1 Aug. 7/48
2 May 14/49
3 Oct .)0/49 4
May 24/50 NYC
Aug.5/ 50 MTC
Oct. 1/50 CNR
7 Feb.18/51 M&SC It
7A May 31/51 CPR Tr.463
8 JunelO/51 CNR Special
9 May 17/52 MTC It
10 June 1/52 CNR-A&D It
11 Oct. 5/52 CNR
llA Nov.22/52 MTC
12 Mar.14/53 It
Equipment. Destination. Notes.
Car 1054 Cartierville
Car 3 Mountain & Mt.Royal
Car 1042 Lachine
En.4543,15, Childwold, NY Visit
58,98,09,43 Grasse River RR
Car 4 DECar
Frontenac & Cote St.
Farewell Route 95.
Huberdeau Fall Foli
Park Avenue Last train
ex.Place Viger Stn.
Mountain & Lachine
Visit to As
& Danville RR
Huberdeau Fall Foli
Montreal North Last
run 703 cl.car.
Garland & Cote St. Last
run Duplex car.
13 June 6/53 CNR Wayfreight Eng.2591 St.Hyacinthe St.Rosa
14A Oct. 3/53 MTC
14A Oct. 3/53 MTC
1413 Oct. 4/53 MTC
15 Oct.)0/54 It
Car 200 Youville Shop
Car 1177 Lachine
Cars 1555-1664 Montreal North Last
run MTC trailer.
16 Apr.30/55 Car 200 Bois Franc Road
Ste.Angele 17 May 1/55 M&SC Car 107
17A June19/55 Tr.128-129 Car 326
21 22 23
June 25/55 MTC Special
Oct. 1/ 55
Car 997 Car 1317
Montreal South Last
trip ex McGill St.
Cote des Neiges-Westmt
Last trip Rt 65-14
Montreal North &
Rawdon Fall Foliage
George V Loop
well St.Catherine (MTC
Canadian Rai 1
25 Sept.29/56 MTC Special Car 1046 Lachine
Sept. 30/56 CPR Engs .2580-489 Sutton-Fall Foliage
27 M&SC Car 104 Ste.Angele-Farewell to
28 Apr.13/57 CPR RDC 9106-9067 Cornwall-Visit Seaway 29
June 23/57 MTC Car 274 Notre Dame St.-Farewell
to Notre Dame. 30
Car 3200 Cartierville & Youville
Car 1 Mountain & Lachine-Fare
well Route 11 • 32
CPR Eng. 2467 Mont Tremblant & Labe-
lle Fall Foliage
33 Nov. 2/57 MTe Car 997 Lachine & Garland-Fare-
34 Dec.14/57 OTC Cars 1003-685 Ottawa (system) Britan-
MTC II Car
200 Montreal North and
Car 2222 Ontario & papineau –
OTC II Car 855 Ottawa Britannia,Bank,
The Associations first chartered railway trip –as distinct
from special tramways trips –took place on October 1st, 1950. It
was operated from Montreal to Huberdeau, Que., by C.N.R. diesel-el
ectric car 15837 to commemmorate the record transcontinental run of
15820 twenty-five years earlier. As the M.T.C. had done previously,
the National System arranged for the least expensive tariff possible
and gave the organizers every possible assistance. The late O.A.
Trudeau of the C.N.s Passenger Traffic Department and a member of
the C.R.H.A. was of great help in planning this milestone in the
Associations progress. The excursion was attended by a number of
those who had made the pioneer diesel trip in 1925, including Mr.
E. J. Feasey, then Supervisor of Diesel Equipment for the CNR and
I.I.Sylvester of the MLW. From all points of view, the Historical
Associations first Railway excursion was a successful undertaking.
The fact that 15837 did not at first make the Laurel grade and the
cooling water boiled over, only heightened interest in the trip. A
rather unique description of this outing was published in a contem
porary issue of the News Report and is reprinted in this issue on
The next Railway excursion -again with 15837 -was to Quebec
City on June 10th, 1951. This was the time most of the return jour
ney was made without lights in the gas-lamp equipped coach. There
were a few murmers of complaint at this slight inconvenience, -but
it was an adventure not unappreciated by all.
