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Canadian Rail 181 1966

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Canadian Rail 181 1966

~aI1a I
J~~iin
October·
1966
Number 181
194
couverture
DIFFERENT AND UNUSUAL, perhaps even quaint,
are words which can be used appropriately to des­
cribe Canadas. second municipal underground rapid
transit system, which was opened ceremonially on
Friday, October 14th, 1966, in Montreal. Canadas
first such system, opened in Toronto twelve years
ago, was influenced in many ways in its decor by the
transit system of London, England. By way of con­
trast, the new Montreal system has distinct Euro­
pean overtones, imparted by the technical advice of
the Paris transport authorities and the use of their
rubber-tired system, and by the avant-garde
treatment of visual, architectural aspects.
Typical of the system is the view which forms the
subject of our cover this month. Taken by Orner
Lavallee, it illustrates the middle level at the hub of
the Montreal Metro network, Berri-deMontigny Sta­
tion, with trains on east-west Line No.1. The van­
tage point utilized by the photographer is a balcony
at the Line No.2 level. Line No.4, still to be open­
ed, is one level lower than the trains shown in the
photograph.

CANADIAN 196 R A I L
et maintenant ….. .

…. METRO!
METRO


_:~~l~~fe~li~ci~ta~t~io~n~s~!~
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U.8
MONTRFALS RUBBF,R-TlRFD MFTRO SYSTFM was officially
opened on Friday, October 14th, 1966 when, in extensive cere­
monies at Be r ri -deMontigny Sta tion, Mayor Jean Drapeau of
Montreal and French rninister of state Louis JOxe unveiled a
medallion commemorating the event. Seven thousand invited
guests, which included a cross section of the political and educ­
ational community as well as ordinary citizens who lived in the
vicinity of construction and put up with its inconveniences, were
carried from each of the other nineteen open stations to the sys­
tem centre at Berri-deMontigny after M. JOxe blew a whistle
starting all trains. It took 44 seconds for those closest to Berri
to arrivej those farthest from the scene of the ceremony took 14
minutes to get there.
Upon arrival, they were greeted by a brass band and were wit­
nesses to the opening ceremonies which lasted more than an
hour and included a religious blessing of the network by His
Eminence Paul-Emile Cardinal Leger, Roman Catholic Arch­
bishop of Montreal. Small difficulties intervened, such as a com­
plete failure of the public-address system, but these hardly
marred the enjoyment by the participants of an event which must
stand as one of the major ones in the history of Montreal. Metro
was opened to the public officially at 4 :30 PM and weathered its
first rush hour creditably, despite lack of familiarity with the
system by passengers with station layouts and the inevitable
myriads of questions –all difficulties which had been anticipated.
In order to do a reportage for CANADIAN RAIL, Jim Sandilands,
Denis Peters and myself deferred an appearance until Sunday,
October 16th when, after an unsuccessful attempt to enter the
Metro station at Henri-Bourassa owing to the fact that a couple of
thousand lined-Up Montrealers had the same idea, we managed to
make the scene at Place dArmes Station, under Craig Terminus
and sample what must surely be one of the worlds different
transit systems, with a unique character and decor all its own.
The photo essay which occupies this issue of our magazine will
attempt to convey some of our first impressions of Metro, both
factual as well as humorous, and in spite of some personal res­
ervations as to the technical aspects of the rubber-tired system,
we think that it is, on the whole, well and tastefully done. In
concept, it is a credit to Montreal and to its mayor, Jean Drapeau,
who did what other mayors and administrations have only talked
about for more than half a century.
OMER LA V ALLEE
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Villeray
199
200
27 NOVEMBRE 1861
INAUGURA TION DU TRANSPORT PUBLIC
A MONTREAL
INAUGURA TION DU METRO
DE MO~TRE.AL
14 OCTOBRE 1966
A large medallion with an outline of a horse car and bearing the above inscrip­
tion stands on the mezzanine level of the Berri-deMontigny station of the Mont­
real Metro underground system. It commemorates the official opening of the
first rapid transit system serving the City of Montreal proper, and the comm­
encement of operation of trains over the 12.6 miles of Lines 1 and 2 of the Metro
which was built by the City of Montreal, but is administered by the Montreal
Transportation Commission. The medallion was unveiled by M. Louis Joxe,
Minister of State of the Republic of France, in the presence of Jean Drapeau,
Mayor of Montreal and Lucien lAllier, Chairman of the Montreal Transportation
Commission. M.JoxeS part in the ceremony was an acknowledgment of the tech­
nical advice afforded by French engineers in the construction of the system,
whose principal feature is the use, for the first time, of rubber-tired rolling
stock for a complete transit system.
THE INTERNA TIONAL SIGN for Information, a large capital I,
prominently identifies the information booth in a Metro station.
Information man doubles as ticket seller and money changer.
(Photo MTC)
201

