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Canadian Rail 185 1967

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Canadian Rail 185 1967

February
1967
Number 185
An artists view of travel
progress on the Montreal-­
Toronto main line.
(Courtesy Canadian
National Rys.Magazine)
Getting There
Was Half The Fun
Being an account of a trip to Toronto in March. 1869
S. S. WORTHEN
~ 1896, there appeared from the presses of Williamson
and Company of Toronto, a book entitled Railways and other ways, which was a
collection of the reminiscences of Mr. Myles Pennington
over a period of sixty-seven years. It was a magnificent collect­
ion of reports and experiences by a man who for all his life had
worked on railways. While every account and reminiscence may not
be completely factual, nevertheless it is a remarkable period piece
and well worthy of note. The account to be examined here is an
extract from Mr. Penningtons diary, of a trip from Montreal to
Toronto on the toung and burgeoning Grand Trunk Railway of Canada,
which operated on the then -standard Canadian gauge of 5 feet, six
inches.
Weather predicting in 1869 seems to have been just about
as uncertain as in our own day. Educated people (which is just
another way of saying those that could afford it) had their per­
sonal barometers, and from them drew their own conclusions. They were
not always correct.
Montreal, March 9, 1869:
The night is fine and mild as I arrive at Bonaventure Street
station, and there seems every prospect of slipping through to
Toronto between snow storms; but a friend, by way of consolat­
ion, slightly whispers to me that the barometer is falling. This
is omnious, and I am afraid tells of ills to come. I notice that
the train is not made up as is usual at 8:15 p.m. On inquiring
the cause, I am informed that about 4 miles west the axle of a
car of a passenger train is broken, and that a truck has just
been sent out to replace the damaged one, and that the only a­
vailable sleeping-car is with that train. So after some time, we
all went into an ordinary first-class car, and at 10:00 p.m. make
a start; but only run out to the Tanneries Junction (later, St.
Henri Station -Ed.), where we have to wait the arrival of the
disabled train. The time is spent as pleasantly as possible,
mainly by the amusing talk of a funny Englishman, of the kind
that is Wont to set the table in a roar and like Mark Tapley,
is jolly under all circumstances; for, as he says, Whats the
use of complaining when you cant help it, and recommends all to
make themselves as happy as possible; and thus the time whiles
away until 2:00 a.m., when we get the sleeping cars and make a
fre sh start.
As we pass along, I notice that the train runs between two walls
of snow, varying from four to twelve feet in height, and that the
country presents one plain of pure white, with no fences visible,
broken only by trees which look all branches, their trunks being
buried in the deep snow, with here and there a cottage emerging
from the surface, having the appearance of being stunted in its
growth, giving a strange aspect to the winter landscape.
CANADIAN 28
R A I L
The thought of a sudden thaw, with heavy rain, cannot be contem­
plated without a shudder, as the rapid melting of this bed of
solid snow, compressed
from ten or twelve feet to about five or
six feet, over hundreds of miles of country would produce floods
of a terrible magnitude.
There is the usual making up of beds and fixing upon berths and
one by one screep under nice clean sheets, and are soon playing
all kinds of tunes upon tne nasal organ and dream not of the
morrow.
It is interesting
to speculate where our courageous trav­
eller observed the banks of snow along the line. Probably tne first
appearance
of snow in large masses would have been west of Lachine
long the lakeshore,
and most certainly in the cut through which the
present Canadian National main line climbs the Vaudreuil escarpment.
March 10:
At dawn of day we are at Prescott,
and a soft snow is falling,
which gradually increases to a storm by the time we reach Brock­
ville. This continues until Ie arrive at a point three miles east
of Gananoque,
where we come suddenly to a stand. NoVi the storm
rages with terrible fury; the snow comes
sweeping over the plain,
gritty and blinding as the sands of the desert; it flies in eddies
and whirlpools;
it rushes around stumps of trees, pelting the
cars, penetrating every corner and crevice of the intricate parts
of the locomotive;
it chokes up the axle-boxes,
throws up embark­
ments, creates all kinds of architectural
forms and buries the
railway track out of sight.
A freight train from the east arrives, and the engine, being
detached, comes to our help; and now commences a
hard struggle of
pushing behind and hauling in front; and for two hours this is
kept up with men all the time plying the Movel to keep the wheels
clear, but it is labour in vain. For as fast as the snow is
thrown out, it comes back again, and the two locomoti~es
puff and
scream and their driving wheels fly round, but no progress is
made; and the wOrk is at last abandoned as utterly hopeless.
Our
engine, along Vlith the conductor,
then start for Gananoque for
relief, and the freight engine struggles for some time to get
back, but is fairly beaten, and dies in harness.
The train containing upwards of 150 pass~ngers is now left alone.