To be continued •••.•••
(Above) Artists impression of possible CG&T insignia
(}Qod morning. I am J. B. Quimper, Superintendent of the
Canada and Gulf Terminal Railway. Thus spoke the man,who, with
two of his employees, was about to merge a fasoinating railroad and
traditional Gaspe hospitality to produoe one of the most remarkable
days whioh a small group of C.R.H.A. memb~ will ever experienoe.
The Canada and Gulf Terminal Railway is a privately-owned line
whioh runs for thirty-six miles along the north shore of the Gaspe
peninsula from Matane, through Tartlgou, to Mont Joli where it
joins Canadian National Railways. We hope to have a comprehensive
history of the road in a future issue of Canadian Rail; Suffioe
here to say that the operation is solvent, that the line is in fine
oondition, and that during Saturday, Maroh 14, 1964, it beoame a
most hospitable viotim of seventeen Montreal ferroequinologists.
A main ob~eot of our visit had been a promised exoursion in
one of C.&G.T. s diesel-eleotrio rail oars. Anyone who has been a
C.R.H.A. member for fifteen years or so invariably has a speoial
affeotion for diesel-eleotrio doodlebugs II , perhaps unexplainable
to those who never partioipated in the Assooiations earliest and,
aooordln~ to some, finest exoursions, operated in the early 1950s
using CN s doodlebug, the late 15837.
It was with some delight, then, that we saw diesel oar 405
backed to a stop in front of CNs Mont Joli station and heard Super
intendent Quimper invite us aboard. Car 405 was built for the New
York Central Railway and was later acquired by the Canada and Gulf
Terminal. It has been re-engined and is in splendid oondition,
thanks to the loving oare of Master Mechanio, Albert Lavoie who, on
this oooasion, aoted as our engineman. The interior of the oar
would be a Quebec Nationalists nightmare, for all signs are
in English only and this in the Gaspe peninsula! We never
bothered to ohange the N.Y.C. Signs, explained Mr. QUimper. We
are all bilingual on the C. & G. T. anyway.
Our first stop was at the east end of CNs Mont JOli Yard
where we inspeoted the C.&G.T. enginehouse. There, we found a
steel snow-plough being oonstructed from the ground up by our ver
satile engineman-master meohanio and, apparently, master oar build
er. If you need a snow-plough at your museum, just tell us and
Albert will build you one, joked the Superintendent; I think he
just might, too. It was while stopped here that we seized the
ohanoe of photographing CNs semi-oraok Sootian as it passed be
side the 405.
All aboard! oalled Conduoteur Paul Cloutier, and the exours
ion got underway in earnest. With Cummins engine roaring and gen
erator whining, and 405 full open, eating up rail at thirty miles
per hour, the year was suddenly 1950 and I a thirteen-year-old on
CNs Montfort Subdivision, making my first C.R.R.A. excursion.
Both diesel oar 15837 and the Montfort Sub. are no more but for a
while on Maroh 14, 1964, that mattered little.
Photograph by Peter Murphy.
detailed below, ample opportunities were provided on the
way to Matane to take many interesting photographs. Perhaps the
most interesting photo, though, was had at Matane itself. There,
at the end of thirty-six miles ofrallway, 405 came to a stop in front
of a modern tri-morey bricked, concrete-frame station, the likes of
which would be eyed with envy by soores of cities many times larger
than Matane and served by railways much larger than the C. & G.T.
Apparently the Quebec Telephone Company and the Railway have common
owners, and the telephone company occupies much of the station
space. Still, its an impressive structure considering that regul
ar passenger service consists of one daily mixed train. After
seeing the station I wouldnt have been at all surprised had we
been shown an eJ9ctronic hump-retarder yard.