A LOT OF THINGS ABOUT METRO are different, but the smell ?
–its unique: It reminds you of the distinctive odour of a dry­
cleaning establishment, where steam clothes-pressing machines
are constantly in use. Its cause, not immediately apparent, is
a mixture composed partly of the friction of the rubber tires on
the concrete runways, and partly of the wooden brakeshoes rubbing
against the steel flanged wheels of the cars.
Then there is the architecture –commendably bold, imaginative and
quite unlike any transit architecture elsewhere. Not as elaborate and
extravagantly rococo as its namesake in Moscow, neither is it, as
someone has said, a system of tunnels connecting a series of lavat­
ories without plumbing. Each station has its distinctive treatment in
patterns of brick, concrete or coloured glazed tile, or combinations
of these media. All have been designed with an eye for the train­
watcher, nearly all, for example, having balconies overlooking the
trains and platforms.
Arming yourself with one of the new magnetically-encoded tickets,
you approach the turnstiles. Offering the ticket to the machine, it
literally grabs it out of your hand and digests it silently. Simul­
taneously, the turnstile releases and permits you entrance to the
station mezzanine where other machines, at the press of a button,
offer an unpretentious blue slip imprinted with hieroglyphic not­
ations, which is really a transfer. As you descend the wide steps
or escalators to the track level, you comment to yourself –This
isnt North America; Stockholm, Madrid, Vienna, maybe; but not
North America. The illusion is heightened as you walk out upon
the platform of the distinctively-styled station and notice the com­
plicated track, and the fact that the platform slopes ever so gently
away from the edge closest to the train.
The impression of international urbanity is heightened as you look up ,
at the twenty-four hour numerical clocks, whose installation is;spon~
sored by one of the chartered banks. This one says 19 53 . You
listen to the e~planation which a wordly-wise French-speaking. citizen
offers to his wife; That, ma ch~re ? –It is a device for counting
the trains! ; You hope that his theory wont hold water as madame
looks at it with wary curiosity but, beginners luck, it changes to
1954 just as the train comes alongside the platfor,m. You
see? says monsieur; I see, retorts madame, but I think it is
ridiculous that the Banque Canadienne Nationale would sponsor such a
useless thing. Why didnt they put in something else, like a clock!
All good things come to an end; the illusion of Europe is shattered
abruptly as you suddenly spot the inevitable MTC inspector in his
familiar, baggy, blue uniform. You wonder why, after all this arch­
itectural and engineering initiative to produce a transit system that
is different, someone forgot such an obvious thing as the uniforms.
(to page 209)
TOP, LEFT; This is the first Metro train that your reporters saw, just
after they descended into the station at Place dArmes, on October 16th.
Passengers on the opposite platform have arrived from Henri-Bourassa
and are about to board the returning train. (OSAL)
BOTTOM, LEFT; One of the 24 hour numerical clocks indicates 22 00
as passengers board a train at Saint La·.uent Station on Line No.!. (JS)
203 I
204
ABOVE: The interior of motor car 81-1615, showing emergency
gangway door into the 80 series trailer car. Note vertical
grabirons for standees, route diagram over door, and ceiling
exhaust fans. Air intakes are under seat at left. (OSAL)
TOP, RIGHT: Saint Laurent Station on Line No.1 is typical of
the spacioll; treatment given Metro passenger facilities. The
railinged overpass is an excellent spot for trainwatching, and
forms part of the mezzanine. (MTC)
BOTTOM, RIGHT: Slope of platform floor away from train for
safety reasons is clearly apparent in this picture of an empty
train at Sherbrooke Station, prior to opening. (MTC)

