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Canadian Rail 163 1965

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Canadian Rail 163 1965

Number 163 / February 1965

Canadian Rail Page 19
jl h.p.~
The upper photograph on the adjacent page shows the one h.p.
motive power unit and rolling stock on the Mattagami Railway about
the year 1928. The photo, from the collection of Mr. J.E.Monty
Montgomery, Timmins, Ontario, was taken by Mr. Fred Davidson of
Schumacher, Ontario, and shows some of the early equipment on the
Abitibi Power and Paper Companys subsidiary line at Smooth Rock
Falls, Onto
This Mattagami line is not to be confused with the recently­
completed Matagami line of the National Railways between Franquet,
and the ore-rich area around Mattagami Lake, ~uebec.
Are t bey? -or­
are they not
· · · · · ·
. :
From Edmonton comes a photograph and description of what may
well be one of the last stub switches still in daily use on a ma­
jor Canadian railway. There are two of these three-way stubs, a
short distance from one another on an industrial lead near ~ 104
Avenue Yards in downtown Edmonton. The spurs on either side serve
industrial loading docks while the centre track is the main line
of the lead from which other sidings diverge at intervals. Mr.
Eric Johnson, who sent us the photo and details, tells us thffi the
CN normally switches the line about 2 a.m., since the area is UB­
ually overparked with cars in the daytime.
Are these the last of their kind in Canada? Let us know if
there are others still in use •
• .
1 The Cove r I
Its not going to be this easy to get occupancy of the rear seats
in C.N.s modernized SKYVIIDV Cars, while the Ocean or the Scotian
is following the beautiful Matapedia Valley, or traversing the
scenic Folly Lake area of Nova Scotia. But our cover photo this
month gives some indication of the panoramic view which awaits
passengers in the newly-rebuilt cars, which the Natiopal System
recently purchased from the Milwaukee Road. (See C.R. May,1964).
Photograph courtesy C.N.R.
Page 20
Canadian Rail
. . . . . .
Inevitably, as the centenary
year of Confederation approaches,
artifacts bearing relationship to
the political events centering on 1867
take on a new interest and
meaning. Huseums are busily seek­
ing out and refurbishing portraits,
photographs, letters, manuscripts
and other mementoes of the Fathers
of Confederation; even the sites of
the various acts and deliberations,
such as the Charlottetown Confer­
ence of 1864, are being converted
into national monuments, as indeed
they should be.
fhe Canadian Railway Huseum by
Orner Lavallee.
will have its own Confederation
showpiece for 1967 in the form of
Canadian Pacific Railway official
car No. I, whose own origins are
known to date back to the commemor­
ative period, and quite possibly,
even beyond it; it is related dir­
ectly to the formative years of
Canada as we now lmow it and was
associated with the legendary poli­
tical figures of that period who
brought the initial union about.
When No. 1 was retired from
service in 1960, at a minimum age
of 92, it WGS probably the oldest
regularly-operating non-museum
Canadian Rail
piece of railway rolling stock in
North America. Its oriGins are
known to date back to about 1868,
but conceivably, as an ordinary
passenGer car, its history might
have begun as early as 1854. While
the exterior of this Ii ttle If8-foot
car has been reconstructed at least
once in the intervening period, al­
tering its appearance qui te radi­
cally, the greater part of the in­
terior is unquestionably original.
A visit to the interior of No.1
conveys, to the connoisseur, an
aura of restrained antiquity, an
impression heightened by the varn­
ished oe:.k tongue-and-groove interior
wall fini sh and the small, regular­
ly-spaced windows. Certainly. the
decor of No.1 stands in stark con­
trast to the almost-baroque, c1asc­
ically late-Victorian treatment of
our other official car, Saskat­
chewan. When No. 1 was built, the
car builder was still subordinating
final ap~earance to the basic re­
quirements of the car structure.
