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Canadian Rail 160 1964

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Canadian Rail 160 1964

~a:n.
Jffimnll
Number 160 / November 1964
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SASKATOON MUNICIPAL Rv.
Rovr£S. (194$)
I
&–J Pleasont Hill -Exhib/t/on
(rea) Moyro/r -Un/versiTy
(wMt.) Ave. H -7 rh Avenue.
Canadian Rail Page 255
Saskatoon Municipal
Railway
Saskatoon, in the heart of
the Canadian prairies, is one of
the cleanest and best -pll3.nned
cities in the country. Until the
year 1951, it also had the dis­
tinction of possessing one of the
finest street*railway systems on
the continent. While in size the
Saskatoon Municipal Ry. placed
far down on the list of the Domi­
nions tr8nsitor~anizations, it
equalled the largest in respect
to maintenance of equipment and
quality of service.
The historical backGround of
the S. M. R. is not lengthy, for
but fifty years ago the Saskatoon
area was only just beginning to
playa major role in the story of
Canadian development. In 1912 ,
the population of the young city
numbered about 15,000 persons,
and it was during that year that
the Saskatoon tramway system had
its beginnings.
The previous year, a franch­
ise had been granted to a Mr.H.M.
Evans to install a street railway
system but nothing had been done,
and this franchise was revoked on [
.!ay 15th, 1912. The administra­
tion of the municipality then re­
ceived a report from Stone and
~ebster, transit consultants of
Boston, ~ass., reco@nendtng that
the City enter the civic trans –
portation field, operating elect­
ric rail cars as a municipal en­
terprise. This recomnendation
was ap;Jroveci, and in 1912, seven­
teen miles of single track were
constructed.
This trackage was laid on tte
following routes: Sutherland, via
Broadway and 8th Street: Mayfair­
University from Avenue F and 33rd
Street to 12th Street and Lans­
downe: Exhibition-Pleasant Hill,
from the Exhibition Grounds to
Avenue P and 20th Street: Avenue
H, a stub line from 20th street
to the pumping station: 7th Ave.
from 2nd Avenue and 23rd street
to 7th Ave. and Princess Street.
On the following New Years
Day, January 1st, 1913, the Sask­
atoon Municipal Hailway, with an
initial rolling stock roster of
twelve single-truck cars built by
the St. Louis Car Co., commenced
operations.
It is recorded that a near
blizzard was blowing on the morn­
ing of January 1st., 1913, but
neither weather conditions nor
power and mechanical difficulties
marred the success of the New
Years Day inauguration. The ele­
ven unhea ted single-truck trams in
operation on that first day car­
ried some fifty-two hundred pass­
engers and f,rossed two hunJred and
sixty dollars in five-cent fares.
The transportation arrange­
men t was as follows: 4 cars on the
Pleasant Hill -Exhibition route,
4 cars on Mayfair-University, 2
cars from 2nd Avenue and 23rd St.
to 7th Avenue and Princess Street
and one cur on the Avenue H stUb.
There was no heat nor storm
sash on the Saskatoon trams at
* ~;3S:(3to0I1 still PO!CSCS one of tlC finest tr.,nsi t sytollls with
III<1in sarvices orer8ted by electric tr0Ikyco:,cl~es.
-,
—-~——~-.+~–,
first, but during the following
year they were equipped with coal
oil stoves: in 1915 electric coil
heaters were added for supple­
mentary heating. Between 1914 and
1917, six additional trams were
placed in service. These consist­
ed of three second-hand single­
truckers known as Carolinas and
three large double-truck cars from
Ontario. (Either from the Preston
Car and Coach Co. or from Ottawa
Car Mfg. Co.) These eighteen u­
nits remained in daily use un­
til the year 1919, serving the
community during the period of
its most spectacular growth.
During 1919, however, the 3
large cars, which had proved too
heavy for operations over the
19th Street Bridge, were sent to
Calgary in exchange for 5 single-
.
Photo courtesy Mr.B.Sch8rfs, S.T.S.
truck cars of lighter construc­
tion.
The following year there was a
long and heated debate over the
merits of one or two-man opera­
tion. The question was finally
resolved in favour of one man per
car, and this more economical
method of operation Will introduced
in 1921.
One of the few major accid –
ents involving trams of the Sask­
atoon Municipal Railway occurred
March 4th, 1922, when #4*jumped
the tracks at the foot of the
Long Hill and went over the river
bank at the south end of the 19th
Street Bridge. The car stopped
short of the waters edge however
and fortunately no one was seri­
ously injured.
* Other reports give the date as Hay Jrd, and the car munber as IfJ.
Canadian Rail
Between the years 1927 and
1930, thirteen new double-tr uc k
cars of the most modern ~ign ~re
purchased from the National Steel
Car Co, Hamilton, and the Ottawa
Car Manufacturing Co. to repla c e
older trams which were retired.