PLACE DES ARTS STA TION is one of the showpieces of the sys­
tem. with its angled walls and suffused. though adequate
lighting. Top photo shows passenger platforms. while lower
illustrates passenger entry and exit passages. (MTC)
~-.
ng.
supports between a bank of stairs and escalators and the pass­
enger platforms is treated imaginatively. Hardly less elab­
orate are stairways at Jean Talon, below. (MTC)

(from page 203)
Some curious children lurk too close to the edge of the platforms.
peering into the murky depths of the tunnel for the first sight of a
Henri-Bourassa-bound train. Hey. fa. les enfants shouts the
inspector. and chases the kiddies up the stairs to the mezzanine.
They have sneaked through the exit turnstiles he says to no one
in particular as he watches them go back up the stairs.
More passengers come in and a high-pitched whine loudens to a roar
in announcement of a train approaching for our confreres on the opp­
osite platform. All eyes turn to the direction of the sound; two lights
seem to drop out of the ceiling of the tunnel as the train descends a
four percent grade into the station. at perhaps forty miles per hour.
Still apparently running full speed as the front car passes the center
of the SOO-foot-long platform. it decelerates rapidly as the wooden
brake shoes take hold of the steel flanged wheels which are there.
suspended an inch or so above the steel rails. just in case a rubber
tire decides to let go .
The train is painted in a medium blue overall paint scheme with a
wide white stripe. Most conspicuous of all is the motorman. who
looks for all the world like a jellybean in a jar. with eight feet of
wide-screen wrap-around windshield in front of him. If you have
had any thoughts. up to now. of talking a friendly motorman into a
cab ride. you forget about it as you reflect that if there was so
much as an ant in there with him. it would be seen by everyone.
There is a loud hiss as the doors are closed. and the train picks up
speed at an almost incredible rate. doing full track speed by the time
that the rear car is halfway through the platform. This train. like
mOst of those on both lines. is made up of nine cars. or three elem­
ents of three cars each in a motor/trailer/Inotor cOlnbination.
There is emergency car-to-car communication by means of gangway
doors between the three cars of each element but not from one el­
ement to another. There are two men on each train. one of whom
acts as motorman and one as a sort of g.uard. At the end of the run.
the train reverses direction and the two employees reverse functions.
Your ruminations on this state of things are interrupted by the
whine and roar and immediately. the now-familiar pair of headlights
appear in the tunnel on your side and another nine-car train pulls
smartly into the platform at full speed. The passengers poise
themselves for the doors. ready to pounce the instant that the doors
open. The train glides to a quick stop. the doors Open. you rush
inside without SO much as a glance of sympathy at sOlTle people
who want to get out –and nearly imprint your full profile on the
door on the opposite side of the car; Prenez garde you advise
yourself. as you realize that with these bus-sized transit cars. the
opposite side is much closer.
TOP. LEFT; View of the turnstiles on the mezzanine at Berri-deMontigny
Station shows the spacious concept and provision for additional turnstiles
when traffic increases. Turnstiles can be set to accept passengers entering
or leaving. depending upon volume. (IS)
BOTTOM. LEFT; Westbound train on Line No.1 enters Saint Laurent Stat-
ion from the eas t. (IS)
209
210
The tra,in starts quickly, with a constant acceleration thai makes you
reach up to grasp the handrail that isnt there. Standees are suppos­
ed to hold on to the grab irons inside doors, or on seat back handles,
or on vertical posts in the center-floor area between doo:rs. Steadied,
you examine your fellow passengers who, like you, are along for the
ride and arent going any place in particular.
At one end of the car, three or four of the adolescent element in
pea jackets, pink pants and beatle boots have already found out that
Metro is a good place for girl-watching. (Indeed it is !) A pair of
senior citizens just sit and enjoy themselves, the lady exclaiming to
her husband whenever another train bound in the opposite direction
passes us in the single tunnel which carries both hacks. Several
children elbow their way to the door to get ready for the next stop
so as to continue a game of leap-frog from car to car which they
started at the beginning of the run. Four nuns congregate around a
center post, beaming widely at the newness and novelty of it all,
drinking in impressions which will form the topic of conversation
after vespers tonight.
The car is hot inside, in spite of forced air ventilation. Apparently,
someone miscalculated on the heat generated by the motors and the
braking and this is being forced into the car by floor vents; one of
the operational bugs which are inevitable when new concepts are
introduced. The air is being drawn out of the car by circular fans
in the ceiling. You notice that there are no light fixtures as such.
The adequate lighting in the cars is coming entirely from behind
the translucent advertisements at each side of the car. The spaces in
this strip located above each door are reserved for a stylized diagram
of the Metro network. There are only forty seats in each car, but
room for more than double that number standing. The seats are in
groups surrounding each door, no passenger being more than five or
six steps from an exit.
We are inside 81-1615, a motor car and notice that while it is not too
apparent, there is a considerable amount of rolling from side to side
as the tires cope with the concrete runways. This roll is emphasized
as we watch the counter reaction in the series 80 trailer car coupled
next to us. The train stops a couple of times, then a high female voice
exclaims: If Mon Dieu, we are at Mont-Royal!. It is one of the nuns,
her voice and enthusiasm unwittingly paying tribute to mammon rather
than to Almighty God. There is hope for Jean Drapeau yet, Sister;
pray for him!
We get to Laurier Station and decide that we should disembark and go
back. We proceed to the exit sign and find to our satisfaction that
only one fare is required for a round-trip, as we do not have to pass
through a barrier to gain the southbound platform. Two trains pass
as we walk over the overpass; slots in the roof above the exhaust
fans confirm that these cars will never operate in open air.
TOP, RIGHT: The entrance turnstiles and information kiosk at Cremazie Stat-
ion which, because of its elaborateness, is nicknamed Cathedrale Cremazie.
BOTTOM, RIGHT: Downstairs at Cremazie Station, a train waits at the oppos­
ite platform as another one enters in the distance. Photograph was taken
during several-week trial operation period preceding opening, when trains
fulfilled regular operating schedule, but without pa!isengers. (Both MTe)

