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Canadian Rail 212 1969

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Canadian Rail 212 1969

1Vo. 212
J~LY -.A.~G~ST 19&9
SE).KlfJ K·~PH~lD
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. 12101,
3_ —:~ ___ ~_–I
. .In 00 •• of, a .d)P4te
IMt_on p.uenger·and·
t;a.J.n,a,n •• g,.rdlng
· p._ger
,Is ~.q~.te,d to oy faro.
and Inihg t·.,nsl.,. t9
tholfico Of th~ T;:ana~
portatlon. AS,slotant,
, 200 Elect,lc R·a.flway
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11 007560
1881 ~ 1903
GeorC]8 IIClrris
T he first record of rublic street trans­
portation in Winnipeg,ManitobCl,Canada ,
W88 made on the 19th. of July,1f177,I~hen
an omnibus route was nroj,ected from Hig­
qins to McDermot Avenue8,on Main Street.
The settlement of some 2,000 peonle was
very stragnling and some means of get­
ting from the village on Point Douglas
to the settlement around the Hudson Hay
Comnanys post,near the Forks of the
Rivers,wCls very necessary. This first
nlRn,holdever,l~a8 an Abortive atternpt and
lasted only one dayl
It was not until Anril in 1H01 that an enterprisinq young man from
the neighbouring province of Dntario,hy the nama of W.A.Austin, actually
qot a frcmchisa,laid tracks and started R horsa-drRI~n transit system. It
must indeed have been a monumental affort for the times,as Main Street in
Winnipeg was nothing but a muddy morass in the spring and a series of
baked ruts in the hot summer. In winter,it disappeared under the snow
Service started with half-a-dozen cars and some twenty horses. The
early headquarters of the Company and the barn were located where the
Main Transit Rus Terminal is today,at Main Street on the bank of the As­
siniboine River. The first few cars l~ere bouqht new from John Stephenson
Company of New Vork,N.V. They were standard gauqe,6 windows long and with
completely 00 en vestibules. There is an excellent photograph of one of
these outfits on sleiqhs in Wi[liam D. Middletons book,The Time of the
THE CDVER,this month,shows Car no. 595,running on Line no.36 of the Mun­
icipal Transportation Board of Montevideo,Uruguay.The story of this in­
teresting line begins on page 210. Photo courtesy Sr.O.M.Gil-Soja.
A cross-section of types of transfers used on the Winnipeg Street Rail­
~ ways in the 1940s. These transfers were donated to the Association by
the late E.A.Toohey end Mr. W. Dick.
Accordinq to old rhotoDraphs,one horse could handlp. a car in ordi­
nary servicp.,with a team used for rush hours Dnd heavip.r ~oing, In the
dead of winter,when thp. track had disanpeared under the snow,the light
car-hodies Jere mounted on bob-sleiqhs and the floors were covered with
straw, which was intended to keer the passenqers feet warm, The driver
had to equip himself with R buffalo or coonskin coat and hor& for the
Horse-car transportation,then,was the order of the day in the little
city, for Rbout over North America and the citizens of Winnipeg begRn to ask why their
city shoulrl take a hack-seat in this development, Mr, Austin was there­
fore allo,~ed to iJuilrJ Eln electric line Rcross tile Assiniboine River in
Fort Rouge,
This rrojp.ct started at River Avenue and Main Street and ended on
the banks of tile Red River at River Park, At this early date of 1S91,the
~ity Fathers refusp.rl to allow an electric street-railway line in the
City proper, OlrJ prejudices had to be overcome! Accordinq to a report ,
the River PRrk line ran with 4 double-trucked,closed cars, built by Pat­
terson R Corbin Company,of St, Catherines,Ontand having ErJison Elec­
trical equipment, It has never been the writets ~ood fortune to obtain
any definite details on theBe CRrs, Their numbers were stated to have
been 40,4~,44 and 46,
Dlirinq this decarle,Mr, Austin had been tryinq to obtain some snrt of
a franchise to 6perate an electric street-railway in Winnipeg proper,but
the trend of public (Rnd orivate) opininn Io,as flqainst him, Finally, n
of Ioli nnipell busi ness men, hearJed by Mr. t-Iack enz i e and ~1r, t~ann of
Canadian Northern Railway fame,managerl to qet the innide track in more
than one and a franchise was granted them in February,1092, Work