It is noon (12 hours since leaving Montreal -Ed.) and we are yet
without breakfast,
having calculated
upon getting that meal at
Kingston,
distant 20 miles. Each passenger begins to look into
his or her larder, and many were the long faces that were made on
finding such scanty supplies.
One musters a few sandwiches,
an­
other a few apples or an orange, or a few crackers. Two gentlemen
with two lltt~ boys think they have enough for three days Siege,
as they have a good-sized
basket and two parcels,
the whole
having been made up by
kind friends; the contents were unknown
to
the gentlemen.
The result of the inspection
exhibits two bottles
of milk and half a dozen small sandwiches
in the basket. Parcel
No. I, some ginger cakes and candies.
No. 2 is a paper box and
must certainly contain something substantial.
It is opened: on
the top there is a thin layer of Slleet cakes, then a stratum of
paper. Now expectation is on tiptoe (solids are always found at
the bottom).
CANADIAN 29 R A I L
c.
The paper is removed and in a moment, eight rosy apples, all in
a row, come to full view, to the utter consternation of the two
gentlemen and the great glee of the two little boys, who believe
in apples as the staff of life. Deep in the dark recesses of his
carpet-bag, one gentleman finds an ancient meat pie (the relics
of a lunch provided for a former railway expedition) and though
it looks hard and dry, and rather like one of those pies dug up
in Pompeii, still is cut up, divided and pronounced an excellent
morsel. One gentleman has transformed a glass bottle into a tea­
kettle; with this he manufactures curious mixtures for the chil­
dren.
Observations of the surrounding country are taken through the
thiok snow. One gentleman thinks he descries the outlines of a
house. He puts himself in the best condition for travel and
boldly leaves the cars, sinks up to his middle in the snow, and
after plunging on a few yards, vanishes like the ghost in Hamlet.
Anxious eyes are kept on the lookout for his return, and in about
an hour, a spectral object comes out of the snow-cloud, which
turns out to be the gentleman in question. He carries a large
bundle and a jug of hot tea. How he has kept the tea hot is a
puzzle to allan board. This js encouraging.
Other expeditions
are formed and leave the cars in the course of
the day, and make new discoveries
of farm houses, where inmates
willingly throw open their larders and set to cooking in good
ernest, to supply the wants of the belated travellers,
so that by
night, all on board the train are pretty well satisfied.
One
gentleman
returns with his ear frozen and swollen.
Some jokes
were passed upon him, as he would not cover himself with a rug
when he went forth, but said he could stand a storm like this and
did not care for it. An elderly Scotchman said the young man had
got an elongated lug.
Our stock of reading matter is rather scanty and there is no
news-boy on board the train. We have a Toronto Globe of the
previous Saturday, Montreal papers of Tuesday, a Dominion Month­
ly, two or three novels and three or four magazines. Political
discussions
take place on Confederation,
Annexation,
Reciprocity,
the Nine Martyrs, etc., and night draws on. The storm continues
with unabated fury, the car being kept rocking to and fro by the
high wind. By nine oclOCk (21 hours since leaving Montreal -Ed.)
all in our car are in bed. I am in an upper berth and the windows
and doors of the car being closely shut, it is very uncomfortable
for want of ventilation.
But I doze a little and am wakened at
2:00 a.m. by the distant whistle of a locomotive.
But after wait­
ing for the sound to be repeated, I find that it is the stentorian
snore of the next neighbour.
It is now calm, but the snow is still falling, and what a scene
of desolation presents itself without, – a wide plain of snow with
the dark stumps of trees standing forth clear and distinct, re­
quiring no great stretch of the imagination to endow them
with
motion and being engaged in some wild fantastic dance, the whole
enCircled by the dark outline of the forest, and in the midst,
the train with its living freight, from the infant in arms to the
old man of seventy. Some were sleeping, others in moody specula­
tion. And what hopes and fears are here congregated together.
CANADIAN 31
R A I L
In our car, one gentleman mourns the loss of his young wife who
died a week ago. A second, the sad loss of a little sister, ac­
cidentally poisoned. A third, the sudden death of a young friend
by inflammation of the lungs. And a fourth is journey1ng to a
distant c1ty in fear that his father will be dead before he ar­
r1ves. In the other cars, the passengerslie in every possible
posit10n and are constantly changing to ease the weary body. Here
the air is close and sickly, and the lamps cast a yellow light
upon the upturned faces seen below.
Distant twenty yards is the dark figure of the dead (freight)
locomotive. The snow has held high revel under it, on it and
around it, adding many a piece of ornamental frost-work to its
iron sides. It makes one melancholy to look at it, – a mechanical
Samson shorn of its might, the genius of steam prostrated, its
breathing gone, its power annihilated, unwieldly as a ship on
shore, there it stands, looking like some monument of past
greatness.
March 11th 7 a.m.
The snow on both ends of the train stands level with the plat­
forms of the cars. Sectionmen arrive and set to work with
willing hands to dig us out; they cut the snow in blocks and as
they throw it out, it looks like the purest marble.
