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Canadian Rail 203 1968

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Canadian Rail 203 1968

IVO 203
OCTOBER. 1960

MITBO • Moseow
1888
VV.F.G.Doran
·1 OWADAYS ,-AND ESPECIALLY IN NORTH
America,there is only one of­
ficially recognized METRO,and
that is in Montreal. Now letts
take a look at another,equally
famous METRO,-that in Moscow
U.S.S.R.
COMMISSIONED IN 1935,Moscowta original
METRO line was nearly eight miles long and had thir­
teen stations. Constructed along traditional patterns
and using conventional rapid-transit equipment,in the
beginning it carried about 180,000 passengers daily , and
accounted for about 2 percent of the citys pas­
senger traffic.
SINCE 1935,THE MOSCOW METRO has increased
rapidly in size and in popularity. Its present-day oper­
ational intensity and traffic volume surpasses that of
most of the larger cities of the world. In peak hours ,
it operates trains at 85-90 second intervals, carrying
as many as 300,000 passengers at one time. The METROs
operating intensity is presently at a level of sixty
to sixty five thousand passengers per mile per day, –
which is seven times as many as Londons Underground,
and twice as many as the Paris METRO or New Yorks Sub­
ways.
AS TRAFFIC DENSITY INCREASES,so does tr­
ain frequency and speed. Top speed of trains can reach
45 miles per hour,which results in an average speed,in­
cluding station stops, of about 25 miles per hour. On
the ZHDANOV line,recently put into service,higher train
speeds have been attained. With 16.4 minutes allowed to
complete 8.8 miles of travel,with five intermediate st­
ops,good performance is essential.Such an average speed
is unequalled on any other subway system.
SURFACE TRANSPORT SPEEDS certainly do not
compare very favourably with METRO levels. The average
speeds of urban transport vehicles,such as tramways,tr­
olley bus and autobus are 9.28, 9.71 and 10.51 miles
per hour,respectively. Moscows METRO,being the fastest
way to travel,is naturally attracting an ever-increas –
ing number of patrons,as it grows in length. In 1966
the METRO carried 35 percent of the total urban traffic
as against 28.5 percent in 1960.
CANADIAN 216 R A I L
CARS ON THE MOSCOW METRO are much like
vehicles on the s,ubways in other U.S.S.R. cities. They
are of all-metal construction,62 feet long, about 9 feet
wide and 12 feet high. There are four sliding doors on
each side of the car~ The overall dimensions are subject
to periodic revisions. Natural ventilation provides a
complete air change every two minutes. Since its incept­
ion,engineering specialists have developed four types of
cars for the METRO. They have been built principally in
the Mytishchi Works,near Moscow. Each new design refl­
ects improvements over the previous model. The most re­
cent design,called the model E,is equipped with four
traction motors on two trucks and rheostatic braking • The new
cars weigh 31 tons each, and is about one and a
half times smaller than the first model. Maximum speed
for these units is said to be 60 miles per hour. Accel­
eration and deceleration occur at a rate approximating
47.24 feet per second. The new cars have wider doors to
facilitate loading and unloading.
ON THE DRAWING BOARDS is a fUrther modif­
ication in METRO cars,which will produce a vehicle tbat
will have a top speed of between 60 and 75 miles per
hour with a reduction in gross weight to 25 tons ,while
maintaining the same overall dimensions. This can be
accomplished through the large-scale use of aluminum al­
loys and synthetic materials.
WORK IS GOING FORWARD STEADILY towards
the introduction of an automated system of train con­
trol. This work is also applicable to main-line rail-
ways in the U.S.S.R. It will probably resemble the
system recently used at EXPO 67 at Montreal,Canada,in
1967.In the U.S.S.R.,the basic unit for automatic tr­
ain control is a special purpose computer. The computer
will select the optimum route and speed plan,in respon­
se to predetermined schedules and accessory programming.
The computer will signal its instructions to traction
motor controllers and braking devices,so that the train
speed and stopping points and times comply with the pr­
ogramme. Doors will open and close accordi~g to elec­
tronic instructions from the computer,and although th­
ere will be METRO personnel on the trains, they will on­
ly supervise the proper functioning of the equipment as
directed by the computer.
POSITIVE SAFETY WILL BE A PRIME require­
ment for the new system of automated trains. As one tr­
ain is gradually overtaken by a following train,safety
circuits will come into play,which will prevent poss­
ible rear-end collisions. Quick acting devices,control­
led through track circuit impulses,will shut off power
on the following train,and apply the brakes,if necessar,w.
Tests on automated METRO trains have already produced
very favourable results,and on the basis of this work,
top speeds have already been raised to 55 m.p.b.
PHOTO PAGE 214, The new Mol()dezhnaya Station Pl8.tform on the Arbat
:iadlu6 Line of Moscows Metro ( 1965). (Photo courtesy N.Minev)
?HOTO ABOVE, The Studencheskaya Terminal Station of the Moscow
iietTO;-9.S p~ctured by Y.Abrnllochktn • in 1966.
