Consulter nos archives / Consult our archives

La majorité des documents conservés par le Centre d'archives et de documentation de l'ACHF sont disponibles pour consultation.

Most of the documents kept by the ACHF Archives and Documentation Center are available for consultation.

Canadian Rail 182 1966

Lien vers le document

Canadian Rail 182 1966

Can..a. ia
Number 18a
Thanks, Emmons!
HA T THE 1966 Fall Foliage excursion was a social success, no one
will deny. The comparatively short train, the small number of
passengers, an excellent display by Mother Nature and an excel-
lent performance by that noble steel steed, No. 6218, combined to
make the event an enjoyable one, not only for the passengers but also
for the trip committee.
A subsidiary factor but, unfortunately, an important one, was that it
lost a considerable amount of money for the Association, and while
the purpose of our excursions has never been to make a profit per
se, it is reasonable that an attempt be made to avoid loss. In de­
fense of the Trip Committee, however, it should be said that the fall
trip deficit was more than offset by a profit on the spring excursion
to Essex Junction SO that, taking 1966 operations as a whole, there is
a black balance.
This would not have been, however, had it not been for the spontan­
eous generosity of the 470 Railroad Club of Portland, Maine, and its
dedicated and magnanimous Treasurer and Clerk of Corporation, our
good friend Mr. J. Emmons Lancaster. No. 6218 was shared with the
Portland club on the October 1/2 weekend, and this sharing made the
inevitable large fixed costs of supplying the locomotive and operating
it over such a long mileage, less of a burden on both the Portland
club and ourselves. The Portland group had a tremendous turnout of
passengers, over eight hundred in fact, in contrast to slightly more
than one hundred adventurous souls who supported our own trip.
Hearing by the grapevine that the CRHA would lose heavily, Mr.
Lancaster secured the approbation of his fellow officers and on
Sunday, October 2nd, during the stopover at Island Pond where No.
6218 was released from the Portland club train and returned to us
for the trip to Montreal, Emmons Lancaster cornered Bill
Pharoah and your reporter and turned over a donation of $500 in
United States currency as a freewill contribution to CRHA to help
reduce its deficit.
Overwhelmed by the timeliness and spontaneity of this gift, which
represents an action all-too-infrequently encountered among railway
hobby clubs in general, we are taking this opportunity of expressing
our thanks in as public a way as it is practically possible for us to
do, to Emmons and to his associates.
This gift had, in addition, two subsidiary positive effects. For one
thing, it allowed the trip committee to come back and face, with a
little less reluctance, a certain element in our Association which
looks upon trips only as a potential money-making operation, and who
equate financial loss with failure; for another, in the light of current
rates of exchange on United States funds, it represented income to us
of about $ 40 more than the face value of the cheque.
Our appreciation, Emmons, knows no bounds.
The month of October just past marked the centenary of the death of Alonzo
Dixon, an engineman on the former Grand Trunk Railway of Canada, who lost his
life on October 21 st. 1866. when his locomotive derailed near Windsor Mills.
Que., between Sherbrooke and Richmond, went down the embankment and into the
St .. Francis River. [n the fine tradition of railroading, Dixon stuck to his post to
the last in a desperate attempt to stop the locomutive. and for his action he paid
with his life.
This incident is only one of hundreds in which Canadian railway employees
lost their lives in the pursuit of their duty. but the accidental discovery of
Dixons burial place in the Mount Royal Cemetery at Montreal by Our founder
and first president. Mr. John Loye. the bas-relief of a Birkenhead 4-4-0 loco­
motive which is engraved on his tombstone. the well-known epitaph. reproduced
below, which graces his final resting place, and the fact that Messrs. Loye and
Angus had the stone re-erectecl, are all contributory factors to make the Dixon
monument more than a remembrance of one man alone. [n paying tribute to
Alonzo Dixon, we symbolically remember all Canadian railwaymen who have
made the supreme sacrifice as part of their daily tasks.