9 a.m ••••• (33 hours from Bonaventure -Ed.)
Sleigh bells are head, and up comes the conductor cargoes of
provisions. Soon we have steaming hot coffee which, with sand­
wiches of gigantic proportions, is handed round. Now there is a
general rejoicing in the cars, -a huge picnic takes plaoe. Knives
and forks we have none, but penknives and jaoknives are brought
into play, and where these are laoking, fingers and teeth are
plentiful enough, and eaoh person does not hesitate to use them,
regardless of all rules of etiquette and oustoms of oivilized
society.
A loud report is heard near the stove. It is the gentlemans
teakettle bottle, whioh has burst after two days active service.
The conductor relates his adventures, -how when he left us, the
engine only got a mile from us and then stuok fast in a snowbank, –
how he then battled his way to Gananoque and telegraphed to
Kingston for food and assistanoe, and how a train started from
Kingston on the previous night but stuok in the snow three or
four miles west of Gananoque and that sleighs were sent out to
bring in the supplies and oonvey them to us. And he fur.her
gladdened us by the news that three looomotives and a snow-plough
arrive, and after many hard pulls, we are on the move again, and
go on with slight interruptions to Kingston, arriving there at
6 p.m. Here the Grand Trunk Company, with great liberality, has
provided a free dinner for all the passengers, and full justioe
is done to it.
THE PHOTOS accompanying this article are from the collection of
Mr. C. .1. Spencer. An article on rotary plows (a Canadian in­
vention, incidentally) will appear in a forthcoming issue.

l _
r
CANADIAN 33 R A I L
Kingston is left at 9 p.m. (45 hours from Bonaventure -Ed.) and
having settled down in a clean, fresh, comfortable sleeping car,
we think our troubles are over and go to sleep.
March 12, 2 a.m.
Change Cars!
These were the lOrdS that disturbed us in our pleasant dreams of
home, and they were found to proceed from the strong lungs of the
sleeping-car conductor. We pop out our heads and inquire the
reason why, and are told that about three miles ahead, near
Grafton, there are two engines off the track. There is now a
general muffling-up, -rolling children in rugs, and other prepa­
rations for a night march through the snow. We reach the point
of obstruction and there leave the cars, form a long procession
in indian file, and thus hobble through the snow, meeting as we
go another similar procession on march to take possession of the
cars just vacated by us. We pass the two engines. They are
abreast of each other, blocking up the whole track most effectu­
ally. By 4 a.m., we once more make a start and go on without any
further trouble, arriving in Toronto at 11 a.m., -sixty-two hours
after we left Montreal.
Here ,Ie require some washing, polishing and brushing up, to make
us presentable to the denizens of the fair city of Toronto.
Addendum:
WDen I recorded and described the snow blockade of March, 1869,
I thought that that storm was about as bad as one as had ever
occurred in Ontario, since railways were introduced into the
country. But all records were beaten by the great snow-storm
which set in on March 19th., 1896. It was the most complete snow
blockade ever experienced (in Ontario). The only line on which a
train could be run to its destination was a single track between
here (Toronto), and Hamilton. On every other line running into
the city (Toronto), the traffic was completely paralysed. On the
Grand Trunk system, thirteen trains were caught in the storm
between here and Belleville, but fortunately nearly every train
was able to get to a railway station, which secured a greater
degree of comfort to the passengers. Somewhere, in Durham, there
were, in the string of ten cars that lay between two walls of
snow, three classes of passengers: the Thursday comes, the
Frida.y comes and the Saturday comes. (It was now Sunday).
All were started from Ottawa by the courteous, if not too accu­
rate, gentlemen of the Canadian Pacific Railway, with the assur­
ance that the line would soon be cleared. There was a little
block as far as Peterboro, and when the (Friday comes reached
that town on Saturday morning, they were informed that the line
was not yet quite clear and therefore were sent up to town to
take breakfast at the Companys expense, the situation being
extremely simple. On a little yellow slip of paper were the
words: Good for passengers meals while in Peterboro I. Mr.
f10rrice, District Superintendent of the Grand Trunk Railway was
able to state that he had just received word from Weston to the
effect that the passengers on the train which was stalled at
Highfield had been supplied with food, and that the men engaged
shovelling the snow off the tracks were making good progress.
CANADIAN 34 R A I L
About fifteen passengers for North Bay, who had been waiting in
the (Toronto) station nearly the whole of yesterday for the train
to start, spent last night in the cars, which had been placed on a
side track at the western entrance to the station. The reporter
for the T.oronto Globe. succeeded in rEI aching the city (from
Whitby) at 4 oclook yesterday morning (March 23) on a forty-four
hour delayed train. The Ottawa deputation (of the Young Liberal
Association) turned up at a quarter after 1 this morning; other
reporters of the Globe in Wingham, investjgating the mob outrage
to J. G. Fields and in Lindsay, in connection with the murder of
Mr. James Agnew, are yet to hear from.