AUTOMATION HAS ALREADY FOUND other appli­
cations on Moscows METRO. At terminals where trains are
obliged to reverse,rather than turning on a loop line ,
switches are now controlled by the route computer. As
soon as the train has discharged its passengers,it mo­
ves ahead over the switch points for the connection to
the adjacent line. It then reverses over the cross-over
to the line for trains in the opposite direction,and at
once begins to load its passengers. These computer-con­
nected switches eliminate the need for switchmen, also
the need for supervision from the line signal tower or
a central manual or CTC control. This type of automaticn
is also being applied to line power stations and substa­
tions.
CANADIAN 218 R A I L
PASSENGERS USING MOSCOWS METRO are said
to be completely unconscious or the ract that they are
really underground. Allor the stations are beautirul
architectural emsembles. A powerrul system or forced
ventilation maintains the temperature within rixed lim­
its,summer and winter. The relative humidity is always
below 75 percent and the dust content or the air is
maintained at rrom 1 to 1.5 milligrams per cubic meter.
Air changes are at the rate or 3 to 4 per hour. Special
ventilating shafts contain powerful ventilating rans to
pass about-500 million cubic meters or air daily thr­
ough the METRO.
THE HEALTH OF METROS PASSENGERS is con­
stantly considered. Ventilation experts check on the air
quality in the underground tunnels many times daily. Air
temperature and humidity checks are made at each METRO
station two or three times daily. Moreover,air samples
are taken periodically and the carbon dioxide and dust
content are carerully measured. The METROs cars are
thoroughly cleaned and disinrected daily,and at night,
are washed completely in special washing chambers.
METRO CONTINUES TO OFFER more and more of
the most modern conveniences for its passengers. Public
address systems at every station provide service announ­
cements. Fully automatic direction-finding systems are
available in stations,so that passengers can determine
rapidly the wuickest route to a given destination. These
days,much attention is being given to automation or the
ticket-selling and collecting machines,which,together
with automatic money changers,will speed the METRO tr­
aveller on his way. To help prevent congestion during
hours of peak travel,stations handling the largest cr­
owds are equipped with closed-circuit television.
/1
FHOTO PAGE ?18: Accest: Corridor to Arbatsks.ya Stll.tlon on tloe LenhJ.
L,tne-ofFio-scC:;;,r
l
:,: Metro (966) (Photo courtesy R.Alflmov)
PHOfO lP(~V~: The lr.wer entrance to the Lenlnsklye Gory Station of
MOscowsr:;;etro. 8: nhotop:rat)hed by A.Nevezhtn.
NEW CONSTRUCTION IS TAKING PLACE const­
antly on Moscows METRO. Two additional lines are pre­
sently being built. One of the new sections will form
part of the METROs longest route of about 20 miles.This
line crosses the city from north to south,and connects a new
housing development in the suburbs with the centre
of the city. Some of the older stations with a high-den­
sity passenger flow will be reconstructed. The long-ran­
ge plan for MOSCOW METRO is to extend it to a length of
about 200 miles.
IBBIO TIBII PBISI
F. I, Giovanni Cornolo
~RACTION ENTHUSIASTS ALL OVER THE
world were saddened by the news
from Italy,recently,-a country
where steam railroad electrifi­
cation began as early as 1899.
With the conversion of the Savona-Ventimiglia section of
the Genoa{Italy)-Marseilles{France) international coast
route to direct current, effective 8 October 1967,the un­
ique three-phase current operation ceased. This was the
last main-line section of the Italian State Railways to
use three-phase electric current, although there are st­
ill a few branch lines in Piedmont,-the last location
of this peculiar type of electrification. Before long,
these isolated lines will be de-electrified and diesel­
electric locomotives will take over the hauling of all
trains.
THREE-PHASE WAS THE ORIGINAL form of elec­
trification in Italy,mostly in the northern provinces of
Piedmont and Liguria,but with lines also in Lombardy and
Alto Adige,as well as through the Appenine Mountains an
the old Porrettana route. The first three-phase cur­
rent electric railway in Italy ran between Lecco and Co­
lico,-a scenic branch line on the eastern shore of the
Lake of Como. This line is generally considered to be the
first high-voltage eloctrification in the world. Current
was originally supplied to the double overhead wire ~t
3,000 volts,at a frequency of 15.8 cycles per second,but
later the voltage was raised to 3,700 volts and the fre­
quency to 16.7 cycles per second. This is the voltage as
presently used on the remaining three-phase lines.
THE SAVONA-VENTIMIGLIA RAILWAY started pub­
lic operation on 4 September 1902. Two articulated ste­
eple-cab gearless locomotives,very similar mechanically
and in appearance to those which worked in Baltimore ,Md.
U.S.A. from 1895 on,were used to haul freight trains.On
the other hand,passenger trains were hauled by electric
motor cars,powered by the same electrical equipment and
gearless axle drive as the electric locomotives.
THE LINE,SUBSTATIONS AND ROLLING-STOCK ,
were built originally by Ganz of Budapest,Hungary, and
the system was so successful from the outset that the
Italian State Railways {Ferrovie dello Stato~ electri­
fied,step by step, a total of about 1,000 route miles,
up to 1934. Nevertheless,the first trials (in 1927) of
high-voltage direct-current electrification in Italy,on
the Trans-Pennine Benevento-Foggia main line,demonstra­
ted the advantages of this kind of railway electrifica­
tion. This d.c.system had previously been installed on
the Chicago,Milwaukee,St. Paul and Pacific Railroad, in
1915.
