and it is a rare occasion today when a main
line passenger train contains anything but cars of all-metal oonst­
Canadian Rail Page 9
for South Africa __ _
Mallet Compounds from Montreal
••••••• by James
The locomotive industry in Canada has played an important part
in supplying the motive power requirements of our railways, partic­
ularly during the years of the countrys expansion. There has
also been a considerable volume of exports. Some of these export
locomotives, of unusual types and sizes compared with our own dom­
estic designs, have been largely overlooked by historians. As an
example, the only Mallets (compound or simple) ever used in Canada
were the six unfortunate CPR 0-6-6-08 and a few U.S.-built loco­
motives operated by the West Coast logging roads. Yet a number of
this type, more successful than their CPR sisters, were oncebmlt
in Montreal and shipped abroad to South Africa.
The 13,400-odd miles of the South African Railways make up one
of the most interesting railway systems in the world, and have re­
cently been the subject of soine excellent articles in Trains
This 36
gauge system, originally composed of several indivi­
dual companies, mostly state-owned, had an exciting history in the
South African War, complete with armoured trains. (There was even
one armoured train that had the additional and doubtful protection
of heavy hemp hawsers festooned about it, and rejoicing in the name
of Hairy Mary.)
Physically, the country rises in
flat lands, often semi-desert, to an
one finds the cities of Johannesburg
ably makes for interesting railway
great steps of mountains and
altitude of 6000 feet, Where
and Pretoria. This inevit­
engineering, both civil and
The old Natal main line, from Durban to Johannesburg, was a
remarkable example. Cheaply built, it originally climbed the
mountains with innocent oourage, reaching Pietermaritzburg, the
provincial capital, at 2,218 feet above sea-level with 300 foot
uncompensated curves on gradients as steep as 3.3i, and all in a
distance of 71 route miles. At mile post 60, the line had Climbed
to 3,006 feet. The scenery is magnificent! Since World War One
the line has been completely realigned at very heavy expense, and
it has also been electrified. These improvements have taken
many years to accomplish, but with the heavy volume of traffic
the high costs have been justified over and over again.
Just before Christmas, Canadian Paoifio Railway announoed fare
inoreases of approximately 10 per cent on the Montreal Lakeshore,
Vaudrsuil, Rigaud line. Soheduled to go into effect January 1st,
1963, commuters protested, and new prices have been delayed until
hearings have been held later this month. Doug Wrights cartoon
this month seems espeoially appropriate. (See baok oover.)

Canadian Rail Page 11
To describe the unusual variety of locomotives used in South
Africa, their long lives and effective rebuilding programmes, would
require a book the size of a Looomotive Cyclopedia. What is
also interesting is that here is one railway system that knew few
national boundaries in the design and construction of its locomo­
tives,for foreign builders were often given more latitude in design
to effect better performance than was the practice of other locomo­
tive buyers. As time has proved, this was a long-term benefit.
The first locomotives came, naturally enough, from the Mother
country, but it was not long before locomotives were obtained from
North America. Since then, they have been acquired from Germany,
from Italy, and some two-foot gauge Garratts from Belgium. This
brings us to the locomotives illustrated, and how they came to be
constructed in Canada.
They were ordered towards the end of World War One from the
Montreal Locomotive Works. It was an urgent order, for these
powerful locomotives were badly needed to handle the traffic which
had outgrown the capacity of the eXisting lines and motive power.
These Mallets were direct descendants of the f!.rst Mallet (Compound)
locomotives delivered in 1909 to the Natal Government Railways by Alco
just before the amalgamation of the various systems after the
formation of the Union.
The first Mallets had turned out to be a great success on the
heavy coal trains, with their tractive force of 44,810 lbs. at 75~
of boiler pressure (the normal S.A.R. method of rating). Although
their coupled wheels were small compared to standard gauge locomo­
tives, they were giants on the narrow-gauge with cylinders 25 and
l7ts x 26, and a working weight, engine and tender of 266,000 Ibs.