At Matane we were met by local press and television represent
atives who interviewed us, in French, on the raison detre of the
Association and this particular excursion. Superintendent Quimper
then took us to a hotel for a most welcome lunch, followed by a
taxi tour of Matane which ended with an inspection of the express
freight handling facilities.
Typical of the hospitality extended us in spite of the always
peouliar whims of rail enthusiasts was the highlight of the trip
baok to Mont Joli. Several of us had lamented the fact that, be
cause of the unusually mild winter, photographs could not be had of
405s large pilot-plough knifing through a drift. Ah –but we had
underestimated C. & G.T. resourcefulness. The solution is simply
this, explained Mr. Quimper. We will back the car up for some
distance; in the meantime, you take this shovel and pile snow from
the fielda onto the track. II Thus resulted a magnificent sight:
405 charged a fine C.R.H.A.-made drift at thirty miles per hour and
the snow flew high. Terrific!
Canadian Rail Pa.ge 87
Once back in Mont Joli. we were invited to the C. & G.T. head
quarters which. incidentally.is also Mr. Quim~ers living auarters.
There we received refreshments and were permitted to soan files
concerning the history of the C.&G.T. and its motor cars. It was
here that C.R.H.A. President. Dr. R.V.V. Nicholls borrowed a page
from early Canadian Pacific history: a special meeting of the As
sociation was convened and Mr. J.B. Quimper was unanimously elected
President of the Association for one hour.
Following a most interesting discussion with Mr. Quimper. his
assistant. Mr. L. Cyr. Conducteur Paul Cloutier. and Mechanicien
Albert Lavoie. we all adjourned to a hotel for a fine roast beef
dinner. One thing that became increasingly evident is the spirit
of comradery that exists between members of the C.&G.T. fam11y. It
was olear that Mr. QUimper was proud of his men and that they. in
turn. liked and respected him. No one was at all eager to leave
this pleasant atmosphere and d1nner lasted long.
In fact. this Saturday. CNs inevitable on time ~erformanee
was not at all well received as word oame that the Ooean to
Montreal was expeoted on time. It was with utmost reluotance that
we bade adieu and. had we been faced with other than the prospeot
of a ride in the Ocean Limited. Im quite sure that some of us
might well have remained in Mont Joli. home of the Canada and Gulf
Terminal Railway. or, if you will. the Comradery and Good Times
CANADA & GULF TERMmAL RAlLWAY -Special, Saturday, March 14, 1964.
M-405 -Brill-Cummins diesel-electric car.
Engineers Albert Lavoie (Master Mechanic) Conductors
General Supt: J.Benoit Quimper in charge.
Passenger Extra M-405 East.
Mont Joli (CN Station)
Mont Joli (C> Shop)
River -Bridge 2.8
Passenger Extra M-405 West.
viera Blanche (Mi,27 .1)
Mile Post 24.
Baie des Sables (Mi,16.8)
Price (Mi. 2.9)
Mont Joll (C&Gl Shop) .
Mont Joll (CN Station)
9:53 10:08 10:20
L. 3:15 pm
A. 5:06 photo
stop and shop inspection.
photo stop and movie run
photo stop and movie run.
on #3(eng.l02) to Baie
photo stop and movie run.
. Block on #3(eng.l02) to Price.
Photo stop -Orders.
–E. L. Modler
CANADA & GULF TERMINAL RY. OIL ELECTF
ICALE IN EET
o I ..( f Y ., 6 l I P ,. IS
711· WI sae TRUCK
7410 OVER COUPLERI
MOTO RM ANS SIDE ILEVATION
rC 405 -EX N.Y.C. GAS CAR M405
117 AIL TO 00
. .v .. : [
-·>._ii-t·;. ….. ~ .. -.: ~ .~ , …. -…
~-_. _.: .• :. d.~.~
-, ~.7: :…. . .> ~ ____ .