CANADIAN
221
R A I L
THERE IS NO MISTAKING an electric railway
which is three-phase. Tbere is one overhead wire for.
each of two phases of the current,-therefore two wires
carefully insulated one from the other. This provides a
tremendous complication of wires above every SVli tch and
cross-over. The third current phase is carried in the
running rails. However,utilization of the three-phase
current is considerably simpler than d.c., or high-vol­
tage single phase,as three-phase traction motors can run
on regenerative braking, simply by overcoming the synchr­
onous speed,without complicati0ns in the locomotive cir­
cuitry or in substations. But this advantage is cancel­
led out by the swkward current frequency and the number
of poles necessary on the motor armatures.
THE UNIQUE CLASS E 554,three-phase freight
motor of the Ferrovie dello Stato,at the engine depot
at Bolzano. This is the boundary station between the 3-
phase and the d.c. on the Brenner Pass line.2/5/65.
(All photographs courtesy of the Author)
ALL ITALIAN STATE RAILWAY three-phase el­
ectric locomotives were provided with two motors, the ro­
to~s of which were linked together by side-rods. All of
the freight electrics had two fixed speeds of 15.5 and
31 miles per hour. The lower speed was achieved by con­
necting the motors in series. The passenger motors gen-
CANADIAN
222
R A I L
erally had four fixed speeds of 23, 31, 46.5 and sixty
two miles per hour. The two higher speeds were achieved
by switching the number of poled per motor, or by con­
verting the three-phase current into two-phase,through
a Scott-type tnansformer,carried in the body of the mo­
tor car. The lower speeds w&re obtained by connecting
the two motors in series.
EACH THREE-PHASE LOCOM01IVE was equipped
with two double-collector trolley poles,-except the E 432
class passenger locomotives,which were fitted with 2
double-pole pantagraphs. The double-collector poles were
placed one at each end of the locomotive body, and were
raised simultaneously to overcome the problem of making
contact with the two overhead wires at precisely the sa­
me time. This problem of current collection forced, the
designers,from the outset,to limit the speed of these
electric locomotives to 62 miles per hour.
TRAVEL BEHIND A THREE-PHASE electric lo­
comotive was an interesting experience. A passenger tr­
ain,for example,accelerated to 62 miles per hour,star­
ting up by switching the motors through ballast resist­
ors to improve the power coefficient. After attaining a
top speed, the locomotive continued to maintain it,-up
hill and down 1
ABOUT TEN YEARS AGO,Vlhen the three-phase
system was more extensive,there was a shortage of pas-
THE PANTOGRAPH GLORY OF THE THREE-PHASE 1
No.432.012,passenger engine,rated at about 3,000 h. p.
stands in the atation at Bolzano on 2/5/650
CANADIAN
223
R A I L
senger engines,and it was very common to see some class
E 554 freight locomotives hauling express passenger tr­
ains,in sets of tbree,or in pairs,on the Brenner Pass
route,from northern I~aly to southern Austria and Ba­
varia,through the Austrian Tyrol. Three-phase electri –
fication on this route started at Bolzano,Italy, and
ended at the top of the Brenner Pass,at an elevation of
4,900 feet. This was the European Continental Divide
and here the Austrian single-phase electrics took over
the trains,brought up by the Italian three-phase motors.
I REMEMBER A RAINY WINTER DAY,when I was
to travel on an Innsbruck-bound ten coach passenger tr­
ain. The consist started from Bolzano with a class E554
freight engine on the head-end. At Fortezza, an impor­
tant junction, twenty miles further on, the train stopped
and another class E 554 was coupled on the rear of our
train,as a helper.We then proceeded up the grade at a
steady 31 miles per hour.
THE FRONTIER STATIONS,-not only between
countries but also between systems of electrification ,
have changed frequently during the past decades. Thus the
old three~phase has been shortened and the new d.c. has
been extended. Yet the conversion from one system to an­
other,p.specially on a long main line,is not as compli­
cated as you might think. On the appointed day for the
current conversion, the two overhead three-phase wires
are switched over to direct current feeders and the ap­
propriate electrical connections are made. Train oper –
ation is then taken over by a fleet of d.c. electric
engines. Their pantagraphs are fitted with wider cur­
rent collecting shoes,which effectively span the gap
between the two overhead wires,both now carrying d. c.
current. In the next few weeks, the ex-three-phase over­
head wires are moved closer together, after which stan­
dard collector shoes are fitted to the pantagraphs, re­
placing the oversized ones. Later on,standard direct­
current equipment replaces all of the older materials.
THE CHANGE-OVER from one system to anoth­
er at present-day boundary points is equally simple,and
requires about ten to twelve minutes. The whole station
yard is divided into two parts,-three-phase current at
one end and direct current at the other. At the center
portion of the yard and platforms, there is an insulated
section in the overhead wires between those for the th­
ree-phase and those for the d.c. As the train approach­
es,the driver lowers and locks down the locomotive col­
lector poles,outside the atation,and coasts into the
platform to the appropriate stoppin~ place. By this
time,the engine is under the wrong kind of overhead
electrification, so that the poles cannot be raised.lbe~
a switching locomotive,-either a diesel-electric or a
correct current electric,couples to the train engine,
and draws it forward to the next switch for the para­
llel siding track. It then reverses with the train en­
gine and picking up speed,gives tbe train engine a good
hearty shove (loose shunt) back into the part of the
yard where the proper current may be obtained from the
GONE WITH SINCERE REGRETS. Two class E 554
freight motors waiting for the cutting torch in a scrap
yard on 9/3/68.
overhead wires for the train engine. Thus,the driver is
able to unlock and raise the current collecting poles ,
and once again move his train engine under its own pow­
er. Meanwhile,another electric engine of the correct ty­
pe,-in this case,a d.c. engine,has coupled on to the
head of the train and shortly departs with the train as
it travels to its intended destination.
