Super Continental Divides Montrealers from lorontonians!
Lakeshore Express Goes 334 miles Non-Stopl
Hore Mixed Trains Trimmed from Timetable –
CP Restores Dayliner Runs –
or all of these could serve as feature headlines for the
–F. A. Kemp.
The principal feature of the new Canadian National schedules
is the separation between June 23 and September 8, of the 110ntreal
Vancouver and Toronto-Vancouver portions of the Super Continental.
Trains 51 and 52 will operate between Hontreal and Vancouver during
this period, separated from Trains 1 and 2 by about 1 hour and 40
minutes. T~ains 9 and 10 I1Panorama and their Toronto-Capreol con
nection 109-110 continue to run as last year.
On the Eastern end of the system, the Chaleur, Trains 61-62
have been restored, and the Ca,iJpbell ton-Gaspe Railiner 629-630 Vli11
be replaced by conventional trains 29 and 30 during the period June
2l-September 11. The Ocean Limi ted
Trains 1 and 2 have been re
timed and slightly speeded-up, and their Moncton-Saint John and
TrurO-Sydney connections have also been adjusted. However, the New
foundland services have not been retimed as they Vlere last year and
Newfoundland passengers will have to languish (this is the only word
for itl) in North Sydney for over five hours in each direction,also
for seven hours in Truro, N.S., westbound. Trains 1 & 2 Caribou
operate daily June 24-September 8.
Twice daily bus service has been restored between Amherst, N.
S. > Summerside, and Charlottetown, P.E.I. supplementing the service
provided by Trains 39 and 40, which are reputedly the last North
American passenger trains to be transported by ferry.
The Christmas Holiday Specials of last winter were the fore
runners of this summer I s version ,of the I1Lakeshore Express trains
7 and 8 between Montreal and Toronto, which will run non-stop in 5
ours, 45 minutes.· This 335.3 mile trip is probably the longest
non-stop run ever scheduled in Ca.nada.
The Hontreal-Portland Holiday Special will make its Saturday
round trip on nine Saturdays from July 3 to August 28. This is the
lust passenger train serving Portland, t1aine, and one of the last
two in the State of Haine (the other is CPR No. 41-42, the Atlan
110ntreal-Belleville Trains 25-26 have been renumbered 27-28,
and have been made to stop at Long Sault and Ingleside, Ont., in
the westbound direction only. Trains 5 and 14 retain their 6 hour,
15 minute timing, but do it ev(.ry day (No more 105-114). Overnight
mail and express trains 18 and 19 have lost many of their intermed
iate stops, and a considerable amount of running time. Train 19
has been restored to its former position ahead of Train 17. Sunday
trains 118-119 have also been speeded up, with a number of stops
Page 98 Canadian Rail
In Southwestern Ontario, the three daily Toronto-Niagara Falls
trains have reverted from Railiners to conventional equipment,while
Toronto-Stratford, trains 28 and 35 have been converted to Railiners,
Guelph-Owen Sound Tr8ins 172-175 have reverted to this equipment for
the second time. Numbers have been changed to suit the change (627
635,672,675). Toronto-Windsor trains 9 and 10 have also re-appear
ed in the public schedule.
Canadian National Railways has eliminated passenger service
from five more prairie branch lines with the removal of the follow
ing mixed train services:
Prince Albert-North Battleford,
Prince Albert-Turtleford, Sask.
Melfort-Carrot River, Sask.
In addition to these, the seasonal trains operating between Levis,
Que., and Edmundston, N.B., Charlottetown and Murray Harbour, Georgetown, Montague,
Souris and Elmira, P.E.I., were withdrawn, as
usual for the summer.
One of the principal features of the Canadian National timeta
ble is the equipment lists. This time, we are greeted With a sur
prise in the form of Dormette slee:Q.ers. which are nothin.s.-more
than the old tourist cars, which disappeared a couple of years ago.
These are now operating on the Ocean Limited 1 and 2, the Sco
tian 59 and 60, the Super Continental nos. 1, 2, 51 and 52, and
the Panorama 9 and 10.
A number of leased and newly-purchased sleeping cars appear in
the equipment lists, adding some unfamiliar types to the line-up.
These include 12 Roomette 4 Bedroom;and 14 Roomette 4 Bedroom ca~s,
as well as an increased number of 10 Roomet~ 5 Bedroom units.