The first train from Montreal since Thursday (March 19) arrived
onJSunday. It was the regular train on the Grand Trunk which
should have reached Toronto on Friday morning. Its progress was
blocked at Cobourg, and there it remained until early Sunday
morning. The corresponding Canadian Pacific express from Montreal
reached Toronto on Sunday night about midnight. It was storm­
stayed at Peterboro and had to await there the clearance of the
road. The lines of both systems east of the points at whioh the
trains were stopped were kept clear, and the regular trains run
from Montreal west that far, and then back, after having delivered
their passengers at Cobourg or Peterboro, as the case might be.
Upwards of 80 passenger trains arrive at and depart from the
Union Station, Toronto, on each working day, but on Saturday,
March 21st, 1896, with the exception of three or four Hamilton
trains, no trains came in or went out. It is safe to say that
such a circumstanoe never happened before.
As a foot-note to the above report, it is recorded that
in 1869, a Toronto dentist, Dr. J. W. Elliot, patented a device
oalled a Revolving Snow Shovel. He built a small hand-operated
model but never tried to market his invention. In 1884, basic
patents were issued in Canada and the United States to Mr. Orange
Jull of Orangeville, Ont., for a Rotary Steam Snow Shovel. This
snow-removing devioe was partially proven on the Canadian Pacifics
line from Parkdale to Queens Wharf in the late winter of 1884-85.
Improved models appeared in the United States in 1885-86. and the
Southern Pacifio Railroad ordered one for the Sierra Nevada region
in 1887. The first rotary snow-plough, built to the order of a
Canadian railway, was manufactured by the Montreal Locomotive Works
in March, 1906, for the Canadian Pacific Railway. Its construction
number was 40400 and its road number was 4241. They sure could
have used it in l896! •
CORRECTION TO CANADIAr-: RAIL NO. 179 PAGE 152 (1)
Canadian Pacific Ry. Sussex Street Sub. abandoned between Elwood
and Smyth and Hurdman; new approach to Ottawa Station is on align­
ment of CN Beachburg Sub.; new connections north to east and south
to east between OP Prescott Sub. (3) and CP Beachburg Sub. (17) at
crossing, now called Elwood Diamond CP Lachute Sub. passenger
trains follow (7), (3) and (17) to reach new Ottawa station.
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11:—
_ ….
tfuring the first part of 1967, the passenger car fleet
of the Canadian National Railways is to be augmented by the addi­
tion of fifty-one units. In addition to the 5-car trainsets powered
by the United Aircraft Corporations turbines, the cars for which
are being constructed by the Ivlontreal Locomotive !larks. These were
described in detail in the April issue of Canadian Rail. Twenty­
six are to be second-hand sleeping cars acquired by CN from various
railroads in the United States, the other twenty-five are to be new
cars built by Hawker Siddeley Car Co. at their plant in Fort
William, Ontario.
From the r.Ulwaukee Road, CN will receive five sleepers
(10 Roomettes, and 6 Double Bedrooms) which were constructed for
the Milwaukees Olympian Hiawatha in 1949 by the. Pullman Standard
Car Company. Names are as follows:
Nlilllaukee Road Name CN Number CN Name
Lake Coeur dAlene 2142 Wanapitei River
Lake Keechelus 2143 Warpath River
Lake Pepin 2144 Vermillion River
Lake Pend Oreille 2145 Dauphin River
Lake Pewaukee 2146
Torch River
l
~t4-s:..·~,.~toi~~,f 35-4
10 ____________ –______ e.s-o <0».
KOTT M, 1.0..,. -·J … M … IC. ••• :
CANADIAN 36 R A I L
From the Erie-Lackawanna will come a quintet of sleepers,
almost identical with those mentioned above. They were built for
the Delaware Lackawanna & Western at the time the famous train
Phoebe Snow was re-inaugurated, November 15, 1949.
Names on the E-L
Jame s Go re King
Marvin Kent
Benjamin Loder
D. C. McCallum
Charles Minot
CN Number
2147
2148
2149
2150
2151
CN Name
Battle River
Elbow River
Clearwater River
Chilcotin River
Nechako River
Sixteen sleepers are to be acquired from the Florida East
Coast Line. These are to be of three different interior configura­
tions: a dozen cars similar to the Milwaukee and Erie-Lackawanna
10 Roomette 6 Double Bedroom sleepers mentioned before; two Ameri­
can Car & Foundry-built units containing 6 Double Bedrooms and a Lounge
(these were built in 1949 also); while the other two are a
pair of Pullman-Standard units with 4 Sections, 4 Roomettes, 5 Dou­
ble Bedrooms and 1 Compartment each. The last-named were con­
structed in 1954 as part of an order for 18 cars to equip the
Dixieland, the new name train placed in C&EI, L&N, NC&StL, ACL,
FEC pool service between Chicago and Florida on December 16, 1954.