During this same period, extra
services using rented buses were
inaugurated to supplement the
tramway services; but until 1945
the management of the Saskatoon
Municipal Railway did not abando.n
electric railway services in
favour of buses.
There were a number of re­
visions to routings during this
period. The first bus run was
inaugurated in 1931. It oper­
ated from Viestmount to the Arm­
ouries at 19th St. and 3rd Ave.
On July 1st of this same year the
19th Street Subway was opened for
7th Avenue and Avenue H cars. On
July 21, 1933, use of the 19th
Street Bridge was discontinued,
and the trams commenced operating
over the new Broadway Dridge.
In 1941, the City of Sask­
atoon purchased five additionm
trams for its Municipal Railway,
to fulfil the transit needs of a
city geared to a wartime economy.
Page 257
These were one-man Peter Wi tt type
cars, acquired second-hand from
London, Ontario.
Passenger rolling stock of
the S.M.R. at the end of the year
1946 consisted of twenty-eight
trams (10 single-truck and 18
double-truck units) all equipped
with air and for one-man opera­
tion. Also included in the equip­
ment roster were two work cars,
five buses, and two auto trucks
(one equipped for overhead line
work). The rail rolling stock
operated over three electric car
routes, consisting of 19.8 miles
of track, with a base headway of
approximately ten minutes. The
buses were used on auxiliary
feeder routes to outlying subur­
ban districts.
The end came swiftly for the
attractive green and silver trams
of the S.M.R. On·December 12th,
1946 an extensive report was pre­
sented, outlining plans for the
conversion of the Saskatoon Sys­
tem from trams to buses and trol­
leycoaches. A change in manage­
ment in 1947 was another step in
the move, climaxed by the final
streetcar trip on November 10th,
1951.

Canadian Rai 1
Saskatoon Transit System
Route 4
DATE OF ISSUE
1 2 3 4 5 6 7 8
9
10 11 12 13 14 15 16
17
18 19 2tl. 21 22 23 24
25 26 27 28 29 30 31
No Stopover . Not Transferable
This transfer will not be ac·
cepted. unless presented before
expiry of Ume limit Indicated
hereon. Not good unless num·
~~:d ofOJf!~~t!~ :~~1~~~ a~a
report facts to Superintend·
ents Offlca.
N
EMERGENCY
5
E 177801 w
5 AM
0,
6 AM 15 7
AM 30 8
AM 45
9
AM 0
10 AM 15
11 AM 30 12 NOON 45
1
PM 0
2 PM 15 3
PM 30
A III .. AI
Page 259
Photographs.
Page 256 -Cars and crews lined up outside
S. M. R. shops, during the early
years of operation.
257 -#204, wartime import from London
Ontario, near University of Sask­
a toon.
258 -(upper) Original single-truck cars
were used as crush-hour spares
during latter years.
(lower) Interior of repair shops
o,f Saskatoon Municipal Railway.
259 -(below) S.M.R. #33 -work car re­
built from former single-truck,
Carolina passenger car.
260 -Both trams and trolleycoaches were
used on the Exhibition Route dur­
ing the last year or so of rail~
operation.
Page 260
On October 1, 1947, the 7th
Ave.-Avenue H route was converted
to autobuses, while on Nov. 22nd
1948, this route became trolley­
coachll. The following September
trolleycoaches replaced trams on
the Pleasant Hill section of the
Pleasant Hill -Exhibition route.
On August 15th, 1949, the name, IISaskatoon
Municipal Railway was
officially changed to Saskatoon
Transi t System, while on July 14,
1950, the use of the Citys Coat­
of-Arms on the transit vehicles
was discontinued, the letters STS
replacing the crest.
,During the last year or so
of tramway operation, trolley
coaches and trams were often used
interchangeably on the electri­
fied lines, and it seemed pretty
much up to the individual opera­
tor to decide which type of vehi-
cle to choos e. Ru b ber tyres ,
however, took over the transit
ohores completely on November,
11th, 1951, and most of the trams
were scrapped.
Canadian Rail
Three of the S.M.R. -S.T.S.
units, however, have had a kinder
fate. Tram #61 and Line-oarl
plow #200 now form part of-the
famous exhibition of machinery
and equipment at the Western De­
velopment Museum, in Saskatoon.
Another Saskatoon tram, #12 (one
of the original St.Louis -built
cars, dating from 1912) has re­
turned to the U.S.A. —to Oak­
land, Cal.,as the property of the
Bay Ar~a Railway Assln. These
cars have been preserved as his­
torical relics Of a by-gone era,
when every self-respecting town and
city boasted of its electric
street railway, and municipal
progress was synonomous with im­
provements to public transit.
*******************
By A. Clegg. from information sup­
plied in 1945 by the late I1r.