was commenced at once and hJent on apace Clnd by July 211 of that same year
the newhorn street railwRY was ready to run, Due to the fact that there
,ere nm! two companies,-one horse-oper were four tracks on Winnipegs Main Street. The idea that is qenerally
held is that the inner pair of tracks were for horse-cars with electrics
on the ollter rair, Arparently this uas not the case, Southbound electric
cars ran betldeen the horse-car tracks,dhile northbound, they ran to the
eiJst (or right) of theml
The first group of 10 electric cars for the new line were also bu­
ilt by Patterson & Corbin of St. Catherines,Ont, Thes.e lderp. bunty lit­
tle four-wheelers with railroad-car type roofs,six windows long and with
side-seats, The numbers rBnqed from 2 to 20, There WiJS fl faiDure in de­
livery of the first few cars with six flOu1er cars,there were only 2 for the big inauquration day! It
had been possible to acquire ten 4-wheeled o[len trailers,second-hand off
the Toronto Railway Com[lany of Toronto and they certainly helped to take
care of the load on Opening Oay!
Austins first franchise was still effective and so,for a time,
there were rival lines in operation, It ldas an era of price-cutting and
strife however,with the horse-cars inevitably on the losing end,Finally,
after a disasterous barn fire with the loss of 44 horses,Austin sold out
for $ 175,000 to the competition and the electrics took over completely
on May 12,1894. It is interesting to note in passing that in 1889, the
assets of the horse-car railway were 5 miles of track,laid to a standard
gauge with 35 Ib, rail,one hundred horses,15 cars and 15 bob-sleighs, No
record can be found of any of the little horse cars being tsken over at
the time,or of the final disposition of the 4 electrics. Quite a few of
the little cars were stripped of their wheels and set out in the River
Park srea,as shelters,-the Park being taken over by the new Company.
Havinq the whole load of Winnipegs urban transportation now firmly
in. :h were ordered from the Idylie Carriage Itlorks (later to become the Ottawa
Car and Manufacturing Company) in Ottawa,Ont. These additions started
service in 1893. They were panel-sided cars,similar to the first lot,
except that they tJere a shade roomier in the vestibule. The number range
was from 22 to 28.
. ~., … .
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~~~ rroRON T~. ~-:;~cgcfil!t3~·,;,.._=:–..::../—..:..: ……….. __ ,,—0.-: ____ …;……1
PITY THE littls old ladies on these carsl Moreovsr,fenders were unknown
Winnipegs street cars until 1898. Photo courtesy Winnipeg Electric.
Later in 1893,9 more single-truck cars arrived from Toronto, These
were one tJindow longer, had panel sides,a 7-foot 6-inch wheelbase and
single Curtis trucks. Some of these cars had railroad-car type roofs,some
not. These were numbered 40-56. In the same year,the Company also se­
cured from the Toronto Railway Company 5 single-truck,motored,open cars,
numbers 30-38 and five more open trailers from the Ottawa Car and Man­
ufacturing Company. This completed the roster of open trailers for Win­
It $hould be mentioned here that all powered cars were eu.en-numbered
trailer cars odd-numbered,-a system which was followed throughout
the entire street-railway era in Winnipeg.
During the next few years,the Winnipeq Electric Railway seems to
have been a pretty steady customer of the Toronto Railway Comnany for
rollinq stock. Type and style settled down to a standard 32-foot single­
truck dinkey,seven windows long,side-seats inside and with the dis­
tinctive 3-sided end,typical of Toronto building of the time. They were
; i



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9. rcoRWDOO
. CAR.

2 -69
This car was the laat of an order of five single-truck opens from the
Toronto Rsilway Company in 1893. The car is standing at the end of ite
run in River Park,about 1905. Photo courtesy Winnipeg Electric Archives •
. : .. : .. : .. : .. : .. : .. : .. : .. : .. :.
heated,at first by a coal stove,set in the side of the car. According to
builders plates,these cars were not bought new,but in lots as ordered
and released as surplus by the Toronto Railway Company.