The inscription on the stone is as follows:
In Memory Of
My engine now is cold and still,
No water does my boiler fill;
My wood affords its flame no mOre,
My days of usefulness are oer.
My wheels deny their noted speed,
No nl.ore ITly guiding hand they need.
My whistle too, has lost its tone,
Its shrill and thrilling sounds are gone.
M) valves are now thrown open wide;
My flanges all refuse to guide.
My clacks, also, though once SO strong,
Refuse to aid the busy throng.
No more I feel each urging breath,
My stealTI is now condensed in death.
Lifes railways oer, each stations past,
In death Im stopped, and rest at last.
Farewell dear friends, and cease to weep;
In Christ Im safe, in Him I sleep.
In this issue, we are reproducing SOffip. notes assembled by Mr. 5.5. Worthen
which shed light on the origin of the Dixon epitaph. There are two alterations
from the Scaife epitaph in England: the word wood in the third line was orig­
in ally coke; the word noted!! in the fifth line was originally wonted.
Canadian National No. 6218 heads CRHA Fall Foliage excursion
on October 1st/2nd weekend, 1966. More photos page 232-233.
.~~ VERY INTERESTING account by Mr. O.S.A. Lavallee is contained in
.k.,~ CRHA News Report No. 42 (February 1954), on the Alonzo Dixon
monument which is located in the old part of the Mount Royal Cem­
etery, Montreal. It was erected about 1866 to the memory of Alonzo Dixon, age
29, who had been killed in an accident on the Grand Trunk Railway at Windsor
Station, P.Q. (now Windsor Mills, P.Q.), while in the discharge of his duty as a
locomotive engineman. The monument was first brought to the attention of the
Association about 1934, by one of its charter members, and the stone was sub­
sequently raised and placed on cement foundation by the Association.
The monument is remarkable for two reasons. It is inscribed with an epitaph
in the form of a poem of some eighteen lines, which, in fact, is more of a mem­
orial to the locomotive which was wrecked than to the engineman who lost his life.
The poem contains three archaic expressions, which indicate that it may have
been written very much before 1866. At the top of the stone, in an oval cartouche,
is a bas-relief of a Birkenhead locomotive, a 4-4-0, which was a type used on the
Grand Trunk at that time.
Correspondence soon brought to light the fact that the poem and design of the
stone had been borrowed from a very similar gravestone in the cemetery in
Bromsgrove. England. This town is on the main line of the old Birmingham &
Gloucester Railway. which is now part of British Railways, having formed part
of the Midland Railway. and the London Midland & Scottish Railway. in turn. Its
particular importance lies in the fact that it is located at the foot of one of the
worst gradients in the British Isles –two miles of 1 in 37.7. or 2.65%. All pass­
enger and freight trains have been pushed up this hill ever since the railway was
opened in 1840.
However. there are some slight differences in the grave marker at Broms­
grove and that at the Mount Royal Cemetery. The stone at Bromsgrove was er­
ected to the memory of Thomas Scaife. an engineer who was killed in a locomot­
ive boiler explosion on November 10. 1840. The epitaph poem of eighteen lines
is incised with the proper archaic words. but the bas-relief in the oval at the top
of the stone depicts something which looks very much like an American locomot­
ive of the period.
The British railway historian. Mr. C. Hamilton Ellis. has described in sev­
eral books and articles how, in 1840. eight locomotives were built by William
Norris of Philadelphia, USA. for the Birmingham & Gloucester. These were
4-2-0 engines. with 48-inch drivers and weighed 9! tons. Six more were sub­
sequently built by Norris. which were slightly larger, and weighed thirteen tons.
While it is generally believed that these Norris locomotives were ordered par­
ticularly for the Lickey Bank, quite the contrary is the case. The little Norrises,
with their Bury-style boilers and bar frames, were in fact used all over the
Birmingham & Gloucester Railway.