The roomettes feature cut-away beds –a type that passengers can
raise and lower without opening the aisle door. These are of light­
weight construction and have stainless steel exteriors. Names car­
ried by the F.E.C. equipment are:
F.E.C. Name
10 Roomette -6 Double
Argentina
Bahamian
Brazil
Caparra
Chile
Columbia
Cuba
Guatemala
Havana
Honduras
Oriente
Venezuala
6 Double Bedroom -Bar
Magnolia
o I Leander
CN Number
Bedroom
2131
2139
2133
2136
2138 2134
2137 2130 2140 2141
2135
2132
Lounge
1095
1096
L Cpt.
1701
1700
4 Sec., 4 Rmette, 5 D.BR,
Jamaica
Scott M. Loftin
CN Name
Grand Codroy River
Deep River
Ecum Secum River
Riviere Cloche
Belle River
Nashwaak River
Riviere St-Franoois
Terra Nova River
Petawawa River
Naiscott River
Grande Riviere
Moose River
North Star
North Wind
Manitou
Windigo
I
D o D o DDDDDI
– -,,,,–.+-
-.——-__ —+—-.l .••.
-H
CANADIAN
37 R A I L
The twenty-five
new cars are to consist of 15 day coaches,
5 cafe-coaches,
and 5 club cars. Although few details have been
announced regarding trains and runs, they are to be assembled into
five trains of 5 cars each, in the style of the Champlain,
(i.e.
3 coaches, one cafe coach, and one club car,) and used in the
southwestern
Ontario areas between Toronto, Sarnia and Windsor.
Seating and service W1ll be styled after that planned for
the turbotrains,
while from available deta1ls, it would appear that
the basic structure of the cars will be s1m1lar to the GO GO Transit
cars described
in the September issue of Canadian Rail: light­
weignt; 85 feet in length; constructed
primarily of aluminum; e­
quipped witn electrically-operated
heating and air-conditioning;
modern decor; -although it is presumed tnat better quality seating
will be installed
for comfort on the longer runs involved.
They
will be hauled by specially-adapted
road switcher type diesels
equipped to operate the electriC heating facilities.
The equipment
is to be numbered as follows:
Club Cars from 320
to 324
Cafe Lounges from 340 to 344
Coaches from 360
to 374
Like the suburban· commuter
cars, tney are to be con­
structed at the Fort William plant of Hawker Siddeley Canada Lim­
ited. The new CN
cars will cost approximately
four million dollars
and are to be delivered
during the summer of 1967 to handle the
expected continued increase in passenger traffic vIi thin the Quebec­
Chicago zone of high-density population.
Equipment owned by the Government
of Ontario Transit or­
ganization
and to be operated by the Canadian National Railways in
suburban se~ce in the Toronto Area is to be deSignated
as follows:
the
Locomotives
600 to 607
Self propelled cars D700 D708
Coaches with driving
cabs
C750 C757
Standard coaches for
commuter services 4700 4731

cover
GO Transit locomotives for hauling trains in consists up to
10 cars are 3000 horsepower
diesel-electrics,
GP-40 series,
manufactured
by General Hotors Diesel Ltd., London, Ontario
DEREK
BOLES
1966 Progress Report
The Canadian Railway Museum
]Juring 1966, intense effort has been made to progress
development of the Canadian Rail Museum. The most significant
development has been a promise of a #75,000 grant from the Federal
~overnment. This has been promised in three yearly installments of
i25,000 apiece, the first of which has already been received. Ob­
tained largely through the efforts of Dr. R.V.V. Nicholls and Mr.
C.S. Cheasley, this donation will enable the museum to construct
its second exhibits building. (Presumably most of the second in­
stallment included in the Government Estimates, if received, would
be used to retire the contingent liability on regular members of
the Association which arose from over-expenditure of capital money
in 1966.–Ed.)
The foundations of the second building have been
along with a number of switches and corresponding trackwork.
pletion of the entire building is expected for this summer.
will enable the museum to house some thirty-five pieces of
ment now outside and unprotected from the elements.
built,
Com­
This
equip-
A donation of $30,000 has been received from the Misses
Hays , daughters of Charles M. Hays who was President of the Grand
Trunk Railway from 1909 to 1912 when he went down with the Titanic.
The donation is intended for construction of a permanent library
and headquarters building dedicated to the memory of Mr. Hays. Be­
cause the building is still in the planning stage, actual construc­
tion will not begin until at least the autumn of 1967.
Permanent lighting has been installed in the first two­
thirds of the present exhibits building, at a cost of $3,000. (Not
quite half of this money came from profits made on the operation of
steam-hauled excursion trains during 1966 and previous years.–Ed.)
Lighting facilities have also been installed in the section hous~
office and tool shed.