To go further back briefly into the locomotive history of the
Natal line, this represented a peak of development, for in the
earlier days only tank-engines were permitted to haul trains on
these ferocious mountain grades. The thrifty Scots management
could see only a foolish waste of tonnage in hauling a heavy tender
uphill 1 This meant, of course, a greater waste from the frequent
stops for fuel and water. The tank engines themselves, many still
in eXistence, were rugged machines, their final development being
in the form of 4-10-2 T types with small driving wheels and a trac­
tive force of 28,430 Ibs. (75~), before the obstinate managemen t
could be persuaded otherwise. The next step had been a fine
4-8-0 tender locomotive, then in 1905-06, the first 4-8-2 Mountain
type engines in the world came into service. Magnificent engines
these were for freight or passenger trains. They were known as
Hendrie BIllS, but Hendrie and his locomotives is a subject in it­
self. Sufficient to say that his first Mallets were the result of
his visiting the United States.
Cont I d. on Page 13
Montreal-constructed Mallet for South African Railways, shown at
builders plant just prior to shipment from Canada.
Photo: M.L.W.collection
~. N ;… o ~





C1l: 4DE.12S



– •
o cfi
Canadian RaIl Page 13
Temiscouata Railways 11 and 12, 4-4-0s built by Portland in 1888
and 1889 are illustrated by this months diagram contributed by Mr.
G. A. Parker. Other vital statistics are shown on the drawing.
Contd. from Page 11
The Montreal Locomotive Works being a subsidiary of Alco, it
was in a way a repeat order, though other and larger Mallets had
been built elsewhere in the meantime. It was also a Joint order
shared with the North British Locomotive Company of Glasgow, with
both orders forming the one class.
I can remember seeing these locomotives on coal trains, and I
believe that they were also used in pusher service. Their dimen­
sions were slightly smaller than the original class, the boilers
shorter but of greater diameter. The axle-load was close to 17
tons, and their dimensions when new? were as follows:-
Cylinders 26 and 16~ x 24
Driving wheels 42t
Boiler pressure 2001 per
T.F.(working compound) @ 75~ -37,9501bs.
@ 85~ -43,010 lbs.
Grate area 40 sq. ft.
Equipped with superheaters.
As can be seen, they were,like most S.A.R. locomotives, hand­
some and well-proportioned. The wagon-top boiler was well justi­
fied, for some 2-6-6-2 Mallets with their long parallel boilers
were a problem with either dry crown-sheets on sudden changes of
grade or priming with too much water. The odd but not ugly design
of sand-boxes was a feature of all the Mallet engines that I saw in
South Africa.
Whether the locomotives are still in operation I do not know,
and although well-maintained steam power still predominates in that
country, it is likely that by now the Mallets have been replaced
with Garratt locomotives or by electrification. If they have not
yet been put to the torch, their remains probably lie rusting on
some siding a long, long way from their Montreal birthplace.
••• the site of International Bridge, which Sir Casimir Gzowski
helped to build ••• spans the Niagara River at Buffalo and not at
the Falls ••• reports ~!r.Edward McGrath of St.Catharines, Onto The
bridge was built in 1871-73. The steel was replaced in
1901 and the bridge widened in 1916, but the stone piers Gzowski
constructed 90 years ago are still in place •
••• Mr.Derek Loder of Ottawa has sent details concerning the final
resting place of CN 593 ••••• the engine is enshrined at Lady Bowater
Park, on the west coast of Newfoundland.
; ,
, J

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,,~ .
• • I
Canadian Rail
Page 15
Right-of-Way for the Mail I
-o. S. A. Lavallee
Of the many specialized services offered by the railway, one
of the older and more familiar ones is represented by the railway
post office car, forming part of the consist of inter-city passen­
ger trains and enabling the sorting and classification of letters
and parcels to go on during transportation between major centres,
effectin6 a considerable time-saving in dispatch of the mails.