Glass las expensive and structural
considerations precluded wide or
tall windows. By the late Seventies
however, the art of the laster Car
Builder had achieved full flower,
and to the refrain of hang the ex­
pense sung by unabashed, unrepen­
tant and self-admitted capitalists,
the picture window Vias incorOora­
ted, intricate hand-carved fioral
designs were execu ted by 1uropean
artists out of tropical woods, kit­
chens and lavatories inlaid with
terrazzo tile, and bevelled-glass
ndrrors placed in every unoccupied
panel. It is not surprising that a
car like Saskatchewan coct its
owners a price equivalent to four
new steau locomotives.
No. I, on the other hand, re­
flects the anterior practice, and
except for necessary modifications
to interior appointments such as
plumbing and heating, it is essen­
tially as it ap~eared about 1868
when 1 twas ei ther (1) buil t new <;s
an official car,or (2) rebuilt from
an older car frame, possibly that
of a passenger coach.
Page Z 1
is now No.1 was purchased
by Canadian Pacific Railway on Oct.
5th, 1882, from the Saint Lawrence
& Ottawa Railway, two years prior
to that Companys absorption by the
C.P.R. The Saint Lawrence & Ottawa,
which extended from Prescott,Ont.,
to Ottawa (Sussex Street), with a
branch from Chaudiere Junction
(Ellwood) into Broad street, was
Ottawas first railway, opened on
December 25, 1854. This pioneer
line, known originally as the By­town
& Prescott Railway but changed
six days after its opening to Ottawa
& Prescott Railway (to agree with
the renaming of CanadaS future
capi tal from II By town to Ottawa)
was financed in a precarious manner.
Chaudiere Jc.
Os goode
c.. R..
(Not to Scale)
t:: I-j p ~ ~. ::l
.. -i
😕 a> I-j
0 I-j t-O Ol ::l ?; m

. .
o I ::s III 0-,
I ::< :0 II>
Canadi,an Rail
Added to this, it was a standard­
gauge railway buil t during the
ascendancy of the broad Provincial
gauge, and its only physical inter­
change for freight cars was afford­
ed by a car ferry crossing of the
Saint Lawrence River from Prescott
to Ogdensburgh, N. Y., where the
Northern RailRoad of New York conn­
ected and had its principal shops.
In fact, much of the original pass­
enger equipment of the ottawa &
Prescott was built by the Northern
at Ogdensburgh.
Construction of the Grand
Trunk Railway along the Saint Law­
rence from Nontreal to Toronto in
1855-56 changed the traffic pattern
somewhat, but the fact that the GTR
was built to the broad gauge consti­
tuted an impediment to free inter­
change for some fifteen years, un­
til 1872 when it was reduced to
The depression of 1857 hit hard
at the O&P and default in bond int­
erest payments resul ted in the even­
tual sale of the railway to the
first mortgage holders, wiping out
all of the original equity capital
and much other indebtedness. Con­
sequent loss of confidence and even
resentment exhibited toward the
railway by the towns and villages
along its path culminated in its
complete closing and cessation of
all traffic in 1865. The railway
Vias virtually abandoned for more
than two years.