A number
of them were taken in and rebuilt to round-end vestibule
cars by the luinnipeq Electric Railwey shops,at a later date. All in all,
.: .. : .. : .. : .. : .. : .. : .. : .. : .. :.
Car no. 52,from the Toronto Railway Company-1895: an sxample of rebuilt
rounded ends,as done in the Winnipeg ehops. The car is going out to its
run on the Kildonan Extension.The car colours were maroon and cream and
it had a grey roof. Photo courtesy Mr. Geo. Harris.
from 1895 to 1903,twenty-one cars of this type came to Winnipeg. Also,
for the record, four more single-truck open cars were acquired,-numbers
to 94.
The year 1903 saw the end of the ~cquisition of single-truck vehi –
cles. It w~s at this duncture that not only were single-truck cars no
longer considered Adequate,but that the growing system decided to start
building street cars locally. The last single-truck car was numbered 106
had the unique distinction of being destroyed in the car-barn fire
of April,1920. At this time,the young City had attained B population of
some 70,000 citizens. There were about 70 track-miles and B steady growth
in size and area served seemed inevitable.
It was not intended originally in the scope of this article to give
a route history of the Winnipeg Electric Railw~y,but as a matter of gen­
eral interest,perhaps al brief description of it,up to this period,miqht
be desirable. The first track laid dOI~n by III.A.Austin l on Main Street,to Broadway. Soon thereafter, a line was laid on Portage
Road,as far as ~ennedy Street,then out on ~ennedy Street to the new
Legislative Building. Ry November 11,1884,the distanca between the City
Hall and the Canadian Pacific Railway tracka was finished and later from
the C.P.R.tracks to St. Johns Avenue,in the North End. For about four
years after this,there ware no route extensiuns of any account. The next
move was ~nain by Austin,who pressured the City Fathers into letting him
build an experimental electric line alonn River Avenue and out Osborne,
to River Park,in 1890-91.
For all his pioneering in Winnipegs early urban transit,W.A.Austin
was poorly reblflrded. The choice of the first electric street-railt~ay fr­
anchise,within the City proper,was to fall to the aforementioned group,
headed by Mr. James Ross and Mr. l~illiam Mackenzie,in February,1892.The
line on Selkirk Avenue from Main Street to the Exhibition Grounds came
into the system durinq this year. In 1893,the Belt Line and Broadway; in
94,Nilliam Avenue; in 96,Higqins to Louise Rridge and in 97, Sher-
brooke from Portage Avenue to Cornish. By 1903,the terminal year con-
sidered in this article, lines had been extended to Sturgeon Creek, Elm­
wond and St. Boniface.
Car no. 28,the last of an order of four from the Wylie Carriage Company
of Ottawa,Ont.,which later bacame the Ottawa Car and Manufacturing Com­
pany,in 1893. No. 28 is awaiting scrapping in the south car yard at Win-
nlpeg,ln 1915. Photo courtesy Mr. Geo. Harris.
These extensions thus reprRsented snme 70-odrl routs miles of line
over which operated some 50 cars. It might be said that the core of the
present transit system in Winnipeg had now been established.
With reference to the accompanying map,it will be realized that
there were,of necessity,many river crossings. By 19Q3,there was a fair
set of bridaes,hut prior to this there had been several isolated lines,
due to weak bridges or inability to cros~ existing railway lines. The
old Broadway bridge,just north of the confluence of the Assiniboine and
the Red Rivers,was never considered strong enough to carry the electr~c
cars and it was not until 1904 that the Canadian Pacific Railway subway
campleted,making continuous service possible for the length of Main
Street.Moreover,by 1903,the Kennedy Street line had been discontinued.
THIS OLD SWEEPER, number 1,spent its declining years cleaning up accumu-
lations of snow on the Selkirk Line. Photo courtesy Mr. G~o. Harrie.