Places to eat and dri·nk are interesting to most people, and CN
continues to increase the number of these on its principal trains.
Montreal-Halifax trains carry a coach lounge, two lounge sleepers
including the Skyview cars (Metis and Pacific have been fill
ing in until all of the Skyview cars are in service) a diner and
a coffee shop (replacing the Cafeteria cars, which will be needed
for Nos. 51 and 52). The 8 sections and bedroom contained in the
coffee shop cars are not advertised, and are apparently retained as
crew dormitory space. These 8-section buffet sleepers are also used
on Jasper-Prince Rupert Trains 5 and 6, but will be supplemented by a
diner-lounge during the period of six-days weekly operation. Di
ners will run on Campbell ton-Gaspe trains 29 and 30.
There are now six Sceneramic Lounge cars,and they will all run
between Jasper and Vancouver during the time that Trains 51 and 52
are operating. This will mean that each train will boast of two meal
cars and three drinking-places for this portion of the trip.
At one time you couldnt get a drink on a Canadian train, but now
they have bars at both endsl (Snack bars, too).
Canadian Rail Page 99
noteworthy fact about the CPR timetable this Spring is
that it shows more trains than the last one did. Some of the ser
vice reductions shown in the last issue Vlere annulled by the Board
of Transport Commissioners, and a supplement was issued to cover t
heir re-instatement. These included:
Halifax-Kentville-Yarmouth, N.S. (Dominion Atlantic)
Calgary-Vulcan-Fort Hacleod-Lethbridge, Alta.
Hedicine Hat-Lethbridge, Alta.
On March 26, Montreal-Hegantic trains 202-203 were restored by ord
er of the Board, pending a hearing on their removal. They are shown
in the new timetable.
The Boston and Haine Railroad discontinued the Wells River
Boston portion of Trains 31 and 32 on January 4th, but the CPR
still runs them between Montreal and Wells River, although it has
applied to the Board of Transport Commissioners and the Interstate
Commerce Commission for leave to discontinue the service. If per
mission is granted, the last run may be made before the next change
The Dominion now runs, as No.3 from Montreal to Vancouver and
No. 13 from Toronto to Sudbury. With the start of the tourist sea
son on June 23, it will run as No. 4 from Vancouver to Hontreal on
an earlier schedule, also as No. 14 from Sudbury to Toronto. It
vdll be provided vdth sleeping, dining and dome cars as in previous
years. This train is also rumoured for discontinuance in the Fall.
This Railway has scheduled a Sunday round trip by Trains 227-
228 between Cochrane and Moosonee during the Summer months, in add
ition to the regular tri-weeltly service by Trains 221, 222,and 226.
Trains 1 and 2 will again operate daily except Sunday between
Hearst and Sault Ste. Marie beginning May 30th.
The Edmonton-Waterways Trains 7 and 8, which formerly operated
in the daytime,have been changed to overnight operation. No sleep
ing cars are provided.
OTTAWA AREA MEMBERS: ••••• Consideration is being given at
the present tIme to the organization of a CRHA Branoh in the Ot
tawa area. Anyone interested in this aotivity should get into
touoh with Mr. Kenneth Chivers, Apt.3, 67 Somerset Street West,
Ottawa, 4, Ontario. He will be pleased to hear from all pros
peotive members of an Ottawa area Branoh.
Page 100 Canadian Rail
Fifty and sixty years ago, the redundancy of locomotive firemen
was an unthought-of factor. Indeed, the Railways were greatly
concerned with getting sufficient able-bodied men to fill the po
sitions available. The letter, reproduced below, contributed to
the Associations archives courtesy of 1~. V. Collard, was found
in an old file at Moncton, and reflects the views of railway management
in 1908 concerning this matter.
Mr. F.J. Lozo Rsq,
Uas tar Meo ian ic •
Hondon. }l.B. May 4th, 1908.