The advent of Confederation
and the prospect of ottawa evolving
as the capital of a larger politi­
cal organism than the original
Province of Canada resulted in a
resuscitation of the moribund
ottawa & Prescott. In 1867, a new
Company, the Saint Lawrence & otta­
wa Railway, was incorporated, and
early in 1868, long-needed repairs
were made to the line, enabling it
to be reopened to traffic. A sur­
vey of the original locomotive and
car stock was made; only a portion of
it could be salvaged and repair­
ed, and there was, therefore, an
importan t infusion of new locomo­
tives and rolling stock. It is at
this period that what is now car
Page 23
No. 1 appears on the scene. Then
as st. Lawrence & ottawa No. 9
it was ei ther purchased new in 1868
or wi thin a year or so thereafter
from a builder now unknown, or else
it was rebuilt at Prescott or at
Ogdensburgh from one of the origi­
nal l854-built O&P passenger cars
condemned as such in the renovation
of 1861. The 48-foot length –very
short for 1868 –and the small
regularly-spaced window openings
incline us to the 1854 theory. If
this is so, the 110. 1 may now be
one hundred and ten years oldl
One might well wonder why a 56-
mile short line Vlould require an
official car. The ansVier is to be
found in the fact that, until Sept­
ember 1370, when the 13rockville &
ottawa was completed into Ottawa
from Carleton Place, the Prescott
line was Ottawas only railway and,
as such, it had to provide private
and reasonably sumptuous accommoda­
tion not only for vice-regal digni­
taries, government hunisters and
officers, and members of parliament
but for ambassadors and diplomatic
representatives of foreign count­
ries. The alternative passenger
route to Ottawa was by steamer on
th~ Ottawa River, a route offering
comfortable accommodation and ex­
cellent food, but requiring trans­
fer at the Carillon rapids and, of
course, functioning only in the
warmer months.
Completion of the Brockville
& Ottawa in 1870 really only pro­
vided an al tcrnative route to pOints
in central and western Ontario; the
St.L. & O.-G.T.R. route to Montreal
remained the shortest and most ex­
peditious until the ~ebec govern­
ment-owned ~ebec, Hontreal, Ottawa
& Occidental was finished from 110n­
treal to Hull in December 1877.
In 1882, to satisfy tLe growing
demand for business car facilities
on a rapidly -expanding railway
Canadian Pacific purchased the car from
the Prescott line; two years
later, on September 26, 1884 and by
virtue of a 999-year lease, the st.
Lawrence & ottawa was gathered to
the boundless bosom of the Pacific
company. The railway has survived
Page 24
physically into our
save for the spur into
Sussex Street Station,
recent year-so
time, intact
the oriEinal
abandoned in
In the period prior to 1882,
it is perhaps not stretching the
laws of probability too far to pic­
ture Sir John A. l1acdonald hammer­
ing ou t the principles of the Nat­
ional Po1icyll to the members of his
cabinet while riding down to Pres­
cott following the prorogation of
Parliament. The four walls of No.
ls lounge resounded to the varying
fortunes of the Tories and the
Grits; the silence, perhaps, of the
members of the llacdonald Cabinet in
defeat after revelation of the Pac­
ific Scandal in 1073; the jubila­
tion of the return to power in 1137·3.
This car may well have been wai ting
at Sussex street on a fateful night
in 1868 when Thomas dArcy HcGee
Vias assassinated in the streets of
the capi tal on the verge of a dep­
arture for ;·10ntreal.
1he later history of what is
now No. 1 is as follows:
1882, Oct. 5-Purchased by Canadian
Pacific Hailway and .lumbered
1886, 11arch -Rebuilt and renumber­
ed 78 (there was already a
car 77 on western lines).
1894, llarch -Renumbered 14.
1907, hay -Renumbered 1.
The fact of the rebuilding in
1886 lends additional I/eight to the
theory of an 1854 building date.
It was at this time that the trucks
and platforms would have been re­
p1aced,and the exterior resheathed.
Qui te possibly the roof style was
modified at this time, as well.
In 1907, quite accidentally,
the car was given the Canadian Pac­
ifics initial digit, inheriting it
from a pay car which had previously
been scrappec. It should be stress­
ed that the assignment of this num­
ber in no way betokened official
recognition of the age of this ven­
erable uni t. Over the years, the
Canadian Rail
originally-recorded building date
of about 1868 was inadve:rtently lost
and in the most recent CPo records,
the building date Vias shown as 18,0,2,
the year of the cars purchase from
the St. L. &0. Original records were
unearthed to re-establish the cars
pre-1882 history.