THE MOST REPRESENTATIVE CLASSES of the
three-phase engine fleet were the E 432 and E 554,-pas­
senger and freight classes,respectively. The E 432 en­
gines were built in 1928-29,numbered 40 units and were
produced by Breda of Milano. These were equipped with 2
motors with a total one-hour rating of 2,200 kw. weight
on drivers,71 metric tons,total weight of 94 metricmns
and running speeds of 23, 31, 46.5 and 62 miles per
hour. The second, third and fourth speeds were obtained
by running the motors in parallel and switching them on
12, 8, and 6 poles. The first speed was obtained by run­
ning the motors on 8 poles and in series.
THE E 554 CLASS IS A TYPICAL heavy fr­
eight hauler, fitted with two electric motors, with a
total one-hour rating of 2,000 kw. 183 units were built
between 1928 and 1930,with running speeds of 15.5 and
31 miles per hour. The lower speed was obtained by con­
necting the two motors in series. Both the class E 432 and E 554
motors have a rather complicated system of
coupltng rods,by which the rotary motion of the jack­
shafts is transferred to the driving wheels.
SOMETIMES, MOTORS OF BOlH CLASSES can be
observed,stopped beside a water column, taking on a sup­
ply of water. .Ihis is a very odd procedure for an elec­
tric locomotive. Curiously enough, water is needed for
CANADIAN 225 R A I L
the resistors,used to control the starting of the loco­
motive. The resistors are located in a tank,which is
quite empty,until the engine is required to start.Then,
these resistors are short-circuited,one by one,by pump­
ing into the tank a 5% solution of sodium carbonate, by
means of a centrifugal pump. The level of the solution
in the tank varies the resistance of the starting cir­
cuit. The heat from these resistors evaporates the wa­
ter and so it must be replenished,from time to time 1
IS THREE-PHASE ELECTRIFICATION really al­
most dead ? Not yet,friends 1 A short section is still
in operation in Italy,between Sondrio and Tirano, near
the border of Switzerland,in northeastern Italy. Pre­
viouslY,this section was operated by a private company,
but the F.S.took it over in 1963. Yet another railway
has three-phase operation. This is the Zermatt-Gorner­
gratt Railway in Switzerland.
WE SHOULD ALL SINCERELY HOPE that this
most unusual type of overhead electrification for rail­
ways will continue to exist for a few years yet,so that
it may be examined from time to time by electric railway
lovers from all around the world.
THE EDITOR REGRETS that the excellent ar­
tlcle on The Snow Excursion -March 2,1968, published
in The 200th. Issue of CANADIAN RAIL was not credited to
Mr. Forster A. Kemp,as it should have been.
Mr. Adolph Monsaroff,F.C.I.C., a member
of the Advisory Board of the Canadian Railway Museum,has
been appointed President of DOMTAR,Limlted.
Dr. Robert V.V.Nicholls,President of our
Association,has been named Associate Dean,Faculty of Gr­
aduate Studies and Research,McGill University ,Montreal.
Mr. S.S.1AJorthen,Chairman,Canadian Rail­
way Museum,conducted a panel discussion on The Dilemma
of the Small Museum at the recent annual meeting of the
Canadian Museums Association,at Q,uebec. Mr. Worthen has
also been re-elected President of the Province of Quebec
Museums Association,at the Annual Meeting of that group.
lR~ ~I!Ji
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S. s. .,rORTHEN
CONCURRENT WITH the opening of the FERROVIA pavilion
it MAN AND HIS WORLD, Montreal, came the announcement of the forma­
tion of the FERROVIAN SOCIETY – a select, 14-member group, formed
3arlier in the year to promote the appreciation of railway opera­
tions, past and present. Headed by V~. ~~rcel Roger as President,
)ther officers include Mr. J. Norman LOvle, Rideau Region Public Re­
Lations, Canadian National Railways, as Car Trustee, and I1r. O.S .A.
~avallee, Speakers Bureau, Canadian Pacific Railway, as Director.
THE HEADQUARTERS of the Ferrovian SOciety has no
fixed address, that is to say, it is a railway car. Specifically,
Lt is a former Grand Trunk passenger car, which was built by the
lagner Car Building Company in the United States in 1897.
IT WAS RECONSTRUCTED in 1918 in the Grand Trunks
Joint St. Charles Shops and according to Messrs. Lowe and Lavallee,
epresents one of the finest examples of antique railway car con­
,truction yet to be preserved. From 1925 to the present time, the
!ar has operated on the Canadian National under a number, as is the
!ase with other passenger vehicles. The car is particularly noted
)ecause it was the car specifically assigned to the late Charles M.
fays, when he was second Vice-President and General Hanager of the
}rand Trunk Ra ilway from 1901 to 1909.