G.D.Archibald, Saskatoon Mun­
icipal Railway. and in 1964
by Nr. B .Scharfe. Saskatoon
Transit System.
Canadian Rail Page 261
SASKATOON
MUNICIPAL RAILWAY.
No.of
Car Numbers units Builder and Date Type Remarks
PASSENGER CARS
%%
1 -12 12 St.Louis 1912 Single truck Original cars.
Double end #12 to Bay Area
Railway Ass In.
(20 class)
3
Preston or Double truck To Calgary in
Ottawa. Double end 1919.
(30 cla ss)
3
Single truc< Second-hand from
Double
end Carolina. (one
( 40 cla ss)
to if33 work car)
* ••
5 Preston Single truck Second-hand from
£.
£.
£.
£.
£
£
Single end
50 -53
4 Nat.Steel 1927 Double truck
Car Co., Double end
Hamilton
54 -57
4 Ottawa. 1928-29 Double truck
Double end
58 -62 5 Ottawa. 1929 Double truck
Double end
201 -205 5 Double truck
Single end
WORK EQU1P~lEl;T
( £.
( **.
33
1 Single truck
Double end
200 1 Single truck
Double end
All cars in class existing in 1945 . )
Numbers 40, 41, 45 existing in 1945.)
Calgary in 1919.
if61 to West In.
Dev.i{useum,
Saskatoon.
Second-hand from
London, Ont. in
1941-
Work car, ex.
Carolina psgr.
car.
Line car and
plmT. To o1.D.
Euseum, Sask.
( %% Numbers 2, 3, 7, 8, 9, 10, 12, existing in 1945.)
By A.
*******************
Clegg, from information surplied in 1945 by the late Nr. G.D.
Archibald, Saskatoon };unicipal Raill~ay, and in 1964 by Nr. B.
Seharfe, Saskatoon Transit System. Illustrations by the au­
thor, except Page 2.56, courtesy of the Saskatoon Transit Sy­
stem.

Canadian Rail Page 263
DIAGRAM
CANADIAN NATIONAL olass P-5-g
Locomotive numbers GRAND TRUNK WESTERN 8370-8381.
Constructed by the Baldwin Locomotive Company in 1929, the
P-5-g class had 22×28 cylinders, 51 diam. driving wheels
and a boiler pressure of 220# per sq.in. They carried
Baldwin Builders Numbers 61001 to 61012 inclusive. All
were scrapped or sold as scrap on wheels during 1960 and
1961. Number 8373, pictured below (#61004) was completed
in September 1929 and was sold for scrap in 11ay 1960 to the
Luria Steel and Trading Corp., Chicago.
(Photograph -R.White, Pontiac, Mi~h., October 1935.)
SHAU3:HNESSY MINES
Supplementing the information on the 4-6-0 pictured on Page
226, Mr.Ray Corley informs us that the locomotive was built
in October 1913 as Western coal Co.#l. (Montreal Locomotive
~orks #53632) • The engine has been a landmark for about ;J)
years at Western Coal -Lethbridge Collieries -and Shaugh­
nessy Mines.
1k WINTER 1~
PASSENGER TRAINS STILL DISAPPZARING,
AS CANADIAN RAILWAYS ISSUE NEVI SC:IEiJULES
–F.A.Kemp.
October 25th w~s Change-of-Time day this autumn, and, as
usual, several passenger trains made their last runs on the pre­
ceding days. Only one line was completely removed from the pub­
lic folders, the Toronto-Markham, Onto one-way commuter train No. 900.
To make up for this, service was restored between Listowel
and Palmerston, Ont., after several years absence.
Two new trains were added to the schedules: Canadian Pacific
Nos. 280-281 are Montreal -Vaudreuil commuter trains, while Can­
adian National Nos. 25-26 are Montreal -Belleville locals to re­
lieve Nos.5 and 14 of their increasing burden of mail and express
and to permit a speed-up to 6 hours and 15 minutes between Mont­
real and Toronto. Nos. 25-26, although bearing the numbers of
the former Moccasin, are actually a continuation of Toronto­
Belleville trains 9 and 10, and equipment operates through be­
tween Montreal and Toronto. Further changes to be made January
1st. will result in the adJition of Railiner 651, from Toronto to
Hamilton.
Following is a list of trains withdrawn or reduced in frequ­
ency on both of Canadas main railways.
Canadian National
Train No. lormer terminals Former frequency
9 -10
77 -18
90
26 -39
27-36-136
209 -210 213 -214 213 -214
53 54 231 -232
Toronto -Windsor
Toronto -London
Hamil ton to Toronto
6 days weekly
6 days weekly -to be
discontinued Jan. 1.
Daily -to be discon­
tinued Jan.l and re­
placed by 650.