l,or at least thirty ye:ars prior
to 1959, No. 1 was assigned to the
Canadian Pacifics Superintendent
at Woods~ock, N.B. In that year,
consequent upon a CP system reor­
ganization, it las moved to ;·jont­
real and assigned to the Laurenti&n
Division. ,/hile in this service,
and in anticipation of its preser­
va~lon by CRHA. Ho. 1 was used on
the rear of our 1959 loal1 Foliage
Excursion, hauled by D-4-g engine
tlo. 424, which las operated from
;!;ontreal to Ottawa and return. In
July, 1960, No.1 was replaced as
Laurentian Division car by No. 30, a
steel observation car, and was
thereupon released to our Associa­
tion. We did not take delivery of
it, however, until April 1963, when
it was moved to De1son as part of a
Consignment of Canadian Pacific
equipment which included en6ines 29
and 144, a baggage car, coach and
observation car.
No. 1 has remained inside our
exhibits building since shortly af­
ter its arrival, helping to retain
its remarkably good condition after
countless thousands of miles and
who knows? –perhaps Vlell over a
century of Canadian railroadin6.
Historians are, perforce,
dreamers. I often wonder whether,
in the dark night hours at the mus­
eum when no one is about, the shade
of Sir John A. might be seen to
shuffle slowly toward the di11-tng
room cabinet, gropinc with an ex­
perienced hand for the decanter
that we still keen there in tri bu te
to his renowned-predilection for
alcoholic stimulant. Lest the
though t 0 f a full carafe draw lovers
of fine whiskey to the museum, Vie
hasten to add that it is empty, the
spiri ts being as truly spiritual
as our first Prime tlinisters ghost
i tselfl
C ana d ia n Ra i 1
In the bedroom, there is a
bronze bedstead in which the poli t­
ically-great could have indulged in
a few moments of fitful slumber.
Another museum might not be able to
resist the temptation to capitalize
on the popular imagination and ad­
vertise that Sir John A. NacDonald
Slept Here. Such a caption would
be trite, and distinctly out of
keeping Vii th the ethic of the Can3.-
Page 25
dian Railway Huseum. Up to now,
car No. 1 has kept its secrets to
itself, its purpose at the museum
being to serve on important occa­
sions as a reception centre for
special visitors. fhis duty not­
withst&nding, its general associa­
tions with the beginnings of CanD.da
as a nation will malte it an object
of special veneration in the con­
federation centenc.ry yeur 1967.
1965 annual meeting
The 1965 Annual Meeting of
was held January 20 last, for
ation activities during 1964,
the coming year.
the Canadian Railroad Historical Assn.
the presentation of reports on Associ­
and for the election of officers for
The Nominating Committees selection of twelve members to serve
as Executive for the year 1965 was elected by acclamation, there
being no additional names submitted to the Secretary prior to the
January 1st deadline.
Members of the Executive for 1965 are as follows:
(position held in 1964)
Messrs. R. V. V. Nicholls
C. Viau
O. S. A. Lavallee
A. S. Walbridge
It J. Collins
S. C. Cheasley
D. R. Henderson
Vi. L. Pharoah
S. S. Worthen
It M. Leduc
I. Maoorquodale
W. Webb
W. Bedbrook R.
~ Not voting members of Executive.
Vice President
Vice President
Special Aotivities
Librarian & Arohives
Technioal advisors to
Museum Comnittee
Not on Executive
during 1964.

Canadian Rail Page 27
Supplemen ting the article on the Saska to on Municipal Railway,
(Canadian Rail-November 1964) Mr. John Meikle of Edmonton writes:
nln the interests of accuracy, it should be noted that the deal
between Saskatoon and Calgary ••• in 1919 involved six Ottawa-built
four-wheeler single-end cars (Taylor trucks and no air brakes, and
converted for one-man operation) for six Preston double-enders
with Standard 0-5-trucks. These cars were numbered by Calgary
as 19, 20, 21, 24, 28, 33 to replace the numbers carried by the
single-endersfour-wheelers. They were converted by Calgary to
single end operation. Saskatoon later installed air brakes on the
ex-Calgary cars, which were numbered in the 40 series. The pio-
ture on page 256, shows four of the Preston cars which were then
numbered in the 20 series.