THIS UNIQUE headquarters for the Ferrovian Society
)bviously has no fixed location. It has travelled dUring its busi­
less life to Toronto, Hornpayne and Quebec City on official busi­
less and may be used by the Society in future trips to other cities
In Canada. Although the car has led a purely utilitarian exlstance
3ince its assignment to the late 11r. Hays, it is nev0rtheless equip­Jed
with priceless silver and porcelain pieces from many of the
ailway lines which now form a part of Canadian National Railways.
[ts interior is largely of solid mahogany and has specially de-
3igned brass electrical fixtures, wc,ll-to-vlall carpeting, sleeping
lccommodations for six persons and a dining room complete with
iraperies and a Hell-equipped kitchen. The car ,as donated to the
Jociety by Canadian National Raihvays. It is the third such car to
)e acquired by a group of Canadian railway enthusiasts, the others
)eing Canadian Pacific Car No.1, built prior to 1867, and mmed by the
Canadian Railroad Historical Association, the former Dominion
I.tlantic Raihlays Nova Scotia presently the property of the
Jpper Canada Railway Society of 10ronto and former Canadian Pacific
taihvays Business Car No. 16, no, lettered West Coast Railway-
3ritish Columbia and owned by the vlest Coast Railway Association.
Messrs. J. Norman Lowe, Public Relations Department, Rideau Region,
Canadian National Railvlays and Orner S. A. Lavallee, Speakers Bureau
Canadian Pacific RailYlay, two of the officers of the select 11+ mem­
ber Ferrovian Society, discuss modern railways in the atmosphere of
the 71 year old Grand Trunk Railway ex-private car now utilized as
an office on Vlheels. Photo courtesy Montreal STAR.
COVER
OUR COVER JHIS IJONTH: Canadian National RaUw8.Ys famous Cr<;NrRAL
SlATION celebrated its 25th. Bi.rthday in July.-complete wl.th
birthday cake. On the ?lst. of this month will occur the 50th.
bi rthday of the ~10UNr ROYAL ruNNEL. so well descTl bed in the
Associations publication Hount Royal Tunnel by A.A.Clege;. Ihe
nicture shows CNR # 9103. with train. emerging from the NOTth
Portal at Portal Heights P.Q •• on 27 February, 1949. Photo from
the CRHA, E.A.Ioohey CoIl.
In conjunction wi th the above I1JOUNT ROYAl, TUNNEL 50th. anniversary.
the C.R.H.AI wil] ocerate two Fiftieth Anniversary Specials these
trains will cover 811 the electrified trackal:e in the sy.stem. The
morning train will consist of three N.U. cars painted in the fast
vanishing old. colors. The afternoon train ,lill conSist of former
Canadian Northern Loco # 101 and train, in a nostal?:1c re-creation
of the first train throuo:h the tunnel. ~Iatch out for det8.il~.
GI!N
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EVER SINCE LAFFAIRE HYDRO number 3, there has been a
great gnashing of dental plates in the Winnipeg City Council,
with Alderman Claydon as the protagonist or antagonist, de­
pending on the topic of discussion. After Alderman Claydons
unfruitful attempt to make Winnipeg Hydros 4-4-0 operational
in Canadas Centennial Year, he was recently involved in
another railroad discussion.
CERTAINLY, THERE ARE changes occurring around Winnipeg, and
the eagle eye of Mayor Joe Guay of adjoining St. Boniface has
caught a couple. Item: the Cit~ of Winnipeg has a very well­
known bistoric locomotive, the Countess of Dufferinj Item:
the Royal Alexandra Hotel, nearby the Countess, is nO.
closed; Conclusion: Hayor Guay thinks the Countess will be
forgotten and will be allowed to deteriorate. Thus says Mayor Guay,
If Winnipeg agrees, we … ould relocate and restore her
to proper form. We could place the locomotive on Provencher
Avenue, near City Hall, where the first railway station (in
St. Boniface) was once located.
THIS WAS THE signal for Alderman Claydon to spring into ac­
tion. He stated categorically that Winnipeg must keep them­
gine as an historical monument, since she was given to the
City originally in 1910 by Sir William Mackenzie of Mackenzie and
11ann fame. Mayor Guays comment regarding the restoration
of the Countess is probably stimulated by the numerous oc­
casions on which University of Hanitoba students have painted
the engine sky-blue-pink, necessitating a complete repainting
by Canadian Pacific, whose name appears on the cab sides.
OF COURSE, IT is quite by chance,(and has nothing to do with
the main proposition) that St. Bonifaces l50th anniversary
as a community will be celebrated in 1968 as well as its 60th
year of existence as a City. Could it just be that Hayor Guay
considers the relocation of the Countess as a suitable com­
memorative event?
HR. CLAYDON EXPRESSED considerable doubt that the City of
Winnipeg would let the Countess go. I would be the first
to oppose this, he said. We are obliged to retain her as
a municipal historical monument.Mayor Stephen Juba was quick
to back him up: He (Guay) cant be ser ious • n s (The Coun­
tess) so closely related to the history of Winnipeg. He may
also want the Statue of Liberty. And he has about the same
chance of getting it. She came to Winnipeg in 1910, and here
shell stay.