Th~rulon govornin~ the roquire~onta of non for employmont
as. Pireaaa should bo strictly adhered to until furthor adfiscrl. Thore
seans to L~ oor.lO question c.bout nen lii;htor than 150 Ibs, beinG suit
able for thin service, and a1£:0 regarding tallilsn be ing unEluitubls
of account of th~ir slight build. It is just possible that short Jasn
Weigllin~ 140 or 145 Ibs, I.li~ht U60~ tho reCJ.uiro:gents. You might let Ile
haTO your views in tbo ll.atter, aDd advise if you think we sho~ld e~plcy
men who wei,h loss than 150 Ibo. 710 rai ~llt lllah tho rule road, ,men
over 5 foet 8 inch as tall r.nd vrciirhinii no t less than 150 1bs, and bot-
weeD 5 feet 5 inches und 5 foot 8 inchos 140 or 150 Ibs. 170 fllUSt llUve
an arbitrary rule in order to provant uan who aro physically unfit for
servico as Firollllll ent
(Signed) G.R. Jou£hins.
Supt. of Uotive Power.
Canadian Rail Page 101
Maritime note s
Several members of the Railway Committee, Kenneth Chivers,
Denis Peters, and Orner Lavallee, took advantage of a prolonged
Easter weekend to make a trip to Cape Breton and back. For the
information of those of our readers who may be contemplating
trips to the Maritimes this summer, the following notes may be of
A visit to the now-abandoned eastern end of the CP Ninto
Subdivision reveals that trains now operate only to Coal Creek, a
few miles south of Chipman. The track is still intact through to
the CN connection at Norton, N.B., and most stations are intact,
including the famed water tank at Perry. The one-stall engine
house at Norton has been razed, however, and new highway pavwnent
covers the rails at intersections. Local report has it that the
railway and structures have reverted to the New Brunswick Coal &
Railway, the provincially-owned body from which it was leased.by
CPR. No trains have run through to Norton since early in 1962.
The diesel-hydraulic Hs6a class engine formerly assigned to
this run is now reportedly assigned to switching service at Fred
The roadbed of the never-completed Chignecto Marine Transport
Railway can still be plainly seen in the Hissaguash Hi ver Valley,
near Amherst, N.S.
At I.N.R. Jct. near St. Leonard, N.B., a Bangor & Aroostook
transfer train was noted headed by a rarely-seen Electro Hotive
B.L.2 (Branch Line) diesel unit built in 1949. At a considerable
distance, it was mistaken for a new U-25 series diesel.
NOVA SCOTIA MAINLAND:
Visits were made to Joggins and to Springhill,outer terminus
of the Maritime Coal Railway and Power, and the Cumberland Railway
& Coal Company respectively. In both cases all rails, structures
and facilities have been completely removed, save for the three
stalls of the former l-Iari time Shop building at Joggins.
At Westville, N.S., the Drummond Colliery still operates a
coal mine and two locomotives are on the property:
4 2-6-2 * Baldwin #36768 8/1911
6 BoBo 44 Ton GE #29209 1/1948
* Also carries plate Southern Iron & Steel Co •• Atlanta ii2278
Both were in the enginehouse when visited. Ex CN 0-6-0 #7260,
which formerly worked the Colliery has been acquired by Hr. R. C.
ibbetts, a C.R.H.A. member and paint supplier in Trenton,N.S.,
and was on his property and being scraped and undercoated.
A large number of wooden single truck hopper cars are also
at this property; most are derelict, but at least one appeared to
be under repair. Such cars were once commonplace in the N. S. coal
(photos: Alan Slauenwhite,
CAPE BRETON •••••••
••• only a shadE
of its formel:
At the former Acadia Colliery, now a DOSCO Coal Washing
Plant at Stellarton,
work is now performed by ex-CN 70-ton diesel
electric engine No. 43, still carrying this number. A highway
has been built across the property, but without dis
turbing ~he picturesque
cut-stone ruin of the FOORD mine pithead,
erected ln 1867 and so dated.
Locomotive No. 42, 2-6-0, which used to work here wi th No.
25, 2-4-0 (now at Delson),has
been moved to the yard of the DOSCO
complex in Trenton, where it was seen outside the enginehouse
completely painted blaGk but unlined and unlettered.
The 1838 Hackworth 0-6-0 relic SAl-ISON is still in its dis
play building at New Glasgow CN Station, and the sister 0-6-0
ALBION in the unfinished Stellarton
~tining Museum. An ominous
sign at the latter location was broken glass in an upper-storey
At the property of Mr. l1b:letts, there was also an 0-4-0T,
30 gauge, of unknown origin.