The twenty-one pieces of
public in the main building have been
in fine physical condition. Of major
Museum Train consisting of 4-4-0
pieces of wooden passenger equipment.
equ1pment on display to the
completely restored and are
interest is a complete C.P.R.
locomotive No. 29, and four
The Centennial Project is an operating streetcar line
planned for the Museum site. Initial operation will be from the
inside gate to the present exhibits building. Eventually the 11ne
will encircle the entire property. A branch line to the parking
lot is also be1n§ cons1dered. Work has already started on a tract­
ion sub-station , a concrete structure used to house the necessary
electr1cal equ1pment for the operat10n of th1s line.
..
CANADIAN
39 R A I L
Because construction
and maintenance
were of primary im­
portance in the 1966 programme,
the acquisition
of additional
rol­
ling stock was not oonsidered
a major factor. (The fact that even
the second building will not house all the yet unhoused material,
and the generally tight space situation might also have contributed
to this.–Ed.) However,
onepiece of equipment,
E.B. Eddy Companys
No.2, an 0-4-0 tank engine donated some years ago to the Associat­
ion, was moved to the De1son property.
It, should be noted that
much has been done in 1966 to assure the acquisition
of additional
rolling stock in 1967.
Dr. Nicholls obtained for the museum, a
completely
re­
stored (externally
–E~) British Railways Gres1ey 4-6-2, the
Dominion
of Canada, including
transportation
from England to
Canada sometime
this Spring.
The museum
also hopes to obtain
Canadian Nationals
No. 77, one of the original diesel locomotives.
Another Centennial
Project has been the oomp1ete re­
storation of Barrington
Station, the museums 1885 Grand
Trunk
depot. During the summer the building was lowered onto its perman­
ent foundation
and the station platform was built. A permanent
cedar shingle roof is currently nearing completion
and full restor­
ation is expected for this summer.
Canadas oldest steam locomotive,
C.P.R. No. 144,a 4-4-0
built in 1887, is undergoing
complete restoration
pending possible
operation this summer. A
series of tests has indicated
that the
boiler is in good condition and that operation will be possible
without the usual Class A overhaul,
an operation
whioh involves
considerable
expense.
In 1966, the museum embarked upon a large publicity cam­
paign designed to attract visitors to the Site. Five episodes of
a popular childrens
television
program were filmed at the museum.
An advertisement
was also broadcast
over a local radio station.
Free PUb1iCitr. was also obtained when, coinciding
with the opening
of the Metro, ten of the Associations
Montreal streetcars
were
exhibited at the main downtown subway
station.
In addition thous­
ands of museum brochures were distributed
to various tourist instal­
lations around the city. The campaign proved to be most lucrative;
over ten thousand visitors had passed through the gates when the
museum was
closed at the end of October for the 1966 season.
In reviewing museum progress for 1966, one should keep in
mind the considerable
expense and effort involved in maintenance
and upkeep of the museum site.
Administration
of the museum is carried out by a committee
of seven men. This body is currently comprised
of the following:
Mr. F.A. Angus; Mr.
W. Bedbrook;
Mr. C.S. Cheas1ey;
Mr. H.
Rostok; Mr. A.S. Walbridge;
Mr. R.W. Webb; Mr. S.S. Worthen.
The guidance of the whole museum
project rests, of course, with
Dr. R.V.V.
Nicholls,
the President of the Association.
Valuable
assistance
has also been given by Mr. J.A. Beatty, Mr. D.D. Mao­
orquod~le,
Mr. D.F. Angus, Mr.
B.P. Hill, Mr. R. Cox, and Mr. E.
Springer.
The progress the museum has attained in 1966 is due to
the tireless and persistent
efforts of these individuals
••
~–
(!
/
/
WJ:NDSOR
Windsor Essex & Lake Shore 503 on
Pitt Street, Windsor, Ontario, 1931.
(Courtesy W. Bailey collection)
Cars being moved
through Windsor
en route to
!-1ontreal in 1939.
–photo courtesy
Hr.S.D.Maguire
BSSBX
.. LAKB
SHORB
MBAPJ:D
BAJ:LWAY
~
The first in a series of articles
on Canadian Interurban
Cars
by Peter Murphy
Tk 500 S~
Q~
,..,

———–.-
In 1930 the ottawa Car Manufacturing
Company delivered four electric
motor cars and one trailer car to the Windsor Essex & Lake Shore Rapid
Ry. in Southwestern
Ontario. These cars were of a modern all steel de­
sign and at that time were the ultimate in interurban comfort and speed.
Unfortunately,
these cars served the route between the cities of
Windsor and Leamington for only two years before the WE&LS service was
suspended.
The last car operated over the rapidly deteriorating
inter­
urban line on September 15,1932. With the right of way abandoned, these
11500 series cars, all but new, were retired and stored in the Windsor
carhouse to await future disposition.