~ ust before Christmas,1968,announcements
sent out saying that there would be an
hibition of water colours,acrylics and
paintings at the Arts Club,3448 Stanley
reet,Montreal. Theee works were from
brush of Mr. George Mendez Rae,-artist
illustrator,of St-Bruno,Que.
Normally,such an announcement would not have created the least
stir among railway enthusiaste,but when it was discovered that mora than
half the works were of railway subjecte,there were soms very rapid ch­
anges of plans and a good many unexpected visitors at the Arts Clubl
Certainly, the railway subjects and their treatment were just
about everything that the enthusiast could have asked for. They ranged in
size and subject from a magnificent oil of Canadian Nationals TURBO to
a delightful 9 x 11 water-colour of e Grand Trunk mogul of 1880,hurry­
ing through the ruins of a burnt-over woodland. Two smaller watsr-colors
depicted the Champlain and St. Lawrence Railroads DORCHESTER on her us­
ual daily run from Laprairie to St.Johns,in the late 30s.
The two oil paintings,reproduced here (regrettably) in black
and white,were not both exhibited. The British Columbia logging scene,in
fact was a featured canvas,but the prairie view of Elfross,Sask., on the
Canedian Pacific,had been withheld by the artist,for personal reasons.In
the work,as reproduced,the portrayl of Canadian Pacific No. 29 is very
In reply to the obvious question,the artist,Mr. George Mendez
Why does an artist want to paint old railway engines ?
buffs might reply that the desire was aroused
because of the different types of locomotives,or per­
haps because of the contrast between different types
of engines,or may be because of the interesting ev­
ol.ution of the steam locomotive,or perchence for the
fascination of imagining the future shape of these
But to an artist,a non-mechanical person,thia dir­
ect appeal is much more tenuous. Of whet use is it to
the artist to devote many hours to acquiring the tech­
nical information on the iron monsters? Why spend many,
meny hours at ths easel,painting the black brutes, not
with the expectatioo in any way of selling the result,
but just for fun ?
To snswer this riddle is difficult. The answers to
tha above questions are varied. But anyone who,as a yo­
ungster,hss stood on a station platform,while the steam
juggernaut roared in,hissing steam,sparks flying from
the wheels,can very readily understand how an impression
was thereby created that lasted a whole life through.
Sometimes it was terrifying,but always it was fascinating.
In this and other similar impressions reside the emotion­
al aspect of my painting. And more than this. These old
steam horses had charactar. They wera all like old Per-
ch~ron horsee,-somewhat past their prime but still pos­
sessing and capable of tremendous power. Or like old men,
rugged,bony,gnarled,rather unkempt,who in their younger
daye had pioneer~d,made trails,disoovered and daveloped
vast sEctions of their country.
From these concepts,the artist can show the char-
acter of old locomotives in his paintings and can ac­
curately depict the role that they have played in human
A third asp~ct of the subject is the steam locomo­
tive in ite historical relationship to Men. Without Man,
the locomotive is a useless mechanical contraption. In
partnership with Man,the steam engine becomes a vigorous
and vitel manifestation of the power of steam,helping to
develope the vast potentials of Country and Engineering
and Civilization.
A whole lifetime could be devoted to the portrayl
on canvas of these ideas.Not only do steam engines have
a visual charm,but so do freight and passenger cars,the
ceboose,the old section-mans pump-cer,old stations snd
all of the other endless paraphernaliff of railroading.
To express these ideaa artistically,rather than
mechanically,is,I believe,my reason for choosing this
fascinating and far-from-ordinary project. After some
forty years as an advertising and fiction illustretor
and art director,I am happy indeed to be able to begin
a new career as a full-time painter in the fine arts and
illustration and my happiness is all the greater because
I can indulge my dee ire to paint railway scenes to a more
satisfying degree.
Yours sincerely,
George Mendez Rae.
T he Associations first excursion on a
main-line Canadian railway,
was held on October 1,1950. Its
most recent trip was on May 31st.