ABOVE: The rear of a southbound train disappears along the platform
of Laurier Station on Line No.2, as curious Montrealers watch the
Metro weather its first Sunda~ afternoon. (OSAL)
BELOW: Looking north into the tunnels from Cremazie station, a stretch
of three-track tunnel can be seen. Two lines on right are the running
lines; track on left is the Ie ad to Youville Shops and is fitted with an
inspection pit for emergencies. (OSAL)
CANADIAN
213 R A I L
Because of the risk of ice on concrete runways, the rubber-tired sys­
tem will always remain underground. Even the above-ground install­
ations at Youville shops are enclosed in all areas where passenger
cars are normally operated.
As we return to our point of embarkation, we discuss the fact
that Montreals Metro cost $213 million, of which $45 million
was spent on the 369 units of rolling stock alone, or an average
cost of $123 thousand per unit. Though it was widely insisted
that the fact of the official opening one week before municipal
elections was purely a coincidence, four stations, –Beaudry and
Frontenac on Line No.1, and Victoria Square and Bonaventure
on Line No.2 –were still far from complete and will not handle
traffic until early in the New Year. Drapeau and his Civic Action
Party need not have been concerned; the opposition was insignif­
icant and they scored a landslide victory. In his victory speech,
the Mayor promised extensions to the east, the southwest and
the northwest.
Line No.4, connecting Berri-de Montigny with the south shore at
Longueuil and with the mid-river Expo 67 site, will not be opened un­
til shortly before Expo opens on April 28th, 1967. There is no Line
No.3; this digit is reserved hopefully for the future, if problematical,
conversion of the Mount Royal Tunnel electrification of the CNR to
rapid transit operation. Since this lines underground section is lim­
ited to the 3.3-mile tunnel itself, conventional steel-wheels-on-steel­
rails equipment, of railway width, is indicated. Protagonists of the
cause of Line No.3 have not forgotten that ideal equipment for this
service will run at the Expo site for 1967, and will then become avail­
able for purchase, at attractive prices. Possibly, long after 1967,
passengers will continue to ride the erstwhile Expo-Express from
Montreal to Cartierville and Deux-Montagnes !
Several weeks experience with Metro, in which Montrealers took
to it far more than most confident forecasts indicated, resulted in
the restitution of certain surface autobus routes parallel to the two
existing lines. As we put the finishing touches to our story and
listened to the comments of those who use Metro every day for
commuting, we wondered whether the present equipment of 41 nine­
car trains will be adequate after Line No.4 opens six months hence.
Time alone will tell, but in the interim …….
• •
. voie libre!
(green board Or highball)
ACKNOWLEDGMENTS: We are indebted to Mr. R.M. Binns for supplying
certain technical details and for preparing the track diagram at page 215.
Thanks are also due to M. Alphonse Saumier of MTC public relations for
supplying us with photographs as credited to MTC and supplementary
information. Photo credits: US) Jim Sandilands; (OSAL) the author.
214
chronologie
SIGNIFICANT DA TES IN THE
CONSTRUCTION OF METRO.
November 3, 1961
April 24, 1962
May 23, 1962 :
August 6, 1963
August 9, 1963
September 6, 1963
March 19, 1964
August 24, 1965 :
November 11, 1965
April 19, 1966 :
October 14, 1966
October 17, 1966
Montreal City Council authorizes $ 132 million for the
construction of Lines 1 and 2 and for the purchase of
rolling stock.
Calling of tenders for the construction of the first section
of tunnel –on Line No.2 under Berri St., near Jarry St.
Start of work on Berri St., south of Jarry St.,
City Council approves extensions of both end s of Line
No.2 and the construction of Line No.4 to serve St.
Helens Island and the South Shore –and also Expo 67.
Awarding of contract to Canadian Vickers for construc­
tion of the rolling stock.
First contract awarded for a station, Berri-deMontigny
Station, the largest and most important one on the net­
work, the intersection of all three lines.
Awarding of the contract for the manufacture and in­
stallation of the escalators in the Metro.
First Metro cars are delivered to the City of Montreal.
Awarding of contract for the fares and transfers auto­
matic control equipment.
First tour of Metro by Montreal municipal officials.
Metro officially opened in ceremonies at Berri­
deMontigny Station.
Integrated autobus routes inaugurated for Metros first
full operating weekday.
materiel roulant
ROLLING STOCK
80-0001 to 80-0123
81-150 1 to 81-1746
82-4501 to 82-4513
83-4601 to 83-4605
84-4701 to 84-4704
(numbers not
yet as signed)
PSG
PSG
S
Passenger trailer cars. Can.Vickers 1965-67
Passenger motor cars. SE
Trailer flat cars, archbar trucks.
Nos. 82-4509 and 82-4510 converted for use in
vacuum cleaner train, 1966.
P SG Motor flat cars, DE Cab at each end.
PSG Diesel-mechanical locomotives.
) Three-car vacuum cleaner train. Centre car with suction
) apparatus. Two end cars with refuse containers are
ex trailer flat cars 82-4509 and 82-4510.
NOTES: P-Indicates car equipped with pneumatic traction and running wheels.
SG-Indicates car equipped with steel flanged guide wheels.
S-Indicates car equipped with convention~1 steel running wheels only.
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MONTREAL
METRO
SCHEMATIC DIAGRAM
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Minor curves not showr,
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HERDU61lT MoiJNTING-Forl. RAIl/NU2~
CANADIAN NATIONAL RAILWA YS
Purchases -up to November 11. 1966.
MLW C424s are to be delivered between January and April 1967. while the
C630s will be received in April and May. GMDL will start delivery in Sept­
ember 1967 and finish in October 1967.
Retirements -up to November 9. 1966.
Road Number Retired Builde£.. Built Builders Number
9301 30/9/66 29/5/52 2669
9305