. .- ______ ;;0
.. – ……
First cars over Hump
at TORONTO YARD
Cars were humped experimentally
recently, and we are fortunate
record of the event through the
over the Local Hump at Toronto Yard
in being able to obtain a pictoral
courtesy of Messrs. A.E.Robinson &
The first photograph shows locomotive C.N. No.2900 arriving with
the test cars. Photograph No. 2 shows the first car coming down
the hump. This was Express refer CN 10611. The third picture~
an overall view of the test train, the hump conductors tower, and
the retarder operators tower.
A new Railroad Exhibit will be seen when the Shelburne Museum
opens this year on May 25th at Shelburne, Vermont. One of the 33
buildings at this interesting outdoor museum of early American
collectiomis the former railroad station of Shelburne, Vermont.
It has been moved intact to the museum and is exhibited together
with a refurbished private car Grand Isle, a locomotive, a com
bination car, and a small caboose.
The sta tion building was constructed in 1890 to serve the town
of Shelburne, where Dr. W. Seward Webb mll.intlined his summ,er resi
dence. Dr. Webb was a director of the Central Vermont Railway
and the Rutland Railway, President of the Wagner Palace Car Co.,
and the Father of J.W.Webb who founded the Shelburne Museum. In
the station annex is a replica of Old Ironsides one of the early
steam locomotives built by the Baldwin Locomotive Co. The Grand
Isle was more recently Business Car No.86 of the C.V.R., but dur
ing the past three or four years has been completely refurbished
and now possesses an atmosphere of quiet elegance reflecting some
thing of the grandeur of its former splendor.
Page 92 Canadian Rai 1
The Salle Canadienne in Windsor Station. Montreal. was the locale for
the Associations annual banquet. which was held this year on Thursday. March
12th. About one hundred and twenty-five persons attended. comprised of mem
bers .of C.R.H.A .• their families and friends. The occasion marked the thirty
second birthday of our society. which was founded in Montreal in March. 1932.
The speaker of the evening was Mr. Ernest W. Wakefield of the Depart
ment of Public Relations and Advertising. Canadian Pacific Railway. and he was
introduced by one of our Vice-Presidents. Mr. Orner Lavallee. Mr. Wakefields
topic dealt with the part played by Sir William Van Horne in the construction of
the Canadian Pacific Railway. and it was followed by a special screening of the
90-minute Canadian Broadcasting Corporation film. The Brass Pounder from
Illinois which was produced for the C.B.C.s Festival television series in
1962. The play was written by Tommy Tweed. and starred John Drainie and
othersj it was produced in technical collaboration with the Canadian Pacific Rail
way and our Association. Of special interest were the sets depicting the inter
ior of the Van Horne official car Saskatchewan. in which much of the activity
took placej they were built in the C.B.C.s Toronto studios after a personal visit
to the Van Horne car by technical personnel headed by Rudi Dorn. The Sask
atchewan is now in the possession of our Association.
Mr. Wakefield was thanked by our other Vice-President. Mr. Charles
Viau. and our President. Dr. Nicholls. acted as master of ceremonies. Other
head table guests included Lord Shaughnessy. grandson of the Canadian Pacific
Rail;ays third President. Lady Shaughnessy. our Honorary President. Mr.
Donald Angus. and Mrs. Angus. The arrangements for the dinner were made by
Mr. Bill Pharoah. Chairman of the Special Activities Committee.
N£W RAPID TRANSIT LINE PROPOSED FOR nONffiEAL
On April 7th, representatives of Canadian National Railways met with
municipal officers of conununities served by the Montreal suburban electric
system, which extends from Central Station to Deux Montagnes (St. Eustache),
Montreal Nord and Cartierville. Topic of the discussions was a proposal
put forward by the National system to replace the existing electric railway
service with a $25,000,000 rapid transit system, on a cost-sl~ring basis
with the cities and towns served. CN contends that the existing system will
reach its saturation point by 1966. The mayors present comllBnted favourably
on the project, and are to bring up the proposals with the several municipal
councils involved, reporting back in the latter part of April.