Bay area is only a shade of its former int
eresting self, with no steam locomotives
in existence except a
2-6-0, I·jo.17, which is still in occasional use at the independent
Broughton lune, south of Glace Bay. Execrable back roads preven
ted an inspection of this unit. Sydney and Louisburg Ry. equip
ment is now being progressively relettered CRC for Cumberland
Railway Company. The name of the former VOSCO line at Spring Hill
was transferred to the S&L for corporate reasons, according to
local railway people.
Noted on the property were a number of ex-CP wooden conduct
ors vans, supplementing
original 5&L cars. There were also a few
pieces of work equipment.
A detour ?las made to Sydney Mines, but no equipment of a
historical aspect was noted •
••••• execrable back roads pre
vented an inspection
(photo: Alan Slauenwhite)
••••• the picturesque
ruin of the Foord Mine pithead.
No.25 used to work here.
(photo: Kenneth MacDonald)
–. __ .. _
pair of scenes
the Green Mountain
in Vermont, shows ,~89 (formerly
CNR 89, ex CNR 911,
who sent us these
GMR is the common
Vt., over part
are run the excursion
of the Monadnock
that the Canadian
on the adjacent
the essential characteristics
of the E-IO-a
of Moguls, to which
to js acquisition
by the Green Mountain
by the Canadian
in 1910 (Bldrs
No. 922) for the Grand Trunk
#1009. On the Canadian
it was numbered
part of 1951,
when its deSignation
was altered to #89.
It was sold by the CNR in September,
in Ottawa Today
in the Apr.
as far as Smyth,
it is the CNs Beachburg
Sub. that has been removed between
man and Smyth,
the CPs Sussex
us that a number
(a) of CP steam
locomotives will be sent to Ottawa
this summer, and
the Ottawa West
with CP 926 and CN 6200.
unit will be commenced
(:.It) CP 424
Canad ian Rail
Ra i I lin g 0
From Port Alberni, B.C., Mr.F.W.Chapman
has sent us
various railway terms.
He writes Recently,
I have come across quite a few
glaring mistakes in interpretation
of rail terms •••
hence my article Rail-Lingo.
This month we reproduce the first part of Mr.Chap
the balance will be printed as
The language or lingo of the rails has been a most fascinat
ing part of railroad lore. To lDa:lY of ns, who are fortunate indeed,
memories can bring back that which has all but faded into the past.
We that can still awake at night and thrill to the distant Vlail of
a steam locomotive whistle, mournful, full of longing and half-utt
ered promises. This magic can never be erased from the memories of
those who have fallen under that glorious spell.
Hy object in this little effort is not so much for the rail
roader or the experienced
rail-fan who has gathered considerable
knowledge of all aspects of the rails, but a guide for the younger
fan who has not had the opportunity
to obtain first-hand information
on that which has passed, or is rapidly on the. road to extinction.
Hy use of the past tense is not meant to convey to my readers
that I consider all the aspects that I touch on have gone. However,
it is hard to draw the line as to what is still in existence and
that which has all but passed into history.
Hay I point out that although the major part of the language
referred to is rail slang terms, it was adopted by management in
use of some words and terms of rail
origin is found outside the rail industry. I cannot claim this to
be a complete coverage of all aspects of my subject ~s it stems
from memory. If it is found helpful to a portion of my readers I
will be well satisfied.
• Rail Lingo.
!or!dng on a section has not been considered a very romantic
but the importance of the section crew has never been
in any d.oubt. Being a more or less thankless occupation,
give them first place. £he name gandy-dancer
obscure as to orJ.gJ.n. It Vias inspired, of course, by the motions
of the man vrhile tamping ties. The king-snipe was the section
foreman, and as such was not required to do any labour. In most
cases he did just thcc.t.
An extra-gang is the name for a group of men who did all the
larger jobs on the track, in the most part, laying of rail. The
l3&B gang las the bridge and building gang.
To be continued ••••
Cana di an Rai 1 Page 107
MONTREALERS WERE WAITING FOR THE METRO I
by Reg Boucher.
If one had passed on st. Paul
St., on Saturday morning, Harch
20th last, around 10100 a.m.,
one would have seen a group of
people, some of them armed with
cameras, evidently waiting for
something. And if one had begun
to wonder what these people were
expecting, it is most improbable
that a subway car would have come
to ones mind. But again, seeing
Fred Angus around might have
given some of us a hint.