Six Ottawa single-end
single truok
Six Preston double-end
double truck
Prior to swap. After 1919 trade
Calgary 19, 20, 21, Saskatoon 40-45
a 24, 28, 33. incl.
Saskatoon 20-25 Calgary 19,20,21,
inol. 24,28,33.
Photogrdphs of the two types of cars referred to above are shown on
the adjacent page, provided through the courtesy of Mr. Meikle.
Although as a matter of policy we do not cover items that other
publications are in a better position to report accurately, we
feel that the spactacular record achieved by Chicagos Skokie
Swift experiment and reported fully by Headlights Magazine of the
ERA deserves some mention. Originally bused on an anticipated
975 weekday passengers,
the service carried .5859
revenue passengers on
July 8th last, and over
six thousand passengers
on October 16th. This
figure is one and a half
times the number of pa­
ssengers who used the
service when inaugurared
last April and almost 4
times the traffic hand­
led to and from Skokie
on the North Shore Line
trains before their ab­
In addition to the
spactacular traffic fig-S;;;;ji_~~!Jii
ures, ERA Headlights Car 51, one of the Iwo articulated cars rebuilt (or service on (he Skokie Swift
also includes detailscl
the two articulated ra-
pid transit cars, whioh the Chicago Transit Authority has recently
rebuilt to serve the line and supplement the eight single-unit ~s
originally assigned to the operation.
Page 28 Canadian Rail
Commuters Wanted .
A new and unorthodox publicity venttlle –a drive to attract com­
muters to rail –has been launched. The campaign has been con­
centrated on daily travellers and is linked with the faster and more
frequent services recently introduced. Publicity folders, widely
circulated in connection with the drive, emphasize the relaxation of
rail by comparison with road travel and stress particularly the dif­
ficulties of driving on congested roads mil combatting winter hazards.
Comparisons are made between rail and motoring costs. As a longer­
term policy, the drive is also being directed at residents of the
metropolis itself, stressing the advantages of moving to less built­
up areas of the country, and the lower costs of living on what the
brochures call the Commuteroutes.
All the above, we should hasten to add, does not mean that
American railways are out to woo the commuter –yet: but it
venture launched by the Western Rert,ion of British Rail in the
England, area.
In Britain ___ _
is the
Richard Beeching, widely-known in Britain as a ruthless manager and
cost-cutter, is leaving his post as Chairman of the British Railway
Board. Behind the resignation is a policy disagreement over the
future course of British road and rail transportation.
The former Conservative Government had given Mr. Beeching a free
hand to apply the strict cost-accounting principles of the business
world to the railway system, and a plan had been formUlated and an­
nounced for the abandonment of some ),000 miles of track, and the
abolishment of about 70,000 railwaymens jobs.
Shortly after the new Labour Government came to power, however,
it announced plans to re-examine many of the planned cutbacks. The Government
insisted that new investigations take social aspects
into conSideration, and stipulated that interested parties to the
changes be consulted.
Not getting the free hand he had previously held, Mr. Beeching
offered to resign and return to the Imperial Chemical Industries
from whence he had come. No successor has yet been appointed.
tIT. Tom Fraser, the Minister of Transport, is expected meanwhile to
announce a reprieve for some of the railway services previously sch­
eduled for abandonment.
And in Australia – —
One hundred new, modern trams are to be purchased by the Melbo~­
rne Tramways Board dthin the next eighteen months, according to the
word received from Australia late last year. Although there are no
definite plans for any extensions to the Citys electric railway mi­
leage, the Board intends to retain all services and will require the
new units to replace older vehicles in the fleet of 738 trams.
Canadian Rail Page 29
Impressive ceremonies were held in Saskatoon on November 17th, 1964,
in connection with the terminal redevelopment in that City. Among
the distinguished guests participating were C.N.R. President Donald
Gordon, Saskatchewan Premier Ross Thatoher, Mayor P.C. Klaehn, of
Saskatoon, and W.C. Bowra, Vice President of the ON Prairie Region.