It will be recalled that the section of the CN electrification extending
from Montreal to Cartierville and Montreal Nord, was officially designated
Line No.3 of the Montreal Metro, but interest by the Montreal city admin
istration in it seems to have abated due chiefly to the demands of the first
two linos of the Metro, which are now under construction. Moreover, Mon
treals interest in the Mount Royal Tunnel route t!as limited to the Montreal
Cartierville section, leaving the status of existing users of the electric
service west of Val Royal in some doubt. The latest proposal io a much more
constructive approach to transportation needs in the Val Royal-Deux Montagnes
area, which includes some of Montreal t s fastest-growing suburbs.
Cana di an Rai 1
was a Ferroequinologist
Illustrations by J. A. Barnewall
One day I am casually glanc
ing through the newspaper when I come
across a blurb which informs
me that the Canadian Railroad
Historical Association is spon
soringa rail-fan excursion to
Huberdeau, to observe the fall
foliage up that way. Now I
dont know what a rail-fan is,
but ! guess that it is a device
used for cooling the rails. How
ever, I am curious so I decide to
invest four dollars and go along.
I arrive at CNRs Central
Station at eight-thirty a.m. the
following Sunday. The day is
sunny and my spirits are high.
Since the train does not leave
until nine a.m., I pass the time
conversing with other passengers.
I learn that insufficient cash
was raised to charter a steam
train. Something is mentioned
about a diesel. I remark that a
diesel is more modern and that we
are very lucky that one could be
spared for our train. This meets
with several scornful looks and
my popularity decreases immedi
Around eight fifty-five, I
become a trifle worried for, so
far, I havent seen so much as a
donkey assigned to pull the train.
My thoughts are interrupted,
though, as the train lurches for
ward without any apparent means
of locomotion. To make matters
worse, smoke is pouring from the
roof of the front car and volum
ptuous (sic) bangs can be heard.
I immediately start for the door,
proclaiming that the cars are
rolling away and that a revolu
tion is being carried out in the
front car. Again the cold looks
from fellow passengers. I am in
formed that our means of locomo
tion is an oil-electric doodle
bug similar to the one which
made a record run to Vancouver.
I say that a machine like that
would make anything run to Van
couver, let alone a record. At
this, several people go up to the
I settle back in my seat, my
mind filled with visions of every
one pushing the doodlebug back
from Hliberdeau when I learn that,
rather than go through the moun
tain we shall go around it and in
this way, we shall get a glimpse
at Canadian Pacific s hump yard.
We pass close to the yard and
everyone admires it. All I see
is a freight train on top of a
big pile of earth. Every so often
a car becomea detached and rolls
down the hill, crashing into a
nother car before it can be stop
ped. I wonder why the company
doesnt level off the hill and
save all that trouble –but I
have learned not to express my o
Soon we make a stop. I am
the scenery When someone
shouts 55001 . I figure there
is an auction or a game of chance
in progress, so I follow the
crowd. All I see, however, is an
old steam engine. I wonder what
all the fuss is about so I go up
to the engine in order to get a
better look. Immediately, I am
the centre of attention. Loud
voices proclaim that my proximity
to this machine 1s undesired.
Later when I see photographs of
this particular engine, I notice
that I am in all of them. This
pleases me greatly to realize
that I am so popular.
Just then our train let$ out
a blat which scares me so that I
dive into a three-foot ditch
filled with water. I finally
reach the train having averaged
four cuss words per step. After
this blat has scared me seventeen
more times, we depart and I see
men running after the train wav
ing their arms. To be sociable, I
wave back. Later it is discover
ed that four passengers are miss
Someone tells me that re
freshments are being sold in the
baggage oompartment, so I go for
ward. While finishing a Coke, I
notice that some of the excur
sionists are disappearing through
a door marked Operator, so fig
uring there must be a train tele
phone in there, I go in. I re
gret this decision immediately.