Despite a 15 degree cold,
Paris Hetro Trailer No; A.123
arrived in front of 157 St. Paul
St. West at 10:20 a.m., resplend
ent in the red livery in which
the Hetros First Class cars go
to work in the French Capital.
It was carried on a float owned by
H. Lapalme Transport Ltee.
It had rested in the companys
warehouse accompanied oy an open
platform bus of the R.A.T.P.,
since October 25th, 1964, unnot
iced by the Harbour Division of
the C.R.H.A. s Secret Service.
The A.123 was brought to
Montreal to become part of the
bar in a restaurant of Old Hont
real, that will be named Hetro
Bastille. The promoter of the
project is Jean-Pierre Drean, an
ex-public relations expert turn
As the Hontreal Gazettes
Al Palmer put it in hisOurtown
column of Harch 22nd, The sub
way car is a railroad buffs de
light. It is 42 feet long, 11
feet high and about 8 feet wide
The car, First Class Coach, of
course, was built in 1908 and
clanged through the Paris metro
until last year. The A.123 was,
at the time Qf its purchase by
Hr. Drean, the oldest First
Class trailer of the R.A.T.P.
fleet. It was built by Les Ate
liers du Nord de la France and
the last line on which it worked
For the trip across the At
lantic Ocean, A.123 was equipped
with S.N.C.F. buffers to be in
cluded as marchandise roulante
(rolling stock) in a regul a r
freight train that made the
Paris-Le Havre run. After being
separated from its trucks (on
which it will never rest again)
it was loaded onto the boat.
The bus, No. 2708, t~pe T N 6 A
is of the kind familiar to
all those who have visited Paris.
It is the large-open-platform
model, built by Renault in 1935
and last used on line No. 91,
Bastille. It is in excellent
condition and bears a new coat
of paint. AlL the guests we·re
invited aboard for a tour around
Old Montreal and the feeling was somewhat
like the one we had when
riding an old H.T.C. car on a C.R.H.A.
fantrip of the fif
Hr. Drean is planning to
use the bus to take his custom
ers to and from Expo 67 entr
anc.e during the time of the Ex
hibition and he will probably
use it as a sightseeing vehicle
before and after Expo.
So the car,which was lower
ed into place through a hole in
the roof of the 80-year-old ex
office building, is now perman
ently parked, minus its trucks,
on the floor of Metro-Bastille.
Left: Paris bus and Metro car
en route to the Metro-
Bastille, March 20,1965.
Old A123 arriving at
Metro–Bastille, 157 rue
St.Paul West, Montreal.
It has been christened Old A.
l2.Y by dadame Drean, usinG a
bottle of red wine that would
e<::.k only after the third tried,
and vlill be expecting 6veryo,!e
around J·Ulle 25th, when the res·i;
aurant Jill open. Incidontally,
this date !Jill coincide vii th Hr.
lU E< first wedding anni ver
sary: I!hat 0. present to make
to ones fife for such an occa
Monsieur and Madame Jean
Pierre Drean, with their
bus from Paris, watching
subway car A123 being
lowered into its final
Notes and News
* Premier Bennett of British Columbia has announced that work will
start next year on three extensions, nearly 150 miles overall, of
the provincial-owned Pacific Great Eastern Railway. The govern
ment will recommend to the PGE that survey work start immediately
on two of the extensions, from Fort St. James to Takla Landing,
and from Fort St. John to a point 50 miles north. The third ex
tension will be from Kennedy, site of two proposed pulp mills north
of Prince George.
* CN has bought more than 100 acres of land in the Varennes, Quebec
area where a sorting yard will be built to serve the many industries
in this area. CN also announced that 27 million dollars will be
spent on tripling the facilities of the Port Mann B.C. yards, which
will become the main yard serving Greater Vancouver and the Fraser
* Not to be outdone by its parent, Grand Trunk Western announced
plans for construction of a 32-acre freight yard at LanSing, Michi
gan. G.T.W. has also ordered 612 new freight cars at a cost of
15 million dollars.