CANADIAN
229
R A I L
THE I1AYOR AND The Alderman agree that there are many other
possibly more suitable locations in Wtnnipeg for the Coun­
tess. Among them are Jvianitobas Centennial Arts Centre, the
Inkster Industrlal Development Park and Asslniboine Park.
But the Countess wont cross city lines -at least so says
the Mayor. On the subject of historic railway locomotives,
including Winnipeg Hydros 4-4-0, Mayor Juba was more
vOluble: These are museum pieces. Its Uke giving your
mothers wedding ring to a stranger. Its something money
cant buy. Indeed, these are noble sentililents~ He con­
tinued,Rumours that the Countess would leave Hinnlpeg are
wlld statements without consultation.
NO GENTLEMEN of St. Boniface, you cannot have our Coun­
,
tess …….•
NOTATIONS FOR
RAILWAY HISTORY
Through the kindness of Nr. J.A .Beatty,
we herewith reproduce the significant
portions of Bulletins of the Canadian
Pacific Railway, beginning with the
year 1909. The information thus made
available will help to clarify some
turn-of-the-century events on the CPR,
On September 15th, the extension of the Nomining
Branch 35 miles to Rapide de lOrignal will be opened for pas­
senger traffic, neV stations being called Loranger,Hebert, Cam­
peau,Routhier and Duhamel; Duhamel is located in that portion
of the municipality of Rapide de lOrignal, on the east bank of
the Lievre River. The territory opened by this new line is ex­
ceedingly attractiVe for sportsmen.
Effective October 3rd, the following changes in
names of stations in ~astern Division will take nlace:
C.N.Q. Transfer (near St. Jerome) Vill be known as Montfort
Junction;
East Farnham as Eastfarn; East Richford as i-lissisquoi; Glen
Sutton as Glenton; Hull Junction as Hanivlaki Junction­
Kemptville Junction as Kempton; St. Hartin Junction as Iue­
bec Junction; Ste. Therese Junction as Ste. Therese and
Sutton Junction as Drummondville Junction.
Effective December 1st, the name of Irish Creek,
Onto will be changed to Jasper.
The Company has decided to transform the locomo­
tives in use on the !1ountairl Sections of the British Colur~!bia
Division oetween Field and Kamloops to oil-burners and the work
CANADIAN
231
R A I L
is now being proceeded with so that the use of oil as fuel, in­
stead of coal on that portion of the line will begin very
shortly. The alterations consist of jet b~rners in the fire
boxes of the locomotives, and in chaYlging the tenders so that
they can carry oil, instead of water and new storage tanks of
steel construction have already been placed at Kamloops, Revel­
stoke, Rogers Pass and Field. Oil is understood to be more ec­
onomical than coal and to afford greater steamirig power; it is
certainly cleaner, and absence from cinders w111 increase pas­
sengers comfort.
(Ed. note: These must have been the first steam loc(;rooti Ves to
operate without water).
BULLE.T.lN..J.lO L._lt5.. .. -. ..110.Y.~_l!l~1.~9.12:
Q..J>_&.!….SLtJ..~WJ.~1l9_e .. B.i.,-~r_._lJ..r_idge
The double tracking of the Companys big St.
Lalrence River Bridge, which has been going on for nearly two
years and which is costing about $2,000,000, has reached an ad­
vanced stage. When completed the structure will really consist
of two bridges, of which the Eastern one is practically com­
pleted, the last of the two big spans, 408 feet long, 55 feet
high in the centre and weighing 1,300 tons, having been floated
into position on November 22nd. The western bridge is in con­
stant use and will not be completed by putting in the two new
heavy centre spans until next sumFer, but the bridge will be
used as a double track bridge throughout the winter and will be
of great assistance in handling the heavy traffic to and from
the Canadian Winter Atlantic ports.
The double track between Montreal Junction and
Highlands and between Adirondack Junction and St. Johns, has
been completed and is in use and, when both tracks over the St.
Lawrence River Bridge are put into service, a double track line
will be in operation between Hontreal and St. Johns, QUe.
As soon as weather uond1tions will permit, work
upon extension of the double track, as far as Farnham, will be
begun and hurried to completion.
BULLETIN NO. ~2 -D~mper 31, 1912:
Dominion Atlantic Ry. Betterments.
The Dominion Atlantic Ry. now controlled by the
C.P.R. is practically being reconstructed. At Yarmouth, a new
wharf 520 ft. long with a wharehouse 150 x 50 fe~t is being
built. Ten wooden bridges are being replaced by modern struc­
tures and some of these, especially those over tidal rivers,
are very difficult and expensive W1dertakings -the Avon River
Bridge at Windsor -1,100 feet long, Bear River Bridge -1,655
feet long with 16 spans-the substructure of these bridges are
all concrete and the superstructures of steel and they are de­
s igned to carry the heaviest 10c1motives. Much of the line has
been reballasted and relaid .1ith heavy rails. A finr new sta­
tion has been opened at Wolfville. A branch line 15 miles long
CANADIAN 232 R A I L
is being constructed that win open up a new portion of Nova
Scotia.
BULLETIN NO .49 -JanuarY 31, 1913:
The CanadianPacific now uses the telephone for
dispatching over its entire main line from St. John to Vancou­
ver, excepting between Fort Villiam and Winnipeg. It is found a
very considerable improvement over the former telegraph sys­
tem -more accurate and less trying on the operator.
The St. Lawrence River Bridge.