The noise is deafeningw I cannot
get out because of the people be
hind me; I see a large pile of
motor and surmise that this is
the source of the noise. When I
finally get out my ears are ring
ing like a diesel with motor
trouble. I stay clear of the door
Finally we arrive at our
destination. We are told that we
have an hour. Everyone complains
that this is not enough time so
after a fifteen-minute discussion
the time is lengthened fifteen
minutes. At this, everyone seems
happy and they spend the rest of
the time sitting around waiting
At last we start for home.
I do not make a single blunder on
the way home. I credit this to
the fact that I fall asleep soon
after departing. I wake up as we
arrive in Montreal and walk away
with thoughts of the trip. One
thing bothers me, though. What
is a rail-fan? I ask a fellow
itA Ferroequinologist, says
I reply, the whole
thing quite clear to me now. A
ferroequinologist must be the
trade name for a device which
cools the rails.
Why are grants from the taxpayers to maintain Canadas rail
ways a brake on the whole eoonomy whioh diminishes Canadas
ability to oompete in both the domestio and the world market
while on the other hand the faot that the (St.Lawrenoe) Sea
way is not paying its way does not mean that it is a failure •
••• last year revenues from tolls were $9.S million, while in
terest charges alone totalled $lS.4million
Both these quoted items oropped up the other day in the same
a Electr.ic Cors
photographs by Ron. Bryant
During the first five weeks of 1964, five more pieces of e
quipment arrived at Delson, to bring to 54 the number of exhibits at
the museum. On January 21st,at about 1:00 pm.,Canadian Pacific busi
ness car No. 38, better known as the Saskatchewan, was brought to
Delson on the C.P.R. way-freight and switched into the C.R.H.A. in
terchange by Soo Line diesel No. 371. The latter event is worthy of
note because not only was this one of the much-discussed leased die
sels, but number conscious readers will observe that 371 was the
number of the engine which pulled the first Canadian Pacific trans
continental train into Port Moody, B.C.,in 1886; an interesting co
incidence. The following Saturday, January 25th, the Saskatchewan
was switched into the building, displacing L.& P.S. NO. 14. The
Saskatchewan is one of the most,if not the most, historic item owned
by the C.R.H.A. It was built by ·Barney and Smith of Dayton, Ohio,
in 1883 for the C.P.R., and was used for many years by William Corn
elius Van Horne, the dynamic General Manager during the time when
the C.P.R. was under construction. The Saskatchewan itself was pre
sent at the driving of the last spike at Craigellachie, B.C., on
November 7th,1885. Subsequently, it was used by Van Horne until his
death in 1915. It was then renamed Laurentian~ and, in 1916, the
Quebec. Finally, in 1929, it became No. 3~, which number it
carried until it was retired in 1958. At that time,it was presented
to the Association by the C.P.R. and has been very kindly stored by
Dominion Bridge in Lachine until it could be moved to Delson.
The second arrival at Delson was less historic but more in
volved, and required greater coordination. This was the simultaneous
move of two streetcars from Ottawa, one from Lachine,and an electric
locomotive from Cornwall. Ottawa streetcar 696~built in 1917, had
been the property of the Association since 195~ and was stored at
Allis Chalmers in Lachine. Electric locomotive No.7 was presented
by Courtalds of Cornwall in 1959,and was still on the latters pro
perty. No.7 is the oldest electric locomotive in Canada, having
been built by the Montreal Street Railway in 1900 for the Shawinigan
Falls Terminal Railway. Ottawa streetcar 854 and sweeper A-2 were
donated by the City of Ottawa in 1963, and were in the Cobourg barn
at Ottawa. Since these cars were on property soon to be used for
other purposes, it became necessary to move them, and it was decided
to move all four vehicles at once, so that only one crane would be
needed at Delson for the unloading. This involved simultaneous co
ordination of transport companies in Jl10ntreal, Ottawa, and Cornwall,
and a large number of small details which had to be ~oned out before
the movement could commence. Arrangements in Montreal and Cornwall
were handled by Jacques Loiselle, while Dennis Peters saw to the de
tails in Ottawa.