Now the connection between the tombstone of Thomas Scaife and the Norris
locomotive thereon, becomes a little more obvious. It might b-e concluded that
it was the boiler of one of the Norris engines which exploded, killing the driver
(engineer) Thomas Scaife and his fireman, John Rutherford. The designer of
the memorial thereby immortalized in stone the locomotive which presumably
had killed the two unfortunate railway employees. Simultaneously, he originated
a libel on the Norris 4-2-0 types which has persisted for more than a hundred
But was this in fact the case? In 1935, a communication was pUblished in
The Railway Magazine from Mr. H. Pearce Higgins. Mr. Higgins wrote as
In the year 1837 or l838~ Dr. William Church of Birmingham, one of
the pioneers of steam road traction, had built a tender engine -it appears
to have been of an experimental type -which on completion was tried
on the London & Birmingham Railway, and later, on the Grand Junction
Railway. In each case, however, the engine was found to be unable to
generate sufficient steam. The boiler, which contained brass tubes,
was built by a Mr. Horton of Brierley Hill, and had a working pressure
of 55 Ibs. per sq. in. In 1840, certain alterations were made to the en­
gine (which was then owned by a Mr. S.A. Goddard and bore the name
SURPRISE) after which it was hoped to dispose of her to the Birming­
ham & Gloucester Railway. The B. & G. Company agreed that the engine
should come to Bromsgrove to undergo trials, and on November 9, 1840,
SURPRISE duly arrived. On the next day it was suggested that the engine
should make a trial run to Cheltenham, but the engineer-in-charge, act­
ing on behalf of Mr. Goddard, declined to make so long a run at such
short notice, and after a less exacting run of about seven miles at
eighteen miles an hour, it was decided to try the engine up the incline,
and, in view of her lack of brakes, to push in front one of the B. & G.
engines. It was while the preparations for the ascent were being made
that the disastrous explosion occurred. The SURPRISE, it seems, was
standing outside the shed, opposite the station, at about 5 :50 p.m.,
getting up a sufficient pressure. At the time, the gauge only indicated
45 lb. per sq. in., instead of the normal 55 lb., so that the engine would
not have been capable of ascending the incline with more than two carr­
iages. Despite this low pressure, the boiler exploded with great viol­
encej there were about ten men standing-on or near the engine at the
time, and of these Scaife was killed on the spot, while Rutherford was
so badly injured that he died shortly after.
From the foregoing, it is concluded that when the designer of memorials arrived
to sketch a locomotive for the tombstone, he chose the first one he found, which
was a Norris 4-2-0. In this way was the libel perpetrated, which has lasted for
more than one hundred years.
But this isnt quite the end of our story.
The Lickey Incl ined Plane
In the saITle issue of The Railway Magazine, Mr. F.W. Brewer writes
SoITle tiITle ago, an old friend of ITline, Mr. J .H. McDowell, photo-
graphed both ThoITlas Scaifes and John Rutherfords gravestones
at BroITlsgrove, and also ITlade a copy of Scaifes epitaph. Except
for cOITlparatively sITlall differences, the latter, which dates froITl
1842, is siITlilar to, and was probably taken froITl the epitaph in­
scribed on Oswald Gardiners tOITlstone at Whickham, County DurhaITl,
(England) which dates froITl 1840. When recently in the neighbourhood
of that place, he took the opportunity to visit Gardiners grave and
there saw the rhYITling verses on the headstone. Further, Mr. Mc­
Dowell looked up the NEWCASTLE CHRONICLE of 1840 and read the
account of the inquest held on Gardiner, the unfortunate engineITlan of
the Newcastle & Carlisle Railway. This ITlan, whose death ~as gen­
erally been attributed to the explosion of the boiler of his engine, as
ITlentioned in accordance with the popular version, was actually killed
through the breakage of a connecting rod: the broken rod penetrated
the firebox, thus releasing steaITl and hot water, which blew the fire
out of the fire-hole. Both the driver (engineer) and fireITlan were
severely burned. The latter cliITlbed back onto the tender, but Gar­
dine 1. after the engine had run about eighty yards, jUITlped off. His
head struck the ground, causing concussion of the brain, froITl which
he died on Sunday, August 16, 1840. The accident happened about
8 :00 P.M. on the Saturday, just as the train was nearing Stocksfield
Station. Two errors were ITlade in the tOITlbstone inscription: the
drivers naITle was ITlis-spelled as Gardner and Stocksfield was
engraved Stokesfield .