With the increased use of aircraft to dispatch first class mail ln
Canada over all but the shortest distances, the R.P.O. car, as it
is called, has diminished in numbers and services. Nonetheless, in
the past, such applications in North America have been sufficiently
widespread to provide an interesting hobby to collectors of R. P.O.
An interesting offshoot of the railway travelling post office
was the far more limited field of the street railway postal cars.
In the United States in particular, many lines possessed mail tran­
sport franchises and even effected cancellation of mail en route by
trolley, in the same manner as main line railways. Common as this
practice was in the ~ed States, however, only one Canadian street
railway was known to have possessed tram cars specially constructed
for transportation of the Royal Mail, and that was the Ottawa Elec­
tric Railway Company, which possessed at least six such cars over a
period of time ending about forty-five years ago. While our infor­
mation is admittedly meagre, there is no record that the mail was
sorted or cancelled in transit, or that the cars were used other
than for transportation alone.
Other Canadian systems had mail-carrying franchises, in which
bags of letters were conveyed on board passenger or express cars.
There is a celebrated case in the history of one of the Lakehead
street railway systems touchin6 the question as to whether a street
car carrying mail bad the right-of-way over a peacetime parade of
the militia. The case was decided in favour of the street railway,
and the motorman, who had been pursued by mounted troops, arbitrar­
ily removed from his car and arrested by the military, was vindic­
ated and recompensed for damages.
In Ottawa, the movement of mail between the central post off­
ice at the Sappers Bridge and three different railway stations,
hitherto performed by horse-and-wagon, was expedited about 1895
when the Ottawa Electric Railway converted and electrified three
former horse cars into Royal Mail vehicles. Pressed into service,
they soan showed the advantage of rail-borne traffic over wagons in
the often-muddy streets of the capital. These cars, numbered 1, 2
and 3, were painted white-and-red, carried the Royal Coat-of-Arms,
and the inscription Royal Mail, very prominently displayed.
There is no record at this late date that the mail ever failed to
get through, in accordance with tradition.
The original Royal Mail car of the Ottawa Electric Railway, photo-
~ graphed in front of the Capi tals Post Office around the turn of the
O.E.R.423, built in 1906 as a Royal Mail car for the Ottawa Electric
system and later converted to a of work eqUipment. This tram
was retired in 1959, and acquired the following year for restoration
and exhibition in the Canadian Rail Transportati.on Museum. ~

Page 17
In 1906, this service had become so important and essential to
the Post Office, that the Ottawa Electric Railway scrapped the
three original cars and replaced them with three new cars, special­
ly built by the Ottawa Car Manufacturing Company for the mail ser­
vice. These vehicles were single-truck, closed platform, monitor­
roofed cars, with a baggage door and two windows in each side of
the car body. They were mounted on Taylor single trucks, and app­
arently were double-ended with walk-around trolley poles. They
were numbered 423, 424 and 425. Unlike the former cars, the new
vehicles were painted white, with gold lettering and striping out­
lined in black, following the practice on United States electric
lines for post office cars.
Subsequently, probably during or after the first World War,
the Post Office obtained trucks to effect mail transport in Ottawa,
and the Ottawa Electric Railway relinquished its franchise, which,
incidentally, had included the right to mark all of its passenger
vehicles with the words Royal Mail. Car 424 disappeared at an
early date, but Nos. 423 and 425 were converted into work oars.
Sometime during its period in work service, the roof of No. 423,
probably requiring repair, was altered from a monitor type to a
deck type, but 425 retained its monitor roof until it was disposed
of in 1957, the body being sold to a private individual.
When Ottawa finally relinquished street railway transportation
in May, 1959, the remaining former Royal Mail car, 423, was retire~
It operated in the farewell procession of street cars which marked
the end of nearly eighty-nine years of tramway ~ice in the capit­
al City, after which our &Gociation made an effort to obtain it for
the museum. Initially, our representations were unsuccessful, as
there was apparently an element in Ottawa which felt that several
streetcars, including 423, should be ~d on permanent ~Play out­
doors at Britannia Park. This step was fortunately not taken, how­
ever, as it would have resulted shortly in the complete destruction
of these vehicles through exposure to vandalism and to the elements;
for the time being, No.423 remained at the former Cobourg carhouse.