After ~everal postponements due to unforeseen difficulties,
the work began on Friday, January 31st. 696 was loaded, and spent
the night in a yard in !1ontreal. 7 was brought from Corm,all late
in the day, while 854 and A-2 were loaded in OttaYa and 1eft very
early the following morning. On Saturday, February 1st, five flat
bed trucks arrived at the Canada Creosoting yard at Delson, bearing
in the following order: No.7, A-2, 854, 854s trucks, and, finally,
696. All but 851.1-were shipped on their trucks, although A-2 had one
brush removed. During the day the cars were unloaded and towed to
Canadian Rai 1 Page 97
Restoration work progresses on
Edmonton Transit No.1.
On the opposite page ere two views of the fine restoration work be
ing performed by C.R.H.A. members in Edmonton. The object of their
attentions is Edmonton Transit streetcar # 1, being restored by the
Rocky Mountain group at the E.T.S. Cromdale carbarns. Note the
cleanliness of the refurbished truck in the foreground of the lower
photograph. The photos, taken on Monday March 2, 1964, are by Mr.
E. W. Johnson.
the museum by locomotive No.9. Two incidents threatened trouble
which was fortunately averted. In the first case, sweeper A-2 had
been so long idle that the grease around its gears had congealed and
the wheels would not turn. At len~th, after pulling and pushing by
Ho. 9 and alternate applications of snow and sand under the wheels,
the grease loosened, and A-2 rolled freely. The second incident was
caused by the ·broken mai.n beams of No.7, . whi ch caused the collapsed
end to foul the track. HO~ever, the beams were supported,. and all
the equipment was brought safely to the musew~. A-2 has been placed
inside, while f54 will follow shortly. No.7 is already being re
stored and will soon have its broken frame welded. 696 has been
quite badly vandalized, but 854 and A-2 are in excellent condition,
and all four electric vehicles will be of great interest at the museum.
Now that Spring is here, work at the Museum is again
in full swing. It goes without saying that if ade
quate progress is to be made in 1964, we shall need
a large turnout at Delson on weekends. This year,
there will be a variety of jobs, so, whatever your
specialty, please try to come to Delson and help to
bring nearer the day when the Museum will be open.
Page 98 Canadian Rail
Notes and News
–p. ,A. Ganley
It has been confirmed that a new fast pessenger train will be inaugurated
between Montreal and Quebec city beginning June 14. The train, to be called
, will be in the CN-CP pool agreement and will make the run
the two cities in 3 hours and 15 minutes with only one stop between –
in the Quebec suburb of Ste. Foy. It was originally reported that CN would
be operating the train on their own. In any case the train will run on CN
l1nes via st. Hyacinthe, and will have five cars -two coachee, one diner
lounge and two parlor care. The stainless eteel train was purchased by the
CN from Reading Railroad. The CN-operated Champlain is now being refurbished
in the companys Point St. Charles shops at Montreal to meet CNs new
interior design standards.
C.N. has awarded a contrect to Eastern Car Co. Ltd., Trenton, N.S. to manu
facture 500 triple -hopper railway cars, each weighing 70 tons. They will
have a carrying capacity of 3,000 cubic feet and .dll be used primarily for
coal traffic between the Maritimes and Central Canada. C.N. has also ordered
ore cars of 100-ton caoacity from Marine Industries Ltd. of Sorel, Que.
The cars, with a capacity of approximately 2,000 cubic feet, will be used to
carry gypsum in the Halifax area. Delivery is expected t~ begin in mid-June
at the rate of six a day.
Steel has advanced about 36 miles along the Gre~t Slave Lake Railway since
the first of the year. Track and ties ere moving up to the end of steel by
truck. Freight trains with materials are only going as far as Meander River
until the bridges across the upper and lower Hay Rivers are finished. Timber
work on the uBo-foot upper Hay Bridge was finished last month and the steel
work of four spans that will stretch across the lower Hay is up.
The Board of Transport Commissioners has authorized C.N.R. to abandon a 10-
mile branch line between Petarborough and Millbrook, Onterio. The board
said that the railway may abandon the line any time after April 30. The
decision was reached after a public hearing last December in Peterborough.