Toronto -London via
Toronto -Stratford
Mixed Pembroke-Brent
Stratford 6 days weekly
6 days wee kly
Twice weekly
Mixed Brent -Capreol
Mixed Sioux Lookout-Redditt
Toronto -Capreol
Mixed North Battleford –
Medstead
Twice weekly
Twice weekly
Daily
Twioe weekly reduced to
weekly service.
Canadian Pacific
ThIs Company announced its intention to withdraw or curtail a
total of twenty-four passenger runs more than a month prior to
the effective date, but subsequently reoonsidered some of the
service cuts. The timetables, as published, show the foll~g
changes:
Train No.
DAR
DAR
DAR
DAR
DAR
DAR
DAR
12
13
14
15 16
17 20
Terminals
Kentville-Halifax
Halifax-Kentville
Kentville-Halifax
Halifax-Kentville
Yarmouth-Halifax
Kentville-Yarmouth
Yarmouth-Kentville
Former
frequenoy
Sunday
Daily
Ex.Sun
Sunday Sunday
Fri.&. Sun.
Saturday
Present
frequenoy
Withdrawn

II

C a na dian R ail
Train No.
202 -203
167
164
307 306 313 307 308 309 -310
311 -312
Other changes
]:ormer
Terminals freouency
Montreal-Megantic Daily
Montreal-Mt.Laurier Ex.Sun.
Mt.Laurier-Montreal Ex.Sun.&: Mon.
roronto -Owen Sound Ex.Sun.
Owen Sound-Toronto Ex.Sun.
Toronto-Owen Sound Sunday
Medicine Hat-Lethbridge Daily
Lethbridge-Medicine Hat Daily
Calgary-Lethbridge Tue,Thur,
via Ft.Macleod &: Sat.
Cal~ary-Lethbridge Mon,Wed,
via Vulcan & Sun.
of interest
Par;e 265
Present
frequerlcy
WIthdrawn
Mon, Wed, Frio
Tue. &: Thur.
1.1on, Wed, Fri.
Tue. Ii; Thur.
Withdrawn
Tue, lhur,Sat.
Mon, Wed, lri.
Wed. & Sat.
Lhur.& Sun.
On the Canadian National, Railiners ~os.631-632 (Saskatoon­
Hudson Bay, Sask) have been extended to The Pas, 1.1an., a one-time
terminal of their predecessor trains Nos.31 and 32.
The Jasper-Prince Hu~ert service has reverted to its former pat­
tern for the winter, but the train numbers have not ch~lnged. The
overnight trains 5 and 6 run Jasper-Prince George six days weekly
while Railiners 605-606 provide tri-weekly service between Prince
George and Prince Rupert. 1Uxed tra ins 289, 290 and 206 have be­
en restored to their tri-weekly run between Prince George and Mc.
Bride.
Twice-weekly service between Levis and Edmundston will re-commence
on December 16th, when rrains Nos.68-69 and 67-70 make their first
runs of the season. The sleeping cars normally operated on
these trains will run between Montreal and Riviere du Loup until
that date.
Mixed train service in Prince Edward Island will follow the same
schedules as last year, with seasonal trains beginning operation
on December 15th.
All C.N.trains in the Montreal commutation services have been re­
numbered between 901 and 996. Trains 995-996 (formerly 37-38)
now run to and from St.Hyacinthe instead of St.Rosalie Jct.,while
Trains 942 to 945 run to and from St.Gertrude instead of Montreal
Nord.
Sceneramic Lounge cars are now shown in the equipment tables for
trains 1 and 2 Super Continental and 9 and 10 rtpanorama. They
operate between Edmonton and Vancouver on trains 9 and 2, and be­
tween Jasper and Vancouver on trains 1 and 10.
The Delaware and Hudson Roads Montreal-New York service provided
by D. &: H. trains 34 and 35 The Laurentian Was supposed to have been
replaced by Budd RDC units, leased from the Boston and
Maine HR., with a transfer to New York Central trains at Albany,
but the conventional trains (With Parlor Observation cars) have
continued to operate, apparently by order. of the New York State
Public Service Commission.
The Toronto -Boston sleeping car, formerly carried on CPR trains
321-322 and T.H.& B.-N.Y.C. trains 371-376 have been discontinued.
The Christmas -New Years holiday period has been given consid­
erable attention by the C.N., and will see the operation of a
Holiday Special between Montreal (Central Station) and Toronto in
5 hours, 45 minutes, the fastest schedule ever advertised between
Canadas largest cities. The Montreal -Campbell ton Chaleur
Nos. 61 and 62, and its Gaspe connection, 29 and 30, will operate
December 16th to January 8th, and the Newfoundland express The
Cari boo will run daily during the holiday period.