But wait ~ Our story is not yet ended. It is said that in the Burlington CeITl­
etery at HaITlilton, Ont., there is a ITlonuITlent to the ITleITlory of two eITlployees
of the Great Western Railway of Canada. One side of the ITlonUITlent bears the
following inscription
In MeITlory Of
Alexander Burnfield and also of George Knight
who lost their lives by the accident on the
Desjardins Bridge, Great Western Railway, on the
12th. March, 1857, while acting in their respective
capacities as engineer and fireITlan.
Lifes Railway 0 er, each station past,
In death were stopd and cease at lastj
Farewell, dear friends, and cease to weep,
In Christ were safe, in HiITl we sleep.
This ITlonument was erected as a token of respect by
their fellow worknlen.
The four lines of rhyITled epitaph are, to all purposes, identical with the last
lines of the epitaph poeITl at WhickhaITl, BroITlsgrove and the Mount Royal
Cemetery. We are left to wonder where else in Canada, and indeed, the world,
this poeITl has been perpetuated.
Mount Royal Tunnel
Photos by the author.
ERTAINLY the most interesting of electric rail operations in Canada is the
Canadian Nationals Mount Royal Tunnel commuter service in Montreal.
Consid-ering that the electrification extends for only seventeen miles north
of Central Station, the line possesses an amazing variety of motive power and
rolling stock.
The Mount Royal Tunnel plans were originally conceived in 1912. At that
time the Canadian Northern Railway was desirous of a direct route into down­
town Montreal as its only access to the city was at the totally inadequate station
at St. Catherine and Moreau streets in eastern Montreal. By July of that year,
work had begun on the massive undertaking and by 1917, the 3.3-mile double­
track tunnel was completed.
It was decided from the beginning to electrify the line as stearn engines were
prohibited from using the tunnel. In 1914, an order was placed with the Canadian
General Electric COlnpany for six BoBo 2400-volt box cab electric locomotives
similar to those that GE had recently completed for the Butte Anaconda & Pacific
railway in the United States. Numbered 600 to 605, these units we-re on hand for
the official opening of the line on October 21st 1918. On that day, locomotive
No. 601 pulled the first passenger train through the tunnel as far as Val Royal
where the overhead wire ended and stearn power was substituted for electric.
Soon after, the mile-long Cartierville branch was electrified and a small
commuter service begun in competition with the suburban tramways line.
While the tunnel was under construction, the outbreak of war in 1914 dried up
the Canadian Northerns money supplies in Europe resulting in ban.kruptcy and
leaving the federal government no alternative but to take it over. As a result,
the plans for an elaborate terminal in Montreal were shelved. Scarcely two
months after the opening of the Mount Royal Tunnel, the Canadian Northern and
the previous government-owned rail lines were integrated into a new system -­
Canadian National Railways. Gradually the number of commuteres using the
new artery increased; by 1925, it was felt necessary to extend the electrification
ten miles farther to St. Eustache-sur-le-Lac. In the same year, Canadian Nat­
ional Railways converted two wooden passenger cars into electric multiple-unit
cars to supplement the six locomotives.
Having acquired the ailing Grand Trunk Railway in 1923, Canadian National
thereafter had three terminal stations in Montreal. The ex-GT Bonaventure
Station, the old Canadian Northern station at St. Catherine Street East, and the
Tunnel Terminal. By 1927, plans evolved to centralize these scattered fac­
ilities into one large complex to be situated on the -site of the Tunnel Terminal.