The official party
and some 300 invi­
ted guests assem­
bled in the old eN
station at 8:45 am
and were welcomed
by Mr. Bowra, who
then invited them
to board a special
train to travel to
the new terminal.
Promptly at 9:00
am, the last train
to leave the old
station pulled out
bringing to a 01-
ose 73 years of
rail service to
downtown Saskatoon
by ON and its pre-
decessor companies.
The train consisted of engine 9074, steam generator oar, an express
oar and five coaches. On arrival at the new station, Premier That­
oher performed the opening honours by cutting a ribbon and was then
invited to open the doors of the new station with a gold key. The
guests then assem­
bled in the sta­
tion to hear brief
speeches, marking
the event. In his
address, Ilh-.Gordon
noted that the Sa­
skatoon redevelop­
ment marked the
first time in Can­
ada that a railway
had moved its en­
tire faoilities
from the heart of
a city. He pra­
ised all concerned
with the construc­
tion of the new
terminal, noting
too tit was only
in May, 1963, that he had partiCipated in ceremonies marking the com­menoement
of the project. The CN President stated that it was a m~
tar of pride for him to note that the entire project had been comple­
ted in some eighteen months.
Page 30
Canadian Rai 1
Following official opening of the station, guests again boarded the
train for a tour of the new yard. Young ladies from the CN offices,
attractively attired in red, white and blue outfits, served coffee
to the guests as the train toured the yard and returned to the
downtown station. On arrival at the old station, members of the
official party removed a section of rail from one of the tracks
to mark the closure of the station and immediately following this,
~Jr. Gordon, Premier Thatcher, Mayor Klaehn and Nr. liorris Wiss,
representing the developers of the downtown property, turned the
first sod for the commercial complex that will rise on the site.
A reception and luncheon at the Bessborough Hotel followed. Among
the several speakers was Mr. A.B. Hill of Calgary, president of
Scott National Fruit Company, the first firm to locate in CNs new
Nutana Industrial Park on the site of the old freight yard and shops.
lilien fully developed, this area will have 70 industrial sites all
served by road and rail access.
The move to the new terminal took place in several stages over the
past few months. Some Operating Department office staffs moved to
the new location during the early summer and on August 31st, all
rail and shop operations were transferred from Nutana to the new
yard. The old station and downtown yard closed following the
arrival of Train # 3 on the night of November 14th and the new
station went into use with the arrival of Train # 10 on the morning
of November 15th.
The new terminal covers 285 acres and is two and three-quarters
miles long. It contalns seven major buildings and the yard, yThich
has been described as the most modern flat yard in Canada, contains
40 miles of track. The entire area is lighted by 150 mercury vapor
lights for 24 hour a day operation. Extensive use of glass and
coloured brick was made in the cons truc tion of the passenger s ta tion,
which has an open concourse area of over 3800 sq. ft. The express
freight building is a concrete and steel structure 445 ft. long with
43 loading docks. A towveyor system, pneumatic tubes for handling
waybills and. a modern communications network will speed the handling
of traffic through the shed. Focal point of operations in the
Germinal will be the operations to, .. er building which houses the
Trainmasters, Dispatchers and Yardmasters. The latter will direct
operations in the yard from a glassed-in tower and will be in
communica tion .Ii th crews via two way radio and talk back speaker
system. The C.T.C. installation in this building will control all
main line traffic between Melville and Biggar and north to Warman.