1,824, the last survivor of the nine experimental self­
propelled cars which the CNR acquired in 192,-26. The famed
1,820, which established a 67 hour record between
Montreal and Vancouver in the mid 1920s, was a sister
unit, similar in most essential characteristics. 1,824
which for many years operated the Tower Car service in
the Montreal electrified territory, is shown at Central
Station November 12th, 1964, during the ceremony at
which the historic vehicle was presented to the C.R.H.A
for preservation.
(Above photo and cover photo courtesy
Canadian National Railways & J.N.Lowe)
Canadian Rail Page 267
l,ail~ lebunbant
?

During the past three years, the Canadian railways have filed
abandonment applications with the Board of Transport Commissioners,
for a total of about 3800 miles of track, by far the greater part in
Alberta, Saskatchewan and Manitoba. Upon most of the applications
no action has yet been taken, but it is expected that decisions will
be rendered in many oases during the next feVi years. The sketch
map of railways in the Prairie Provinces on the following page,
(compiled from the list of applications submitted to the Board to
September 25th last), outlines where some of the possible rail cuts
may be made.
Following is a list of the lines affected:
MARITIME PRO 17INCES
From To Miles
CN
Buctouche Moncton Buctouche 29.7
Caledonia Caledonia Caledoni.a Jct. 21.9
Oxford Scots burn Ta tamagouc he 24.4
St.Peters St.Peters St.PeterR Jct. 25.5
Sunny Brae Ferrona Jct. F:nd of track 25.4
QUEBEC & ONTARIO
CN
Alvinston Glencoe Alvinston 10.5
Helllllingford St.Remi. Hemmi.ngford Ih.8
Hickson Woodstock Hickson 6.9
Maynooth Birds Creek Wallace 27.4

Bessemer Childs Mine 7.3
Penetang Colwell Penetang 31.8
SiJncoe Simcoe Port ~owan 16.9
CP
Orford Eastman 1Jalcourt 15.3
l&PS
complete rye London Port Stanley 24.0
WESTEFN CANADA
(No.on map)
CN
1. Demay Camrose Jct. Ryley 24.9
2. Haight Vegreville Haip:ht Jct. 21.8
3. Kingman Tofield Earlee Jct. 23.4 4.
Stettler Ferlow Jct. Di.nosaur 108.0
Endiang Nevis flanna 74.9
Spondin Scapa Spondin 17.7
5. Dodsland Hemaruka Loverna Jet. 154.1
6. Bodo Bodo Unity 51.5
7. Cut knife Rosemound Carruthers 17 .0
8. BoJ.ney Spruce Lake
Jc. Frenc~:tl£e
28.2
9.
Amiens Amiens Jct.
En~land
75.0 10.
Porter Oban Jct. Ea tleford 47.6
11. Carl ton Dalmeny Carlton 35.9 12.
Cudworth Young Jct. Cudworth Jct. 108.0
Meskanaw Melfort Lannow 89.4
St. Brieu:x: Thatch Humboldt Jct. 52.2 13.
Arborfield Crane Arborfield 19.4
14. Chelan Reserve C:rooked River 60.1
B.
c.
ALBERTA

if/a.f~$

}g
kr,.
SASK.
v,th
il/
MANITOBA
RAILWAY
LINES
1111
T#E
PRAIRIE
PROVINcES
SHOWING
L
IN
ES
PROPOSED
FOR
AB
AIIIQ()
NME
NT.
~
NO£l1es
or
110;$
with
.sI4!epe,
a
meal
s.,,,icl1
l!Qrs.
Cana·dian Rail Page 269
Subdi vision From To
~
15. Elrose Tichfield Kindersley 120.6
White Bear Rston Whi te Bear
34.3
Mantario GJ.idden Alsask
43.8
Acadia Valley Acadia Valley Eyre 23.7
16. Beechy Dunblane Beechy
34.7
17. Main Centre Mawer Main CGntre 48.6
Riverhurst Riverhurst Central Butte 18.0
Central Butte Grainland Moose Jaw Jct. 66.6
18. Gravelbourg Claybank Burnham 125.3
19. Avonlea Radville Avonlea 51.9
Weyburn Radville Weyburn 25.1
Eengough Willollbunch BP.ngough. Jct. 71.4
Goodwater Radville Jct. Goodwater 26.8
20. Blewett Luxton Blewett 20.8
21. Glenavon Regina Kipling 91.8
Cromer Kipling Maryfield 52.4
Corning Peebles HandSllorth 22.3
22. Tonkin Parkerview Russell 109.3
Rossburn Russell Rossburn Jct. 104.3
Rhein Ross Jct. Wroxton 37 .8
Necpawa Neepawa Jct. Rossburn Jct, 32.8

Rosshurn Jct. Neepawa 4.2
23. VI inni pe gos is Sifton Jct. Winnipegosis 21.2
24. Ste.Rose Ochre River Rorketon 37.1
25. Oakland Portage Amaranth 52.7
26. Rapid City Beulah Hallboro 74.4
27. Neepawa Carberry Jct. Muir 23.5
28. Pleasant Point Brandon Jct. Portage 51.8
29. Cabot Portage Winnipeg 46.6
30. Carman Carman Jct. Belmont 118.8
Notre Dame N.D.Jct. N.D.de Lourdes 2.6
Miami Morris Somerset 61.9
Wakopa Greenway Neelin 17.8
Hartney Belmont Virden
91.4
Wawanesa Hartney Jct. Brandon
37 .5
31. Inwood Grosse Isle Hodgson 80.9
32. Rid£,eville South Jct. &terson 70.0
CP