Shortly thereafter the city track
age was lifted, leaving the cars virtually isolated in the heart of the
city of Windsor.
Following a number of years of dead storage, one of the WE&LS motor
cars Vias delivered to the Montreal and Southern Counties Rly. to operate
on its Hontreal-Granby
line, as a trial. After the car proved success­
ful on the H&SC line, all five units were purchased and a contract was
let to a Windsor contracting
firm for the removal and loading of the re­
maining four cars. In order to accomplish this, temporary rails were
laid on their sides in the streets, and the cars then towed out by truck
the flanges riding in the web of the temporarily-laid
rails. Upon arri­
val in Montreal the WE&LS blue and yellow paint scheme was re-done in
60l.3
-+-+
o I ~ 3 1 S T. SCALE
W.E …. L.S. aoa
M …. S.C. S23
N.ST.C …. T. S23
C.N.R. Green, and the Indiana-Railroad-type
pilots were replaced with
standard M&SC truck mounted pilots. The M.U. fittings were subsequently
mounted under the cars on the draft gear. The cars were re-numbered from
the former 500 series to the 620s. These cars saw extensive
service on the M&SCS Granby run for twelve years but when the service
was cut back to r.1arieville
in 1951 their use was greatly restricted.
They were noted for their large power consumption
due to their erectric
heating facilities,
and were seldom used during the later years of
Montreal and Southern Counties operation.
M&SC service was entirely discontinued
in 1956 and the cars were
faced with an uncertain future. With almost all major interurban
net­
works already abandoned, their future use seemed unnecessary
. Car 621
was promptly acquired by the Seashore Trolley Museum in Maine where it
is still in operation.
The remaining cars were forwarded to another CN
electric subsidiary, the Niagara St. Catharines
& Toronto Railway in
Ontario. The cars were repainted in a smart new C.N.R. coach green
paint scheme with yellow trim. The M.U. fittings and couplers were
removed along with the M&SC pilot, a solid plough type pilot was added
and painted in blaclr & white tiger stripes, thus adding a modern colour­
ful air to the cars. The re-fitting was crowned by the addition of the
gold Canadian National maple leaf emblem to the car sides. The only
actual victim of the move was the trailer car, number 220. Because of
limited traffic and lack of M.U. equipment its use became impossible,
and it was subsequently used as a supply of spare parts for the remain­
ing three motor cars. The fortunate three plied the iron between
Welland and Thorold until r.1arch 28, 1959, when all service on the line
was suspended and the cars scrapped.
The N.St.C.&T.
operated the last
true interurban
line in Canada, and it seems fitting that these cars
were fortunate enough to partake in this honour.
Roster
WE&LS
Number
501 502 503
505 507 &
Disposition
of these cars:
Built 1930 In 1939 In 1956
as became became
Di soo s1 tio.
motor car M&SC 620 NStC&T 620 Scrapped 19~q on NStC&T
trailer
M&SC 220
Scrapped 1956 on NStC&T
motor car M&SC 621
Preserved at S~~shore Elec.
Ry. Museum
motor car M&SC 622 NStC&T 622 Scrapped 1959 on NStC&T
motor car M&SC 623 NStC&T 623 Scrapped 1959 on NStC&T
.-……….
.
-On the Montreal & Southern Counties Railway, 1948.
(R. F. Corley)
-Preserved at the Seashore Electric Railway Museum.
-Towards the end of the Line, at Thorold on the Nia­
gara St.Catharines
& Toronto
l
1957.
(S. D.Maguirel

Various colour schemes of these cars:
l.E.&L.S.RY.
:-1.& S.C. IlY.
SlG blue lith yellow trim, lettered in script lli SUN­
SH:nm COUIITY HOU,!, in red on the car sides under the
belt rail. The letters W.E.& L.S.Ny. appeared in fine
print on the letterboard beside the op)osi te doors.
C.N.H. green with black trim
HOHfREAL & SOUTH.l!:RH COUNfnS
and underbody. The name
written in block letters
on the car sides in yellow under the windoVis except on
trailer car 220 where it appeared on the letterboard.
N
.ST.C.&f.RY. C.N.R. coach green with yellow trim, black and white
striped pilots and anticlirnbers. C.N. gold maple leaf
design herald inscribed Canadian Natio!!al ••
GRAND TRUNK HE;iIERN
Rentals: up to January 20, 1967.
The GTW has five switchers on leese from the Chicago and West­
ern Indiana Railroad.
ROAD BUILDERS DATE BUILT BUILDEH BUILDERS
NUMBER NUMBER MODEL
252 76799 July 22, 1949 Alco RS-1 253
Alco RS-1
255
77173
October 31, 19
49 Alco RS-1
257 Alco RS-1
260 77849 Februnry 17, 1950 Alco RS-l
CANADIAN NATIONAL RAIIMAYS
Purchases: up to February 13, 1967.