It has been reported that C.P.R. trains 21 & 22 between Toronto and Detroit
will be replaced byR.D.C. IIDayliner trains on April 26. This is the last
of three trains between these cities to be changed from conventional to R.D.C.
service and it means the end of Parlor and dining car service and a through
sleeping car from Montreal to Detroit now handled on Pool 21, leaving
Montreal at ll.OO p.m. Hith this ch9~e, cloee to 60% of C.P.R. s passenger
service will be R.D.C.
Hawker-Siddeley (Canada) has been awarded a
contract to build 16u subway cars
for the Toronto Transit Commission. The Hawker Siddeley bid is understood to
have been the lowest of four received. The cars Inll be built at their plant
at Fort Hilliam, Ont., wi th delivery beginning in 1965.
Canadian Rai 1 Page 99
The New York Public Service Commission has denied permission for the Delaware
& Hudson Railroad to·discontinue its day run between Albany and Montreal.
The commission said, however, that the railway may renew its request to drop
the train after October I, 1965. The trains, n08. 34 & 35, and called The
laurentian run daily from Hontreal to New York with New York Central handling
the leg between Albany and New York. The D & H says that the trains are
operated at a loss and that it could save $24,500 through discontinuance of
the one run north and one run south each day. The commission concluded that
the train carried a substantial volume of relatively long-haul intra-state
passenger traffic and had considerable feeder Value for international and
Increased commuter fares on CPR lines on the Montreal -I~keshore service
went into effect on April 1, as authorized by the Board of Transport
Commissioners. A ~2. increase brought the price of 40-trip tickets from
Hontreal to Hudson to ~35.20. At Valois, commuters payS14.IDfor a tiO-trip
ticket instead of ~12.10. Student fares also increased. Montreal West commuters pay a
nickel more for fares into Montreal, the price being 30 cents.
The Bangor and Aroostock Railroad has ordered about $6 million worth of
rolling stock for delivery this year. The equipment consists of 100 mechanical
refrigerator cars costing three million and 168 pulpwood cars
costing a simil.
continental passenger train on May 2tith. Pierre Delagrave, CN Vice-President
of Passenger Sales & Services, explained that introduction of the new train
follows mes t encouraging results achieved with our Red, White and Blue
fares on the transcontinental service. New equipment, like that on the
Super Continental, also will be used on the Panorama, including new living
room lounge cars, coach lounges, diners, and the train will have such extras
as the Hospitality Coffee Hour, Childrens Playtime, coach attendants, etc.
The schedules of the twin transcontinentals are arranged to enable passengers
to change from one train to the other at Jasper, Alta., with about a ten
hour stop-over. There will also be a change in service between Jasper and
Prince Rupert. The existing train I-lill have a schedule tied closely to the
arrival and departure of the Panorama at Jasper. This train now connects
with nos. 1
& 2 at Jasper. The train ,·lill operate with through sleeping
and dining car service to Prince Rupert, replacing the present nRsiliner
service between Prince George and Prince Rupert.
One of the pioneers in the Canadian transportation field, Hr. Armand Bombardier,
inventor and builder of the world-famous Bombardier snowmobile, passed away
February 18th at Valcourt, Que. Although not a rail-borne vehicle, his
invention I-Ias noteworthy in the field of transportation generally, and the
output of the Bombardier manufacturing plant provided the bulk of the traffic
over the CPRs Valcourt branch. 11r. Bombardiers first commercia 1 snowmobile
was completed in 1937 after eleven years of experimenting and trial. Today
his versatile machines see service around the world. as ambulances, pulpwood
haulers, taxis and pleasure vehicles. Snow removal machines, skidoos and
ma chines for the forest indus try Clre also turned out by the Bombardier plant,
which employs 300 Valcourt residents and makes almos t all of its own parts.
Co-Pilots Wanted Doug Wright / Montreal Star
signals in these yards, well need TWO firemen to help read them.
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