A. Rossland Warfield Rossland 7.5
B. Cardston Cards ton Glenwood 26.7
C. Woolford Raley Whiskey Gap 21.0
D. CassUs Cassils Scandia 23.)~
E. Big Gully Lloydminster Hillmond 24.4
F. Furness Eppinp, Paradise Valley 19.3
G. Hatton Hatton Golden Prairie 17.1
H. Altawan Notukeu ~{anyberries 54.5
J. Whitkow Pierard Redfield 14.2
K. Asquith Urban Baljennie 43.8
L. Stewart Valley Baird Stewart Valley ?0.4
M. Dunelm Player Siromie 24,6
N. Colony Rockglen Killdeer 24.6
P. Kisbey Stoughton Weyburn 35.5
Q. Lyleton Waskada Lyleton 19.9
R. Boissevain P.oissevain Lauder 35.3
s. Lenore Kenton Lenore 6.2
T. -arcoe McGregor Varcoe 54.9
U. Carman Carman Plum Coulee 25.6
/
The
F.M.Wilson
or
the
P.M.Wilson.
Who
can
tell
us
anything
about
the
above
photo
g
raph
or
the
locomotive
pictured?
Notation
on
the
back
of
the
old
print
shows Edwin
W.
Brown-IISold
at
Port
Dover.
Canadian Rail
Page 271
canrailpass
CN
To stimulate rail travel in Canada by visitors from abroad, and
with a view to the 1967 centennial year, Canadian National
Railways is introducing the Canrailpass. Mr. Pierre De lag rave ,
CNs Vice-president of Passenger Sales and Services announced that
Canrailpass, the first of its kind to be offered by a North Amer­
ican railroad, will be available December 1.
The pass will give travelers from Great Britain, Ireland and con­
tinental Europe unlimited travel in Canada for a period of 30 con­
secutive days on all CN~operated and Pool trains. The oost will
be $99 for adults and $50 for ohildren between 5 and 12. The ~s
will cover rail transportation only, but holders may purohase
sleeping or parlour car accommodation in Canada, if desired. As in
CNs Red, White and Blue fare plan, parlour or sleeping car space
held by Canrailpass holders will entitle them to complimentary
meals on trains providing these services. In addition the pass
will cover. the customary free checking of 150 pounds of baggage for
each adult, 75 pounds for each child.
Canrailpass will be available through CNs own offices in Great
Britain and Paris, as well as through authorized sales agencies
throughout continental Europe. Canadians may also purchase it here
for use by friends or relatives planning visits to this country.
On boarding a train the passenger need only show the conductor his
Canrailpass and passport.
We have.devised Canrailpass to encourage more Europeans to tra­
vel in Canada, said Mr. Delagrave, and it is our hope that the
pass will be an incentive for travelers from abroad to visit Canada
during the 1967 Centennial Year. (CN evidently must have plans
for increasing its inventory of equipment to cope with what on the
surface would appear destined to create further aggravation of its
summer peak problems. Canadian Rail will report on any passenger
equipment additions. –W.L.P.)
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canrailpass
valid one month from valldo per un mese dal
… alable un mols it dater du 001110 fOr einen monat, ab
country
pays
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Par;e 272
Canadian Rail
Another paint scheme for C.P.
Budd H.D.C. cars?
CP 9106, photographed at Quebec
City by :.1r.Hoger Boisvert, is
shown carrying u somewhat com­
plicated front-end pattern of
orange and silver stripes & tri­
angles, different from the col­
our scheme on the same car, as
shown on Page 201. (September)
The two-unit train, en route
to Montreal, was being serviced
at the CP roundhouse near de la
Couronne St., October 17, 1964.
The cars are not fuelled at Pa­
lais Station, but the train is
stopped when it passes the shop.
–H. Boisvert.
C. P., as used in Canadian Rail, generally refers to the
Worlds Largest Travel System, the Canadian Pacific J whose
railway lines constitute something in the order of 40~ of Ca­
nadas rail network. In other parts, however, the initials,
C. P. stand for another railway organization, Cia.dos ~nhos
de Ferro Portugueses (Portuguese Railways). British RruUways
use the obvious initials B. H., but some of the letters used
to designate other European railways are not so well known or
obvious to English-speaking people.