ROAD NUf>iBER
3224
3225 3226
3227
DAIE u~LIVER1:m
January 27, 1967
January 31, 1967
Febru8ry 10, 1967
February 10, 1967
BUILDEnS NUfiDlm
rI-3
4
77-03
tl-3477-04
F-3477-05
1-)-3477-06
Delivery of the first lurbotrain has now been set back to at
least June 1, 1967.
Retirements: up to February 13, 1967.
The following locomotives are slated for retirement soon:
1609: 1616: 2204: 2206: 4815: 9066: 9124. Un1t 1659 TPentl,oned as
a retirement possibility in #182 still holds uncertain status.
CANADIAN PACIFIC RAILWAY
Purchases: up to January 24, 1967.
5533 553
4
5535
5536
DATE DSLIVEHED
Not Delivered
January 21, 1967
BUI LnEB S NjMBSR
A-2178
A-2179
A-2180 A
-2181
CANADIAN 47 R A I L
GOVERNHEwr OF ONlARIO
Purchases: up to January 24, 1967.
The builders number of GO 600 is A-2125.
(See Front Cover photograph)
rWNTREAL LOCOr·lOTIVE -108IS EXPORT SALES
Sales: up to February 1
I
f, 1967.
Indian State R~ilways have orderAd thirty locomotives from
11Ui. Trwv are 1200 horsepmler road sltlitchers to be built to
Specification DL-5J5A. The -locomotives are metre guage and :tlill
be outshopped between June and November at approximately six per
mon
th. Road and serial numbers are as yet not assi~ned .•
CN NEW Passenger Services
THE HIGLAN7)ER
A new main-line passenger train service, operating over a route
which has had only indifferent passenger train facilities for the
past thirty-five years or more, is to be scheduled by the Canadian
National Railways during the coming summer months.
This is the planned Montreal-Sydney, N.S., through train, which
the ON intends to route over the National Transcontinental Line via
Monk. Que. and Edmundston, N .B. It will also provide a first
class service for Fredericton, the New Brunswick Capital, via
McGivney Junction. Name of the train: THE HIGHLANDER.
It is also announced that THE CHALEUR, now operating between
Montreal and Campbellton, will have its run extended to Gaspe~PQ
providing sleeping and dining car service on that line. In making
the announcements, E.J.Cooke, the National Systems Atlantic Region
V-P., cautioned that continuance of these new services in fUture
years would depend on the volume of traffic developed by the commu­
nities concerned.
Said Mr.Cooke: Introduction of the new train services will in­
volve a large amount of work and planning ••• platforms will have to
be lengthened and station facilities improved. Nearly two hundred
extra men will have to be hired and trained to man the new trains;
locomotives and cars will have to be found for the trains from CNs
already-busy fleet •••• The extension of THE CHALEUR will eliminate
the existing railiner service on the line between Matepedia and
Gaspe and replace it with a first-class passenger train. Since CN
introduced Red White and Blue fares there has been a renaissance of
train travel •••• The increase in traffic created by these fares bE
made it possible to plan for increased passenger services. I hope
these Centennial Year Trains will enable many local people to travel
to Expo 67 and other events, and show that railways are as much
part of Canada!3 future as of its past..
80 m.p.h. Featherbed
–Doue; Ifright, Montreal Star
Wesleys got one hand 011 the horn alld OIlC 011 the throttlc, one foot 011 thc salld and onc 011 the deadmans
halldle; we
re four minutes late; I have a fire bell ringing in the hack. Could you call agaill in half an hour?
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.
PUBLICATIONS COll1UTTEE:
EDITOR, CANADIAN RAIL:
ASSOCIATE EDITOR:
HE tiS EDITOR:
MEHBERSHIP EDITOR:
EDITORIAL STAFF:
DISTRIBUTION:
MEHBERSIlIP CHAIID1AN:
D.R. Henderson, Chairman Anthony Clegg
William Pharoah
William Pharoah Anthony Cle
eg
Derek Booth Derek
Boles
Jal!les Sandi lands , Ian !lebb
John W. Saunders
J. A. Beatty
ASSOCIATION REPRESENTATIVES:
OTTAWA VALLEY: Kenneth F. Chivers, Apt. 3, 67 Somerset st. W., Ottawa, Ont. PACIFIC
COAST: Peter Cox, 2936 W. 28th Avenue, Vancouver, B.C.
SASKATCHEWAN: J.S. Nicolson, 2306 Arnold St., Saskatoon, Sask.
ROCKY MOUNTAIN: V.H. Coley, 11243 -72nd Ave., Edmonton, Alta.
FAR EAST: W.D. McKeown, 900 Senriyama (Oaza), Suita City, Osaka, Japan.
BRITISH ISLES: John H. Sanders, 67 Willow fay, Ampthill, Beds., 1ngland.
Copyright 1967
Printed in Canada on
Canadian paper

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