2671
9328
If
30/1/5 2707
Rebuildings -up to November 9. 1966.
B-14 outs hopped September 23. 1966. is to be assigned to Symington Yard
at Winnipeg. Units 3001 and 9429 are candidates for MLW trade-ins.
Rentals -up to November 9. 1966
This year. thirteen DMIs will be operated out of Winnipeg; the joint
inspection will be held at Duluth during November 1966. As well. ONRs are
again occasionally seen in Montreal when they get out of cycle in their pool
operation in Toronto.
Miscellaneous -up to November 9. 1966.
1) CN RDCs are being fitted with diaphragms so that passengers can walk
safely between units. This need arose with installation of snack bars in the
A end of some cars. In addition. all Railiners are to be fitted with new
headlights and number boards as shown elsewhere in this issue.
CANADIAN PACIFIC RAILWA Y
Purchases -up to November 4. 1966.
Road Number Builders Number Deliverl date
5514 A2147 28/9/66
5515 A 2148 28/9/66
5516 A2149 30/9/66
5517 A 2150 30/9/66
5518 A 2151 8/10/66
5519 A 2152 27/10/66
5520 A 2153 27/10/66
The second order is also comprised of SD40s making road numbers extend
from 5500 to 5564 inclusive. The entire order will be completed by March 1967.
CANADIAN
218 R A I L
Scrappings -Up to November 4, 1966.
4-6-4 No. 2827 was dismantled at Angus during June 1966. Data about this
unit is in No. 175.
Miscellaneous -Up to November 11, 1966.
1) From Peter Cox comes this information: First arrival of the SD40s on
the West Coast occurred on September 28th, when CP 5502: 5508: 5509
brought 1/901 into Coquitlam with dynamometer 62, BC Mount Stephen and
sleeping car Glengarnock.
GOVERNMENT OF ONTARIO
Purchases -up to November 9, 1966
GO 601 and 602 were outs hopped from GMDL on October 31, 1966 and were
delivered to CN on November 1st. They carried builders numbers A2166 and
A2167. The units are to run on lease to CN until required for the GO Transit
and are initialled CN, not GO. The locomotives will be returned to GMDL in
the spring to have their steam generators installed and to be reinitialled. A
total of eight GP40s are on order to be delivered by February 1967.
GO self-propelled units are numbered D700 to D708j the cab units are
C750 to C757 and the coaches 4700 to 4731. All these are being built by
Hawker-Siddeley.
push/pull
for
CP?
It is reported, but not officially confirmed, that Canadian
Pacific will purchase a ten-car push-pull commuter train
similar to the GO equipment, for use on its Montreal lake­
shore suburban service. This train, to be acquired at a
cost in excess of $1.7 million, will presumably enable CP
to replace an aging group of standard heavyweight steel
passenger cars which are nearing the end of their useful
life and are used to supplement the 800 series suburban
cars introduced about fifteen years ago.
TOP, RIGHT: The September issue carried a note about motive power deliver­
eries to Kidd Creek Mine of Texas Gulf Sulphur Company. Here is TGS No.
052, a DL811 model built by MLW, at Canadian Pacifics Saint Luc yard in
Montreal on September 22, 1966. (Photo Murray W. Dean)
BOTTOM, RIGHT: A stray Ontario Northland Railway A unit, ably seconded
by a Canadian National road switcher, pulls CNs Toronto-Montreal train
No. 61, ,ipremier past Baie dUrfe on the last lap of its run into Montreal.
No. 1502, displaying ONRs new corporate symbol prominently, was photo­
graphed on October 23rd, 1966. (Photo Bill Blevins)