The advent of the depression two years later postponed any further activity until
1937, when the central terminal project was begun for a third time.
Six years sufficed to complete the initial stage of this project, during which
period war broke out again; on July 14, 1943, the new railway terminal, known
as Central Station, was completed.
Throughout this period, commuter traffic had continued to increase; in 1942
the CN negotiated with the National Harbours Board and traded a number of
stearn locomotives for nine BoBo electric locomotives. These engines, each
provided with four 430 h.p. motors, had been built by the English Electric
(to page 234)

Nos. 188 and 186, two ~Bo electric
secured from National ~~in 1942.
104 apprdaches Por~al Heights ~ a~ing train of
Centra Station ..
, /
. ~
, .
october 1-2
trip, on October 1st and 2nd,
was a repeat of our 1965 ex­
cursion between Montreal and
Portland, Me. As usual, CN
No. 6218 officiated at the head
end, and a seven-car consist
made a manageable train for
photographic purposes, though
a substantial deficit incurred
has made future two-day trips
The pictures on these pages,
recapturing random impres s­
ions of an enjoyable excursion,
were made by Charles DeJean,
an active junior member of
The upper photo on this page
was taken October 1 st on the
southward trip and shows No.
6218 at speed at a runpastj the
other photo, taken at Portland
on the morning of October 2nd,
shows GT units 4449 and 4445,
which hauled our train back to
Island Pond while 6218 did the
honours for the 470 Railroad
Club of Portland.
Opposite, the upper picture is
of the whole train at Richmond
on the return tripj the lower
shows South Paris GT station.

–Page 234 —
Company of Britain in 1924.
In 1945, a new line was built from Vertu Station to Pointe-aux-Trembles in
order to allow trains from Quebec city and the northeast to enter Central Station.
Catenary was strung from Vertu for some six miles to Ste. Gertrude and comm­
uter service was inaugurated on that line. The following year, 194~, brought the
only serious accident on the Mount Royal Tunnellinej on January 12th, two die­
sel-powered trains collided in the tunnel causing considerable loss of life among
the crews of the trains. As a consequence, service was disrupted for almost two
> weeks.
In 1949, the two original m.u. cars were scrapped and replaced ill the follow­
ing year by three General Electric center cab electric locomotives. In 1952,
eighteen steel multiple unit cars (six motors and twelve trailers) were order>ed
from Canadian Car &: Foundry Company and delivered the same year.
Meanwhile, traffic on the line continues to increase: from 21,000 passengers
in 1961 to the present figure of 40,000. It is expected to continue rising to reach
an expected level of 50,000 by 1968. It is envisaged that the present railway
service will be unable to cope with the growing passenger demand by 1967, and
the logical solution would seem to be to convert the line to rapid transit oper­
ation, which would effectively more than treble the present load, to perhaps
132,000 passengers per day. The estimated cost of such a project is about $40
million, keeping in mind a substantial saving which might be realized if the
present Expo Express cars, (described in Canadian Rail #177) are acquired
for this service at the termination of the worlds fair.
Recently, however, Canadian National withdrew its offer to cooperate in the
conversion of the tunnel to rapid transit due to the possibility of increased use
of the tunnel by regular trains, plus complications arising from running rapid
transit equipment through Central Station. The present equipment, however,
is becoming old and inadequate and will have to be replaced, to some degree, in
the comparatively near future. The author strongly recomrnends, therefore, that
interested enthusiasts visit the line as soon as possible.
Power is supplied by 2400-volt overhead catenary.
On weekdays, some twenty trains are operated to Deux Montagnes, and an­
other eighteen terminate at Cartierville. The Montreal Nord line has only two
trains daily, eqch operated during rush hour periods. The m.u. cars are gener­
ally used in all suburban traffic, the electric locomotives being utilized only
during peak travel periods. When out of service, locomotives are stored either
at Pointe St. Charles passenger yard or in Central Station itself.