* CN has called tenders for preliminary work an a new 3.85-mile
spur line to serve the new pulp mill at Abercrombie Point, near
New Glasgow, N.S. The line will run from Alma, on CNs Oxford
* CN has announced that it will seek an increase of five cents a
ticket on its commuter lines through the Mount Royal Tunnel and
to the south shore. The Board of Transport CommiSSioners will
be asked to increase fares effective July 1. A fare increase
application at this time has raised speculation that CN is not
overly hopeful of immediate success in unloading its tunnel line
onto the various municipalities served. The CPR was granted a
similar increase on its Montreal-Rigaud service in January, 1964.
* A last-ditch fight to save Ottawas Union Station from demolition
was launched with a petition to the House of Commons. The petition
contends that the station, built in 1911, is an historiC landmark
worthy of preservation. (Perhaps it could be used as a terminal
for buses trekking passengers to and from the new Ottawa railway
* Canadian PaCifiCs Chairman, Mr. N.R. Crump, announced recently
that, for the first time, the majority interest in Canadian Pacific
is held by Canadians.
* The Canadian 1967 Worlds Fair plans to fully automate its rapid
transit system. Original plans for a semi-automatic system have
been scrapped in favour of controls which will be timed to start,
stop, accelerate and decelerate trains over the length of the
system which will have six stations. Each train will still have
a guard and a motorman monitoring the controls, however.
* Stanley Raymond is the new chairman of British Railways. Mr. Raymond,
51, succeeds Dr. Richard Beeching who wants to return
to his old job as director of Imperial Chemical Industries.
Canadian Rail Page III
A Canadian National
train, running bet
ween the heart of
Montreal and the
centre of Toronto
in 4i hours, has
been fomcast by Mr.
the National Rail
ways dynamic V.P.
Passenger Sales and
His CNR planners
envision a nine car
seating 500 passen
gers and running be
tween the two IOOtro
politan centres in
less than five lDurs. The
probably would com
prise two powercars
and seven trailers,
would be opera ted m
push-pull fashion, eliminating the need for switohing and turn-
around. With preventativ~ maintenance and high operating spe
eds, such trains would be capable of averaging a thousand train
miles per day and could provide intercity services in the 80 to
1,000 mile range that could not be bettered by any other means
(Railway Age -issue of March 1, 1965. The illustration above
actually shows the SBBs noteworthy train, The Cisalpin with
C.N. insignia added by O.R.ns artist.)
Montreal to Portland, Maine, and return.
RESERVE THE DATE
PAY THE RATE
AT THE GATE?
DO NOT WAIT.
Three-quarters of the total mileage
behind C.N.Steam power.
September 11 -12, 1965.
$ 25.00 (subject to revision)
Only if you dont mind standinglll
This may be a sell-out –·acoommodation
Inquiries and tickets -apply:
Passenger Sales Manager
P.O.Box 22, Station B
The Affluent Society
Doug Wright –Montreal Star
When I started out we didnt have nylon sleeping bags and ride roller·bearing flatcars with piggyback
trailers to keep th e rain of( us!
CANADIAN RAILROAD HISTORICAL ASSOCIATION
es/(J6/iShtJ 1932 • 130:( 22 . Stillion :B . JAontUll/ 2 . Qllt6tc • 8ncorpof4/tJ 1941
CANADIAN RAIL: Published eleven times annually by the Publications Committe,
Canadian Railroad Historical Association. Subscription included
with Associate Membership: $4.00 annually.
CHAIRMAN, PUBLICATIONS COMMITTEE: David R. Henderson
EDITOR, CANADIAN RAIL: Anthony Clegg
John W. Saunders
Frederick F. Angus
Robert Half yard
aUORE YOU MOVE-WRITE!
ADVERTISING MANAGER: S.S. Worthen
I.t lea,1 S week. before you
~.e. .&end u •• leller •• card.
or a POlt-oUice ehan.e-ot.
fonn telliua UI both your
0$ and your NEW addree.et.
BRITISH IS LES:
Kenneth F. Chivers, Apartment 3, 67 Somerset Street West, Ottawa, Onto
Peter Cox, 2936 West 28th Avenue, Vancouver 8, B.C.
Wil~iam F. Cooksley, 594 McDonald Avenue, Sault Ste. Marie, Onto
J.S. Nicolson, 2306 Arnold Street, Saskatoon, Saskatchewan
V.H. Coley, 11243-72 Ave., Edmonton, Alberta
William D. McKeown, 900 Oaza Senriyama, Suita City, Osaka, Japan
John H. Sanders, 10 Church St., Ampthill, Bedsford, England