This very successful venture,organized by the Special Events
Committee of the Association,brings to mind the trip to Ottawa and the
Museum of Science and Technology,in the summer of 1968. The success of
this trip was the culmi nat i on of some very hard dark hy the Commi tt ee,
and the highlight of the day was the presentation to Dr. Devid Baird,
Director of the Museu~,of a piece of historic horse-car rail from the
Associations collection,by Miss Heather Haig,R.N.,e member of the Com­
mittee. Miss Haig was the Associations ticket agent for this trip,
end because of her efforts,it was necessary to add more cars to the tr­
ain. Mr. F. Angus mounted the piece of horse-caT rail for presentation.
Miss Heather Haig presents the section of horee-car rail to Dr. David
Baird of the Muaeum of Science and Technology,Ottawa,with the assis­
tance of Dr. R.V.V.Nicholls,President of the Association. CNs famous 6218 forma an
appropriate back-drop. Photo courtesy F. Angus.

-by F. A. Kemp –
The change-over from standard to daylight
(saving) time,on the last Sunday in April
of each year,is always a time of expect­
ation for the railway enthusiast,who then
sees how Canadas railways will organize
the usual summer increase in long-distan­
ce travel,which is usually accompanied by
a decrease in shorter-distance trips. This
year,Canadian National Railways schedules
account for most of the changes, the sum­
services on CP RAIL being very lit­
tle different from last summer.
The principle change in this summers arrangements on CN involves the pas­
senger trains between Montrsal,Toronto and western Canada. There will be
only one Super Continental,west of Capreol,Ont.,Trains 1 and 3 com­
bining at that point and Trains 2 and 4 separating there, on the eastward
trip. The Panorama has become a rather mixed-up affair, with Trains 5
6,the portions east of Winnipeg, operating on a daily basis, as they
have all winter. However,Montreal-luinnipeg Train 105 has regained its
name and is renunibered 7. It will continue in its coach-only configur­
ation until June 16,when it will really blossom out,with sleeping cars,
lounges and meal service and will be extended to Jasper,Alta., on a tri­
weekly basis,with through equipment.
THis practice will last until September 10. The eastward
movement,Train 8,will run tri-weekly from Jasper to Winnipeg from June
19 through September 12 and will replace Train 106,Winnipeg-Capreol,from
June 20 to September 13,leaving Winnipeg 2 hours earlier. Eastward from
Capreol to Montreal,the train is again numbered 8,but a further com­
plication will be added from July 2 to 22,when this train is indicated
as running from Ottawa to Montreal via Vankleek Hill on CP RAIL! It is
not indicated which station CN Train 8 will use on entering Montreal
during this period,but the single cross-over at Dorval is sufficient to
permit it to use Perk Avenue or Central Station via the Mount Royal Tun­
nel,if the necessity arises! From the foreqoing,it is correct to say that
there are two Panoramas between Winnipeg and Jasper,this summer!
During the period June 13 to September 13,Jasper -Prince
Rupert Trains 9 and 10 will run again daily this summer. Through sleeping
203 R A I L
and dining cars will be provided daily.
Back in the East,the Toronto-London portion of the Ontar­
ian, Trains 645-646,has been replaced by TEMPO Trains 144-145, whose
run has been extended to Windsor (and Walkerville) on a trial basis,thus
making four daily Toronto-iJJindsor TEMPO Trains. Trains 149 and 148 have
also been converted to this type of equipment. The Montreal-Windsor sle­
eping car has been discontinued and club car service eliminated from
all trains except 141 and 148.
On the Montreal-Toronto speedway,all reference to TURBO
trains has been summarily expunged,the inference being that CN does not
expect The Return of TURBO before the change of time in the Autumn.Now
Trains 62 And 63 are missing,but Trains 60 and 61 are back,l~ith a depart­
ure time of 0920,just ten minutes ahead of the Lakeshore. The overnight
Toronto-Ottawa Trains 213 and 214 have been renumbered 48 and 49, making
the Capital definitely a passenger train, rather than an express-freight
run with passenger-carrying facilities! Notwithstanding this upgrading,
another train has been eliminated from the Montreal-Ottawa service, when
Train 35 was reduced from daily operation to Sunday only and Train 38
eliminated completely, its number being assumed hy Friday and Sunday
Train 138. There are now five daily trains in this service. During the
summer of 1968,there were seven daily except Sunday and six on Sunday!