With the exception of the original multiple unit cars, most of the equipment
mentioned above is still in service on the Mount Royal Tunnel line. Also on the
roster are D-l and 15708, two former diesel-electric railcars now being used
in tower car service.
RIGHT: These steeple cab General Electric units were the latest
to be built for the tunnel operation, in 1950. Trains up to
thirteen cars in length, as in this illustration, necessitate
double-headed electric locomotives.

R 0 s t e r
Numbers Builder Date Description Note
100-105 Can. Gen. Elec. 1915
ISO-ISS English Electric 1924
200-202 Can. Gen. Elec. 1950
M-l -M-6 Can.Car & Fdy. 1952
T-l -T-12

15903-15904 CN Pt.St.Charlesl925
Box-cab electric locomotive.
Steel multiple-unit motor car
trailer car
Diesel-electric railcar
Tower Car
Wood multiple-unit car.
Notes 1. Originally Canadian Northern Nos. 600-605, later CN 9100-9105.
2. Originally National Harbours Board Nos. 100-108, later CN 9180-
9188. No. 184 currently in dead storage at Pointe St. Charles.
3. Originally CN #15834j converted to D-l in 1951.
4. Originally CN battery car #15794j rebuilt to #15708 in 1947.
5. Scrapped in 1949.
Deux Montagnes
N. aL.tCT~FI
MONTREAL (Central Sta.)
LEFT: Conceived originally by CN as an alternative to the purchase of RDC
cars, D-l is now the last operating non-RDC diesel-electric self-propelled
car on Canadian National, shown here with tower car 1570S.
Some events of 1909, as culled from
the pages of Canadian Railway &
Marine World by
Steve Walbridge
-Temiskaming & Northern Ontario Railway -Cochrane, Onto A monorail line
is in operation for the conveyance of supplies from the Abitibi River to the
Junction. A single rail is laid on ties placed four· feet apart. A car about 10
long, supported by two wheels on one side, is used to convey the material –a
horse at the side supplying the supporting as well as the motive power.

The first Canadian electric locomotive was completed in January 1896 by the
Canadian General Electric Company for the Hull Electric Company. The Shaw­
inigan Falls Terminal Railway is awaiting delivery of an electric locomotive
from C.G.E., the Railways second electric loco.
-The Canadian Pacific Railway received the following new equipment from its
Angus Shops: 408 box cars, 4 snowplows, 1 pile driver, 2 Pacific type loco­
motives; and from its Farnham, Que .. shops -16 vans.
-The Crossen Car Manufacturing Company, Cobourg, Ont., has shipped 2 snow­
plows to the Canadian Northern Railway. Rhodes, Curry & Co .. Amherst, NS
supplied them with 6 first-class coaches.
-The Ottawa Electric Railway and the Halifax Electric Tramway Company have
ordered cars constructed on the pay-as-you-enter plan from the Ottawa
Car Company.
-The Edmonton City Council will petition the Provincial Legislature to amend
the Act recently passed forbidding the operation of street cars on Sundays.
-Advertisement: The Eastern shore of Nova Scotia, from Yarmouth to Hali-
fax, is served by the Halifax & South Western Railway. On the barrens are
some of the best places for big moose in the East. For information, apply &c.
-Advertisement: Delaware & Hudson Rail and Steamer Lines. Trains leave
Montreal 8:45,10:55 am and 7:40 pm. Steamers through Lake Champlain and
Lake George connect with trains to Albany, thence New York.
-Board of Railway Commissioners Orders:
-Permitting Windsor, Essex & Lake Shore Rapid Railway to operate a mixed
train service using trailers on the rear end for passengers.