Late in 1960, the Association made a new approach to the City
of Ottawa to be given possession of Canadas only remaining street
railway mail car for the Museum, and this time our efforts were re­
warded with success, through the efforts of Her Worship Mayor Char­
lotte Whitton, Ottawas well-known and energetio chief magistrate.
By a resolution of the City Council passed in the spring of 1961,
No. 423 was donated to the Association to form part of an exhibit
of street railway equipment from Canadas capital, which will also
include rail-grinding car No.6, to be restored to its original con­
dition as a single-truck passenger car of the Nineties, and double­
truck steel passenger cars 696 (built 1917) and 859 (built 1927).
The City of Ottawa permitted No. 423 to remain at the Cobourg
street building pending the completion of sUitable facilities at
Delson. The opportunity finally came on Monday, November 26th,
when No. 423 was moved on a float from Ottawa to Delson and placed
in the yard of the creosoting plant. On Saturday, December 1st,
No. 423 was moved by manpower along C. P. R. tracks into the museum
property and on that day became the first streetcar to be placed
on the museum property, joining two steam locomotives.
The l20-mile trip from Ottawa was made ih good order, and No.
423s good physical, mechanical and electrical condition will per­
mit it to be repainted at an early date in its original white-and­
gold livery, to add an interesting and unique exhibit to our rep­
resentative collection of Canadian railway exhibits.
and News
Compiled by W. L. Pharoah.
* Overhead wires for the electrification of the easternmost tracks
in Montreals Central Station were removed recently. For the past
year almost all movements at the south end of the station have
been performed by diesel locomotives. Whether this work on the
overhead foreshadows the doom of the CNs electrification or a
renewal of interest in this form of motive power remains to be
* Work has commenced at Sarnia, Ontario, on a concrete pad in Bayview
Park to accommodate CN locomotive 6069 which will become the center
piece of a museum dedicated to railroading. The Bayview Museum
Society has gained the approval of City Council on the arrangements
made to cover the costs of shipping and locating the engine in the
park. The CN has asked the city to guarantee proper maintenance.
(E.A.D. )
• An end to the trains which have rumbled down Oshawas main street
for the past 67 years has been virtually assured. The private
bills committee of the Ontario legislature has a~proved an act
authorizing Oshawa to pay three local companies ~30,OOO to oompen­
sate for possible loss or damage in removing Canadian National
tracks on King Street. It is likely that the Board of Transport
Commissioners will approve taking out the tracks which are reported
to be a source of annoyance to residents.
* Passenger cars on CN are now appearing with new interior colour
schemes to go along with their bright new exteriors. Ten cars -­
coaches, diners and sleepers –are scheduled for refurbishing
during the winter. Passenger coaches are being finished with a
gray mottled linoleum floor, dark gray walls below the window line
and off-white from the windows to the ceiling. Some seats are
covered in red vinyl upholstery while others are upholstered in a
dark gray vinyl. Deep red carpeting containing a design of the eN
symbol in a lighter tone of red will be used in lounge and parlor
cars. Walls will be off-white. Lounge chairs will have blaok
fabric and buffet booth seats a red vinyl. (Car windows will re­
main unpainted thus permitting travellers to enjoy CN scenery which
is reportedly substantially unChanged. –Ed.)
• CN has begun a programme aimed at replacing its elderly fleet of
cabooses with modern units. The new cabooses will be without a
potbelly stove, cots, and oil lamps; they will have electric
ovens, individual sleeping berths (upper and lower), enclosed
washrooms, and a foam rubber-lined cupola. So far ten of these
steel-sheathed cars have been built for service in Newfoundland.