The initial s in the S. J. used to indicate the &.vedish
State Railways refers neither to Swedish nor Svenska (Swedish
in Swedish) but to Statens as in Statens JMrnv~gar (The State
Iron-way) •
For those whose interest in railways is global, below is
a list of some of the standard abbreviations used in Europe to
designate ownership of passenger and freight rolling stock,~
B. L. S.
C. F. H.
C. F. L.
C. 1. E.
C. F. F.
S. B. B.
F. S. S.
D. B.
D. H.
F. S.
J. Z.
M. A. V.
-Bern-LBtschberg-Simplon (Berner Alpenbahn Ges.)
-Caile Ferate Romane (Roumanian State Railways)
-Chemins de fer Luxembourgeoise (Luxembourg Rys.)
-Coras Iompair Eireann (Irish National Transport)
-Chemins de fer Federaux (Swiss Federal Rys.)
-Schweizerische Bundesbahnen –
Ferrovie dello Stato Svizzera It
-Deutsche Bundesbahn (German Federal Hailway)
-Deutsche Reichsbahn (German State Ry.(East G.))
-Ferrovie dello Stato (Italian State Hy.)
-Jugoslovenske Drzavne Zeleznice (Jugoslav State
-Magyar Allamvasutak (Hungarian Rys.)
State Railways.)
O. B. B. -Oesterreichische Bundesbahnen (Austrian Federal
p. K. P. -Polske Koleje Panstwowe (Polish State ~Hys.)
Railways.)
R.E.N.F.E.-Red Nacional de los Ferrocarriles Espanoles
(Spanish National Railways)
V. H. -Valtionrautatiet (Finnish State Railways).
Canadian Raj 1 Pa;-e 273
Notes and News
–P. A. Ganley
The Board of Transport Commissioners has authorized CNR to abandon three of its
branch lines in Canada. The first is the 29.7-mile branch line from Buctouche Junct.ion
to Buctouche in New Brunswick. The railway may end its service after
January 1, 1965. The other two lines involved are in Ontario. They are the
22~-miles branch line between Lornevi1le and Coboconk, Ontario, where service
may stop after April 1, 1965; and a 17-mile branch line between Simcoe and
Port Rowan in southwestern Ontario.
The city of London, Ontario, has appealed to the Board of Transport ConuniBsion­
ere for pe rmission to abandon the money-1ce i~ London and Port Stanley Railway.
Five years ago, the City received an offer of $1 million by Canadian National
to purchase the L&PS, but the offer was rejected. Now the CNR hBs again
expressed an interest in buying it. There is no other potential buyer in sight.
The CNR is mainly interested in the lines local faci1itiea, which service
indust.ries in Westminster Township.
Canadian
Pacific has placed an order of approximately $9 million with both
Montreal Locomotive Works Limited and General Motors Diesel Limited to renew
42 units of the companys diesel locomotive fleet in 1965. Each unit will
produce 2,400 horsepower. The new unita will utilize a number of components
salvaged from 42 of the companys oldest diesels of about 1,500 horaepower which
will be withdrawn from service and replaced by the new locomotives.
The Grand Trunk Western Railroad has ordered 80 high cube boxcars from
Thrall Car Manufacturing Co., Chicago Heights, Ill. The cars are 86~ feet
long and rise 17 feet above the rails and can hold 70 tons of cargo. They
will be used to carry automobile parts.
CNRs Cabot Subdivision between npacific
Jct., Winnipeg and East Tower, Portage
la Prairie -the former Grand Trunk
Pacific main line, and more recently
known as the Harte Subdivision (part) is
to be abandoned and the right of way used
for widening the Tram -Canada Highway between
the two Manitoba cities. Approval
of the Board of Transport Commissioners
is expected to be a mere formality as the
Province of Manitoba and the communities
served by the 46-mi1e line have offered
no opposition. This arrangeroont would be
similEr to that covering the abandonmsnt
two years ago of part of the Nationals
picturesque Mont.fort Subdivision in
Quebec. The adjacent photograph shows a
passenger train following the shores of
Lac St. Francois Xavier between the
villages of Montfort. and Newaygo.
Continued on Page 275
Photo -P.Ganley
Pare 274 Canadian Rai 1
$el0 be
…• by Ferro
With lukewarm boiler and lethargic crew, Government of
Canada Bill C-120, designed to inject new virility into Canadas
railways, is again running low on steam. Her rails buried under
the ubiquitous red maple leaves which are heralding Fallon Parli­
ament Hill, Bill C-120 has lost her feet during the ascent toward
second and third reading and will al~ost surely not reach Summit
during the current session of Parliament.
However, another important, if smaller, railway matter
has of late received most vociferous and urgent attention from sev­
eral of this Nations guardians. Bill C-120 will have a marked
effect on all Canadians. This other matter, though, will even more
directly affect the convenience of Parliamentarians themselves, and
the battle cry has been sounded. However, even with several of
Canadas M.P. s sounding the alarm, the cause will almost certainly
be lost –a case of too little too late. A pity!