Montreal-Sherbrooke-Coaticook service on the old Gr­
and Trunk line to Portland,Maine and the Montreal-Grenville run on the
former Canadian Northern Quebec are gradually being whittled away! The
latter line is now served by Trains 187 and 188,which operate on a bare­
minimum frequency of once-a-week! The old Grand Trunk line still boasts
daily service as far as Sherbrooke,but this is down by two runs a week
the previous schedule. The Friday Train 626 goes through to Coati­
cook,returning as a non-advertised passenger extra to Sherbrooke, ap­
parently the same night (Friday),although the exact day of operation is
not stated. The connecting service from Richmond to Charny and quebec is
still there,unchanged,although it was decimated in the last timetable.
Service from Quebec to La Malbaie,eastward along the St.
Lawrence River,was changed last January 6,when daily RAILINER 678-679
replaced conventional Trains 178-179-181,which ran only six days a week.
cars actually run through from Montreal on Trains 122-634 and return
in Trains 633-123. This ro~ta,like many other RAILINER services,no long­
er provides checked baggage aervice. Intending passengers are cautioned
not to bring trunks!
The principle feature of the Montreal-Maritime service of
this summer is the end of the Cabot,which has bean running between Mon­
traal and sydney for the past two summers. Tha Ocean will continue its
winter-time practice of dividing at Truro,N.S.,for Sydney and Halifax,but
the burden of the 19 or so regular cars may force the operation of two
separate sections whenever extra cars are added. Of course, the perennial
baggage car will bring the total number of vehicles to at least twenty!
In wonderful Newfoundland,the invinci~le Caribou,Trains
101 and 102,is still shown as operating three times weekly, alongside the
daily bus services. The continuation of these trains beyond July 2 is
still in doubt,but anticipated summer holiday travel in this remarkable
Canadian province may require maintenance of the train service.Meanwhile
the mixed Trains 203 and 204 have disappeared (temporarily),since if pas­
senger train service is discontinued in the Autumn,they will return as
daily trains between Corner Brook and Bishops Falls.
CP RAIL ……..
About the only new things noted in CP RAIL summer passenger folders are
a new type-face and a new layout! The contents differ very little from
previous publications. Train 1,the westbound Canadian,runs one hour
:: w ~ c·~ z z
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A form 161 ticket on Canadian Pacific Railway from Welsh to
Junction,Ont.,datsd November 3,1911. C.R.H.A.collection.
earlier. Trains 417-418 are again running six days a week between Sud­
bury and White River,Ont.,but using two sets of equipment,not doubling
the road as was formerly done. Montreal-Vaudteuil commuter {rains 295 and 298
are not to be operated this summer,so the service remains the
same as during last winter.
Canyon Tours on the Algoma Central Railway are being advertised by the
Ontario governments Tourist Department,this summerl Thus,a daily-except­
Sunday passenger service uJill be inaugurated on June 1st., this year. The
trip north from Sault-Ste-Marie,Ont.,is exceedingly scenic and is a must
for the vacationing railway enthusiast.
The most famous of the North Shores common carriers has not changed its
train services significantly from those of last winter. There will be a
sort of every-other-day service (Tuesday, Thursday and Sunday)from Sept­
lIes to Schefferville,Que.,with southbound trains leaving Schefferville
on Wednesday,Friday and Sunday. Passengers may detrain or entrain at any
of the Companys siding stations,which are llocated approximately fifte­
en miles apart along the 355-mile line. However,there are no tourist ac­
commodations available to the public between Sept-lIes and Schefferville.
The entire area is infested with black flies. There are some mosquitos , a few d
eer flies and some large moose flies. Insect repellant, in
ample supply,is an absolute mustl
Between June 13 and September 4,coach-passenger service is offered Sun­
days and Thursdays,leaving Port Cartier,Que.,at 1630 and arriving at Lac
205 R A I L
Jeannine at 2330. On August 4 (Extra Holiday) and September 1 (Labor Day)
the usual Sunday train will operate. In the southbound direction, the
Tuesday train offers sleeping car service,departing from Lac Jeannine at
2100 and arriving at Port Cartier at 0700. Visitors and tourists are in­
vited to use the Saturday train,leaving Lac Jeanning at 0600 end arri­
ving at Port Cartier at 1230.