Page 19
a Who says railway passenger business is dead? Preliminary figures
for Christmas traffic handled by CN in the Maritimes indicate that
almost twice as many people travelled by train this year as in the
same period last year. Last season, between December 18 and Jan­
uary 4, the Atlantic Region of CN handled an estimated 25,000 pas­
sengers, but that was before the new Red, White and Blue fares
were introduced last May on an experimental basis between Montreal
and the Maritimes. This year the new fares, which have promoted
a tremendous boost in train travel in the !l1ari times, reached a
climax with this record Christmas traffic, a CN spokesman said.
on one day in the pre-Christmas rush the CNs Ooean Limited had
to be run in five sections out of Montreal to carry all the passen­
gers. Never before had peacetime traffic demanded so many sections
of the train. Coaches had to be put on a reserved seat basis for
the first time in order to ensure comfortable travel for all passen­
a CN has announced plans for a series of conducted rail tours to
both eastern and western Canada next summer. The tours are being
scheduled as a result of the popularity of similar trips made this
past summer, A two-week trip scheduled to depart from London, Ont.,
on ~une 30, will be the third annual from that city. Two tours,
of two weeks duration each, are planned for July and August to the
Haritimes and still another tour, Spring Time in the Rockies is
planned for early June with unlimited first-class, low-cost accom­
modations. These tours were arranged by CNs passenger sales in
London, Ontario.
a Plans have been announced by CN for the removal of railway facilit­
ies fram the heart of Saskatoon. A new station will be built
immediately west of Montgomery Place and new yards west of Chappel
Junction, southwest of Saskatoon. This $7 million plan will change
the whole face of Saskatoon, especially bringing a complete rejuv­
enation of the downtown business area.
a Construction work in 1963 on the National Capital Commissions
$20-million railway relocation program for Ottawa will be concen­
trated on fundamental phases in Centre Town and the new ~5 million
Union Station near Hurdmans Bridge. Mid-1965 remains the target
date for completion of such phases involving discontinuance of the
CPR line across the Interprovincial Bridge and the elimination of
many existing level crossings in Metropolitan Ottawa. A construct­
ion start will be delayed until 1964 at the earliest on the planned
CPR Prescott line grade revision in the west end of the city because
of the Governments austerity programme.
a Japan National Railways is girding for the winter rush. About
500 IIpushers have been hired and 164 extra coaches put on Tokyo commuter
lines. The pushers are husky young men who stand on
station platforms and push crowds into the trains so that doors
will close. The extra coaches are to cope with a 20 per cent re­
duction in carrying capacity because of heavy overcoats.
a Alaska Steamship Co. of Seattle, which has long been the major
cargo shipper to Alaska, may be forced to transfer some of its
operations to B.C. ports, says the president of the company. The
reason for this major shift is the keen competition provided
by CN, which is operating a car-barge service to Vfuittier, Alaska,
out of Prince Rupert. The service provides a faster and cheaper
means of transporting goods from the U.S. middle west than through
Seattle. The CN rail-barge service out of Prince Rupert is working
to capaCity, with 18 railway cars of U,S. ~nd Canadian cargo every
two weeks.
Transit Plan
Doug Wright -Montreal Star
Freight can go by Seaway. or by truck; Inter· city passengers caD go by air; we can go on pension and
the commuters can
go chase themselves!
[J/a6IiJ{,.o 1932 • :B.x 22 Sla/i./1.13 )VIM/{ 2 . Q,6 • (I/lcorpora/e, 1941
CANADIAN RAIL: Published eleven times annually by the Publications
sz. 50 lUIUllIJ
Committee. Canadian .Railroad Historical Association.
COMMITTEE: David R. Henderson
Anthony Clegg
William Pharoah
John W. Saunders
Robert Half yard
Omer S.A. Lavallee
Frederick F. Angus
Peter Murphy
Peter Cox, 2936 West 28th Avenue,
Vancouver 8, B.C.
William T. Sharp, Apartment 11.
11544 St. Albert Trail, Edmonton, AHa.
At lens. 5 week!! before you
ntOC, send us n lellcr, a card,
or A post-office chlillge-of.
add.cs5 (orm telling us ooth your
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