The diesel and car repair building contains run through tracks in
both shops with a modern machine shop, offices and locker rooms in
the oentre of the structure. The diesel shop can aocommodate nine
locomotives or six railiner units for running repairs and. nine
freight cars can be housed on the enclosed repair tracks in the
Car Department section.
eN boasts that the new facilities are geared to meet the
transportation demands of a growing city and. this impressive
llew terminal appears to be capable of substantiating that
~C~a~n~a~d~i~a~n~R~a~i~l~ ____________________________________________ p~a~
Notes and News
–P. A. Ganley
The Canadian Pacific has been authorized by the Board of Transport
Commissioners to abandon the 15 mile branch between Estray and
Valcourt, ~ue. on April 30th. There has been no mail or pass­
enger service of the line for many years -freight trains operat­
ing about once a week on an as-required basis.
CN has teamed with its New England subsidiary, the Central Vermont,
plus the New Haven, Leigh and Hudson River
Pennsylvania, Reading,
Central of New Jersey and The Baltimore & uhio Railways to forge
the fastest freight line between Eastern Canada and the big Eastern
United States market. The new service has been christened The
Canadian Yankee. The schedule calls for third day arrivals at
such U.S. points as Philadelphia, Harrisburg, Wilmington, Baltimore
and Washington. Connections will be made at Potomac Yards, Va.,
with the Richmond, Fredericksburg and Potomac for Atlantic Coast
Line and Seaboard Air Line destinations, and directly with the
Southern Railway.
CN is experimenting with what is possibly th~ largest stock car
on the continent. The prototype unit is a double-deck livestock
car having three times the capacity of most of those presently in
use. If the unit proves acceptable to Alberta livestock shippers
and stockyard operators, this particular type car will be increased
in number. The car can handle So slaughter cattle Or 250 butcher
hogs on its two decks, which have a length of 55 feet and headroom
of 5 feet, ten inches on the lower level and 6 feet, 7 inches on
the upper.
The Board of Transport Commissioners has amended its original
abandonment order to allow a mile and a half of the Buctouche
branch line to remain. The original abandonment order covered all
except the first quarter-mile of the 30-mile branch line. This
mile and a half will be left to serve as a spur to the surrounding
industrially-zoned area.
Montreal Locomotive Works Ltd has delivered two new 2,400 h.p.
locomotives to CN which will be used on high speed freight service
to the West. CN has ordered 400 steel flat cars from Quebec and
Ontario car builders.
CN is featUring a series of commercials which include on-train
recordings of conversations with passengers which is part of its
program to lure passengers back to the trains. The radio commer­
cials were obtained by radio and TV personality Fred Davis who
toured the country by rail taking more than 60 tape-recorded
On December 21st, CNR extended its C.T.C. signalling system to
Edson, Alta. 105 miles east of Jasper. The stretch from Edson to
Jasper will be added this year.
Portal To Portal
Doug Wright –Montreal Star
–.-:=::—– – – –

Theyd have a Jot more people riding the trains on a c oid morning if theyd build a nice big parking lot right
bestde tbe station!
CANADIAN RAIL: Published eleven times annually by the Publications Committe,
Canadian Railroad Historical Association. Subscription included
wi~h Associate Membership: 54.00 annually.
Hilliam Pharoah
John H. Saunders
Frederick F. Angus
Hyman Mande 1
Robert Half yard
Omer Lavallee
l1illiam Fowle
Nichael LeJLlC
A, Icu~t 5 ,((lk~ berore you
m:ene. IICClld us lencr. a card.
or pOI.oUlee dHln,e-Or.
.4drc,~ form leillnl us LolU your
OLD oot! your NEW addre»c~.
Kenneth F. Chivers, Apartment 3, 67 Somerset Street West, Ottawa, Onto
Peter Cox, 2936 West 28th Avenue, Vancouver 8, B.C.
William F. Cooksley, 594 McDonald Avenue, Sault Ste. Marie, Onto
J.S. Nicolson, 2306 Arnold S1:reet, Saskatoon, Snskcitchewan V.H.
Coley, 11243-72 Ave., Edmonton, Alberta
Hilliam D. McKeown, 900 Oaza Senriyama, Sui ta City, Osaka, Japan
John H. Sanders, 10 Church St., Ampthill, Dedsford, England

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