The new double -track br idge over the St. Law­
rence, beh/een Highland Station and Adirondack Junction, re­
ferred to in Section 6 of Bulletin 45, is in use and will con­
tinue in its present shape until the spring when the work of
replacing the four continuous spans of the old structure by two 408
ft. and two 270 ft. spans in the western side of the
bridge will be done during which ope~ation all trains will use
the eastern side for a short time. The double-track between
vHndsor Street Station and St. Johns has already been proved
of immense service in facilitating the movement of the heavy
winter traffic to and from St. Johns and Halifax. Work has be­
gun on reconstruction of this bridge July 12th, 1910, the old
piers being first enlarged so as to carry new girders and as
soon as this was done, the work of laying the metal structure
commenced. From the time the work started, until the regular
double-track service began January 1st, 1913, was a few days
over two and a half years which gives an idea of the magnitude
of the undertaking. The bridge is 3,657 ft. long and when the
BULLETIN NO. 45 -November 30, 1912:
C,P,R. Telephone Dispatching
Trains are dispatched by telephone between the
following points:
Eastern Lines
Atlantic Division
Eastern Division
Ontario Division
Lake Superior DiVision
-St. John, N.B. and Megantic, Que.
-Megantic, Que. and Farnham, Que. -Quebec and
Montreal.
-Newport, Vt. and Montreal.
-Ottawa and Chalk River, Onto
-Smiths Falls & Toronto & Detroit
-Hamilton & Goderich
-Woodstock & St. Thomas
-Tillsonburg & Port Burwell.
-Chalk River,Ont. & Fort William
-Sudbury & Huskoka.
-Sudbury and Sault Stet Marie.
BY F.A,KEMF
1970 or Bust~
This might be the slogan of some North
American railways, in referring to a
target date for the discontinuance of
their passenger train services.
It recalls a prediction made by Examiner Howard Hosmer of the
nited States Interstate Commerce Commission in 1959, that at the
hen-prevailing rate of discontinuance, rail passenger service,
other than suburban), would be non-existant by 1970. The recent
emoval of most of the U.S. Post Office services from passenger
rains has contributed to their decline significantly and trains
nd stations from coast to coast are papered with notices of ICC
earings on applications to discontinue passenger service. Sched­
les are changing every month and travellers must verify whether
he trains they plan to take are running. Some railways are cut­
ing off ancillary services such as sleeping cars and checked bag­
age, while others downgrade meal service and still others grossly
eglect the equipment. This latter practice is probably the most
ffective way to discourage patrons. On-time operation of sched­
led trains is becoming increasingly rare and passengers, wishing
o continue their journeys by rail, must often stay over a day due o
missed or discontinued connections.
Some recent applications to end service for well·known pas­
enger train service follow:
outhern Pacific Company:
rains 11-12 CASCADE
51-52 SAN JOAQUIN DAYLIGHT
53-54 SACRAMENTO DAYLIGHT
1-2 SUNSET LIMITED
J.. & S.F ….. Rall1ay (S&lta Fe):
rains 42-47
190-191
200-201 San
Francisco-Portland, Ore.
San Francisco -Los Angeles,
Calif.
Sacramento-Lathrop connection
to 51-52
Los Angeles-New Orleans, via
El Paso & Houston.
Williams Jct. -Phoenix, Ariz.
La Junta -Denver, Colo.
La JUnta -Denver, Colo.
nd trains operated in the summer season between Williams Junction
nd Grand Canyon.
CANADIAN R A I L
Norfolk & Western Railway:
Trains 121-124 BLUE BIRD Chicago -St. Louis, Mo.
In addition, this road discontinued Detroit-St. Louis night trains
302-202 on 30 May 1968, and eliminated through operation of equip­
ment to and from the Union Pacific Railroad on 15 July 1968. With
the recent addition of the Delaware & Hudson to N. & W.s corpora­
tion, one wonders about the implications of these cassations of
passenger services.
Union Pacific Railroad:
UP has applied to discontinue Trains 5 & 6 -Omaha to Los Angeles,
Calif. The Company has also reduced service on Trains 35-36 (BUTTE
SPECIAL) from Salt Lake City to Butte, Mont., from daily to three
times weekly. The name of Trains 9 & 10 from Kansas City to Ogden
Utah, has been changed from the CITY OF ST. LOUIS to the CITY OF
KANSAS CITY. Everything is NOT up-to-date, -at least by former
standards.
* * * * * * *
In Canada, the Canadian Pacific Railway has apparently
reiterated its well-known position respecting passenger train ser­
vices, by giving notice of its intention to discontinue Trains 337
& 338 and 339 & 340, which provide a twice-daily DAYLINER service
between Toronto, Galt, Woodstock, London and Windsor, Onto These
trains have the fastest scheduled service in this southern Ontario
district, but at higher fares than the more frequent and more com­modious
trains operated by Canadian National Railways, which serve
all points except Galt, Milton and Tilbury. The proposed discon­
tinuance is to be effective 1 October 1968 but is subject to a ru­
ling by the Railway Transport Committee of the Canadian Transport
Commission, on whether or not these trains constitute a passenger
train service according to the provisions of the Railway Act.