The railway crisis which has been brought to the fore is
this: those responsible for re-arranging the esthetics of the City
of Ottawa have, in their wisdom, decided that railway passenger
trains serving the nations capital will terminate at its outskirts
instead of at the present downtown Union Station. Members of
Parliament, and others, will nave to use alternate transportation
to complete their journey to downtown Ottawa. Incidentally, an
identical situation will arise in Saskatoon where CN will trade
its present modern downtown terminal for one located at the perim­
eter of that city.
Both Saskatoon and Ottawa have, in our opinion, sounded
the death knell to their present healthy rail passenger service.
CNs Pierre Delagrave not long ago heartened many in this land with
his explosion of innovation in railway passenger travel. However,
even Mr. Delagraves effervescent optimism was directed at relativ­
ely short intercity runs runs which can compete with airlines
and automobiles because of ever-increasing metropolitan traffic
congestion. Mr. Delagrave wasnt as confident in longer dis­
tance runs where metropolitan delay is a much less important factor
in relation to total travel time.
The main advantage of rail travel, then, appears to be
swift access to and from business districts the ability to
transport from downtown to downtown without change of vehicle. As
concerns Ottawa and Saskatoon, rails big gun will be rendered im­
potent. Bus companies which are now forced to an extremely low
fare betweer. Montreal and Ottawa will be able to increase fares and
will thrive. They will continue to offer the convenience of down­
town to downtown service. Travellers who want speed and can pay
for it will fly. The inconvenience will be no greater than if
travelling by train. Railways, then, will be caught in the middle.
They will offer airline inconvenience without airline speed; they
may offer autobus prices, but not autobus convenience. Short dis­
tance travel by private auto to and from these two cities will be­
come more attractive.
Canadian Rail
Paee 275
Railways have little choice concerning the Ottawa move,
and in Saskatoon CN stands to reap other benefits which will no
doubt more than compensate for the inevitable decline in passenger
traffic. We speak only for those who welcome Canadas revitalized
rail passen~er service when we lament the willful destruction of
this service s main selling point in two important Canadian cities.
Let us fervently hope that this trend toward suburbia will go no
further. It is largely because of their excellent downtown access
that Canadas passenger trains have a hope for a rosy future. To
surrender this access in very many cities would make continuance of
rail passenger service an extremely marginal proposition indeed.
NOTES & NEWS Continued from
Page 273.
Cons truction of the $75 million Place Bonaventure south of CNs Central
Station in Montreal has begun, with ground-breaking ceremonies scheduled
for December 3. Workers have begun digging caissons between the railway
tracks which will go 20 feet into the grourxi. Pillars will then be built
into the hoo CadSBOns covering the site. CNs old express buildill: at
the co:tn3r of Lagauchetiere and Inspector Streets has been razed, thUG
clear~ way for construction.
The three-mile section of track between Quebec City and Cadorna has been
converted to CTC signalling. Originally this section was governed by the old
electric staff block system. CN has extended the CTC system as far as WabamUJI,
Alberta, about hS miles west of Edmonton. Before the end of the year the
system should reach Edson, Alberta.
CNs new skyview cars (8 double bedrooms and a lounge), recently purchased
from the Milwaukee Road, will be named the Mahone, Malpeque, Fundy, Trinity,
Baddeck, and Gaspe. They are numbered 1900-190S. The cars are now being
refurbished in CNs Point St. Charles Yard in Montreal, and should be ready
for service on The Ocean Limited and The Scotian earlY in 1965.
Construction of the proposed Northumberlam Strait causeway between New
Brunswick and Prince Edward Islam is expected to get underway in 1966. There
is now sorne concern becaUge it has been reported that the ca1.Beway will not
include a rail linB. The Charlottetwon Even~ Patriot comments in an
editorisl: If a sizable portion of our people feel that this is unthinkable,
they should seek early and definite action to reverse that situation.
The Baltilnore ana Ohio Railroad now shows full-color first-run movielil at no
extra charge on its main routes as a part of its moat recent effort to lure
more passengers. The dining car will be converted into a theatre car for
81eep~ car pSI!Isengers. Coach passengers will also be treated to free
movies as two cars will be designated as l1Iovie cars. This might be an
idea for CNR to look at as part of their vigorous effort to bring back
passengers to the rai38. CN now converts their dining cars in tne eveningll
to bingo cars.
Time To Trade
Ed McNally –Montreal Star
CANADIAN RAILROAD HISTORICAL ASSOCIATION
cs/a6/ilhtJ 1932 • :Box 22 . Slalion 13 . ft{onlt14f 2 . QJI{6u • 8ncorpcrdlJ 1941
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