-Dismissed complaint regarding excessive whistling of CPR engines at
Almonte, Onto
-Authorizing CPR to open for traffic portion of its Mountain section known
as the Rogers Pass Division in B.C.
-Authorizing Le Chernin de Fer de la Colonization du Nord to construct its
railway across highways between Nominingue, Que., and a point 10 miles
north west.
– 239 —
-Authorizing British Yukon Railway to operate its trains and engines over
bridge at Caribou, Yukon.
-Dismissed application of City of Winnipeg for authority to connect city tram
way running from Lac du Bonnet to Point du Bois with CPR branch.
-Authorizing CPR to take certain lands in connection with its Windsor Street
yards and station facilities at Montreal.
-Authorizing Canadian Northern Ontario Railway to lo_cate line from Queen
Street, Toronto, to Rosedale station, with extension to Cherry Street yard.
-The Canadian Pacific Railway is looking into the question of the use of creo­
sote for treating ties.
-The Intercolonial Railway employees at the Moncton, NB shops have demande
the continuance of the present short time day, viz. 8 hours, but with pay for
the full day of ten hours.
-National Transcontinental Railway: Tenders are called for March 19 for con
struction and erection of shops a short distance east of Winnipeg.
-The Grand Trunk Railway has conducted a years trial of the telephone as a
means of dispatching trains, and has proven its practicability over railway
-Three men were arrested on Queen Street, Toronto, for having stolen an auto
mobile from the residence of D.D. Mann, vice-president, Canadian Northern
Railway. The arrest came within one hour.
R. Whitehead, who died at Smiths Falls recently, is said to have been the firs
locomotive engineer on Grand Trunk Railway construction in 1854.
-William and Mrs. Mackenzie (president, Canadian Northern Railway) and
party visited Mexico City recently travelling in Mr. Mackenzies private
-Press reports state that a scheme is under consideration to inaugurate a
company to operate a line of airships between Ottawa and Montreal.
-The GTR is using steam locomotives which were in use in the St. Clair Tum
prior to recent electrification for switching purposes.
-The formal opening of the Grand Trunk Railways new Stratford Shops took
place on February 18th.
-Steam railway track laid in 1908: 1505.95 miles versus 1469.65 in 1907.
The 1908 mileage included 24 miles for the Winnipeg City Power Plant line
Lac du Bonnet to Point du Bois.
-From 1902-1 to carelessness or recklessness on the part of the victims. (Racing a tra
with horses wasnt any mozre successful then, than doing it with cars is in
The following misprints and error appeared in Power ln #181:
1) GO 601 and 602 carry bullders numbers A-2126 and A-2127,
not A-2166 and A-2167.
2) CN 9328 was bullt ih the year 1953, not the year 195.
3) GO unlts will be returned to GMDL in the Sprlng to have an
electrlc generator, not a stearn generator, installed.
Purchases: up to December 21, 1966.
The followlng numbers and classes have been asslgned to the
new unlts:
C-424s ••••• 3222 to 3240 ••••• MR-24c
c-630s ••••• 2000 to 2001 ••••• MR-30a
GP-40s ••••• 4012 to 4017 ••••• GR-30b
SD-40s ••••• 5000 to 5007 ••••• GR-30b
GP-40s and SD-40s have the same sub-class slnce they are
ln the same GMDL order. As before, no speclflc new unlt is bullt
from the trade-ins, but rather the sum of the credits allowed on
each unit ls credlted to the cost of the entlre order.
Retirements: up to December 21, 1.966.
3001 Nov. 18, 1966 Nov. 4,
79125 £
3036 Nov. 25, 1966 Oct. 1.4, 195 MLW 81031 £
3075 Nov. 25, 1966 Nov. 6, 1956 MLW 81568 £
3076 Dec. 9, 1966 Nov. 12, 1956
MLW 81583 £
30S0 Nov. 29, 1966 Nov. 26,
MLW 81587 £
61 Nov. 14, 1966 Nov. 28, 19 7 mmllD
9 17 Nov. 25, 1966 Apr. 2, 1951 MLW 77704 £
9429 Nov. 18, 1966 Feb. 6, 1953
MLW 77722 £
-unlts so marked were traded-in to MLW for DL-640As.