Canadas loss has become the Republic of Mexicos gain,
as the Canadian Pacific has sold 80 reclining-seat coaches to the
National Railways of Mexico. The variegated rolling stock of the
Nacionales de Mexico has been augmented by most of the CP 2100
series coaches and about 15 of the 2200-2234 series. They were
repainted before shipment in the N. de M. olive green, with a red
str ipe, below the window line, l,ettered NACIONALES DE MEXICO in
gold on the letterboard and (again in gold) SEGUNDA in the middle
of the body below the red belt-band stripe. They carry numbers at
each end of the car. The former thermopane windows were re­
placed by openable stainless-steel sash -of the vertical lifting
type for the 2100-class cars and horizontal-sliding type for the
long-windm … ed 2200-class. Seats were left in place, as was the
air-conditioning equipment, although, being of the ice-activated
type, it will not be of much use 1n sunny Mexico~ This was the
reason for providing openable windows.
This will leave only the coaches from series 2235-2298 and
100-128 remaining in regular service on the CP augmented when
required by the survivors of the 2200-2234 series and a few odd 1300 and
1400-class coaches not required by the suburban services
from Montreal. l1ention of these two latter series is a reminder
that there are about 25 of these veterans in the Montreal-Vaud­
reuil-Rigaud service and Canadian Pacific expects to replace them
CANADIAN
235
R A I L
300n with nine double-deck gallery cars, now being built at the
~ontreal Works of Canadian Vickers Limited. Apparently these 169
~assenger coaches will be similar to those in use on the Chicago
~ North lNestern, BurUngton and Southern Pacific commuter lines
3erving Chicago and San Francisco, except that pow~r for electri­
~al accessories will be supplied from a generating set on the en­
~ine and electric heating will be used for the coaches in a simi­
Lar fashion to the Ontario GO Transit and TEMPO train equipment
in the Toronto area. There is a rumor current that there will be
I shortage of one-half a car in essential capacity for the Mont­
~eal commuter trains, using these gallery cars. Car 1700 of
;anadian Pacific will be used to eliminate the deficit. Car 1700
lias built in 1936 as a smoking car, along o]Hh the first of CPs
Lightweight equipment. Other units built at the same Ume were
nail-express cars 3600-3603 baggage-buffet-coach combination cars
3050-3053, coaches 2100-2107 and buffet-parlor car 6630. Motive
power for these lightweight trains was, of course, Canadian Paci­
fics famous JUBILEE class F2a, 4-4-4 locomotives, numbers 3000-
3004.
* * * * * * *
UAC-CNS jet-propelled marvel, TURBO-TRAIN, seems to be
,vercoming its difficulties, north of the fourty-fifth para 11e1.
,lowing nevrspaper reports minimize operating problems, vhich have
.elayed the formal introduction of this high-speed flyer in Hont­
eal-Toronto service, and at this point in time, it is doubtful
.hat it will see revenue service this side of Christmas68. Hean­
hile, its electrical counterpart ,in the United States, intended
or continuation of NORTHEAS~ERN CORRIDOR sprvice south of NevI
~rk, is also experiencing embarrassing delays and frustrations.
[embers of the United States Congress are urging acceleration of
.he entire ~ortheast Corridor 1ransportation Project (from Boston
fass. to 1ashington, D.C.). Recently the House of Representatives
.ppropriations Committee gave the project a vote of confidence
.nd made a strong recommendation for the immediate production of
comprehensive plan of action. This advice was contained in the
ommittees report on a $1.3 billion transportation appropriation
or fiscal 1969.
OANADIAN RAIL
published monthly ,exoept July & August oombined)
by the
CANAmAN ltAILROAD HISTORICAl ASSOCIATION ~~.~:,~24.:~tlo. ·s·
Assooiate Membership i nol uding 11 issues of:
oanadian Rail 6,00 annually
EDITOR S,Worthen PRODUOTION P.Murphy
DISTRIBUTION J. A, Beatty & F,F.AnguB
DIREOTOR OF MEMBERSHIP AND BRANOHES
Mr. J.A.Beatty, 4982 Queen Mary Road, Montreal 2~, Quebeo, Canada.
ASSOO IA TION BRANOHES
OTTAWA Maj. S.R.Elllot. Sect·y •• PIO.Box 352, Terminal AU ottawa Onto
ROCKY MOUNTAIN Mr. James R.Webb, Secty •• 14703 -104 street, Edmonton.
ASSOOIATION REPRESENTATIVES
OTTAWA VALLEY K.F.Ch1vers, Apt. J. 67 Somerset st. W .. Ottawa, Ontar10.
SASKATCHEWAN J .S.N1cholson, 2306 Arnold st. I Saskatoon, Saskatchewan.
PACIFIC COAST Peter Cox, 2936 West 28th Ave., Vanoouver, Br1t1sh Columbia
FAR EAST W.D.McKeown, Oaska (Tossbarl) YMCA, 2-ohome, Nlshl-ku,OBaka, Japan.
BRITISH ISLES J.H.Sanders, 67 W1llow Way, Ampth1ll, Bed •• England.
MANITOBA K.G.Younger 267 Vernon Road, W1nn1peg, Man1toba.
ALBERTA NT. Donald W.Sco.rfe, 12407 l.J3.nsdOlme Drive, Apt,. 101, edmonton, Alberta.
Copyr1ght 1968 Pr1nted 1n Canada
on canad1an paper

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