Good morning! This is your captain–er, your engineer speaking. W. are cruising at a speed
of 66 miles per hour, lIltitude normal. visibility fair, wind velocity 0 0 0 0
CANADIAN RAIL: Published monthly (except July/August combined) by
the Publications Committee. Canadian Railroad Historical
Association. P.O. Box 22. Station B. Montreal 2. Canada.
Subscription includes Associate Membership: $4.00 annually.
PUBLICA TIONS COMMITTEE:
ACTING EDITOR. CANADIAN RAIL:
ASSOCIATE EDITORS:
EDITORIAL STAFF:
DISTRIBU TION:
MEMBERSHIP CHAIRMAN:
ASSOCIA TION REPRESENTA TIVES:
D.R. Henderson. Chairman.
J.A. Collins.
W.L. Pharoah.
Omer Lavallee
Anthony Clegg. William Pharoah
Derek Boles. James Sandilands. Ian Webb.
John W. Saunders. Wayne Hughes
Michael Leduc.
OTTAWA VALLEY: Kenneth F. Chivers. Apt. 3. 67 Somerset St. W .. Ottawa.
PACIFIC COAST: Peter Cox. 2936 W. 28th Avenue. Vancouver. BC.
SASKA TCHEWAN: J.S. Nicolson. 2306 Arnold St .. Saskatoon. Sask.
ROCKY MOUNTAIN: V.H. Coley. 11243 -72nd Avenue. Edmonton. Alta.
FAR EAST: W.D. McKeown. 900 Senriyama (Oaza). Suita City. Osaka. Japan.
BRITISH ISLES: John H. Sanders. 10 Church St.. Ampthill. Beds •• England.
Copyright 1966 Printed in Canada on
Canadian paper.
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