@ -sold to Domtar Ltd. at Lac Quevillon, Quebec, on November 7.
The followlng locomotlves are presently;store.d- un~er,hceeible,
and will be retlred as soon as posslble iext year: 161·1,1612,
1618, 1638, 1659, 2205, 2212, 9300, 9316, 9338.
Rentals: up to December 21, 1966.
127 Nov.
23, 1966 23115
131 a Nov. 8, 1966 23911 RS-3
132 Nov.
9, 1966 23912 RS-3 $D-9R 133 Nov. 23, 1966 23913 RS-3
139 Nov. 8, 1966
Nov. 8, 1966
RS-3 SD-9R 145 Nov. 8, 1966 23925 RS-3
149 Nov. 23, 1966
RS-3 SD-9R 154 Nov. 9, 1966 23934 RS-3
161 Nov. 23, 1966 25261
SD-9 163 Nov. 23, 1966 25263 RS-4 SD-9 169 b Nov. 9, 1966
25269 RS-4
171 Nov. 9, 1966 25271
a –
as SD-9 in #174, which is incorrect.
b -reported
as built 1958 in #174, which is incorrect.
up to Decp-mber 21, 1966.
The following GO
603 604 605 606 607
units have been delivered from GMDL:
A-2130 A-2131 A-2132 November 8,
November 8, 1966 November 25,
November 25,
November 30, 1966
1958 1958
1959 1959
Unit 600, yet to be outshopped,
~lill be complete with genera­
tor, and will be used as a demonstrator.
These units carry rail­
way class GRE-30a, the E signifying
the electric generator.
up to December 4, 1966.
5521 A-2154 November 25, 1966 5522 A-2155 November 25, 1966 5523 A-2156 November 25, 1966 5524 A-2157 December
, 1966
5525 A-2158 December
, 1966
up to December 4, 1966.
Unit second 4016 carries the builders plate of its frame, i.e.
4014. Builders number is 77309, and date is August, 1950.
Purchases: up to December 22, 1966.
SFP and P has placed an order for one 1000 horsepower switcher
with ~lLVJ. It is to be built to Spec1flcatlon DL-411 and will be
delivered in July, 1967.
; I I I i I
, i f I I I
i ,I i! I
ABOVE: Canadian National Budd RDC-3 D356 and an RDC-2 standing at Calder
diesel shop in Edmonton on Saturday. April 30th. 1966. prior to departure
to Edmonton station to form the evening train to Calgary and Drumheller j
the two cars separating at Camrose. some fifty miles south of Edmonton.
RIGHT: A sturdy member of a vanishing breed is this octagonal water tower
photographed on the same day as the photograph above. at Northern
Alberta Railways I Dunvegan Yards at Edmonton.
Both photos by P. Kohl. Seattle (submitted by E.W. Johnson)

REARGUARD VIEW Doug Wright –Montrsal Star
What are the chances of saving future generations from radioactive fallout in a society
which cant even protect a railroad crossing till umpteen people are killed there?.
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: D.R. Henderson, Chairman.
J .A. Collins,
W.L. Pharoah.
ASSOCIA TE EDITORS: 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: 1.S. Nicolson, 2306 Arnold St., Saskatoon, Sask.
ROCKY MOUNTAIN: V.H. Coley, 11243 -72nd Avenue, F.dmonton, Alta.
FAR EAST: W.D. McKeown, 900 Senriyama (Oaza), Suit a City, Osaka, Japan.
BRITISH ISLES: John H. Sanders, 10 Church St., Ampthill, Beds., England.
Copyright 1966 Printed in Canada on
Canadian paper.

Demande en ligne