The shortest and most easterly of Canadas mainland railways haa pub-
lished its summer timetable,effecti~e April 4,1969.There are aeven north­
bound empty trains,counterbalanced by seven southbound loaded trains,the
working of these being divided into four schedules,two of eight hours,one
split shift of 8 hours and one short-turn of 3 hours. The first train
of the dayleaves Havre St-Pierre et 6:45am and arrives, at Lac Tio, 27
miles distant,one hour later. Passenger service is provided on thia trip
as well as on trains at 10:15am,2:15pm,11:45pm,2:30pm. The traveller may
return on trains at 8:15am,12:15pm,4:15pm. On the current timetable,not­
ice is given that all ~revious schedules are hereby cancelled and all
motor car & other equipment should clear these schedules. Box car up on
45pm triilin.
ADDENDUM ••••…..••
And as a closing item in this survey of summer timetables, we must not
overlook the fact that Canadian Nationals mystery train is back again!
Hard-to-kill Toronto-Markham local Train 990 has reappeared,after sever­
al years absence. Apparently no one realizes that it was totally elimin­
ated last March 31at.!
contiJlllues to record
and growth 0
Mr. Bruce Jamieson,Publicity Chairman of the Society,writes to
say that the membership of Nova Scoties newest railway enthusiast group
presently totals more than one hundred,more than half of whom are res­
ident outside the Halifax area. Mr. Garry Pollock is President end Mus­
eum Chairman,assisted by Dr. Stephen F. Bed~ell as Vice-President and
Mr. Chester Grimm is Sacretary and Excursion Chairman and Mr.
Allister MacBean is Treasurer and Membership Secretary. The Society is
fortunate to have Mr. H.B.Jefferson of Halifax as Publications Chairman,
as well as Mr. Yves Martal as Editor of THE MARITIME EXPRESS,the Societys
medium of communication._~r. ?D.Tennant,jr.,is the Society~ Librarian.
The Society has alreedy received its firat acquisition for the
Museum. This is a baggage car from Canadian National Railways famous
Museum Train,which tourad Canada and parts of the northern United States
in the 1950e and early 60s. Built by the Intercolonial Railway as a
passenger coach in 1875 and numbered A4315,it was converted to a baggage
car in 1892.
This historic vehicl~ will be of greet advantage to the Society
since most of the interior display racks and breckets are intact. These
will be very helpful in arranging the Societys historical collection of
railway memorabilia from Canadas Atlantic Provinces.
Inquiries may be add~essed to the Society at P.O. Box 798,Arm­
dale Postal Station,Halifax,N.S.
TURBO o 0 0
Dana C. Andrews
EVerYbOdY has been talking a lot about firsts.
In connection with Canadian Nationals TURBO,
that is. But what they forgot to mention was
the first passenger who missed TURBol
If you could examine the record books carefully,you would pro­
bably find that TURBO was 8 little late leaving Toronto on Decemb8r 12th.
1968. I like to think that the reason was that it was waiting for me.
wish it had waited a little longerl
Wanting to remain at my friends house in Toronto as long as
possible,I delayed my departure to catch the TTCs subway until 1745 ho­
ur~. A brisk but normal run from St. Clair Avenue brought me to Toron­
tos Union Station at 1800 hours and,at 1805,1 was still finding my ~y
to the station concours-e. By 1809,1 had reached the conCOlJrse and at 1810
I was
hastening to the TURBO departure track.
Alas for my effort~1 At 1811,1 watched TURBO glide away from
the platform and out of Union Station,eastbound on its way to Montr~al,
leaving me (the first passengar to miss TURBO) behind I
At 1815,1 decided it wasnt coming back and that I would have
to do something about getting back to Montr~al. So I went to the CN tick­
et wicket and bought a billet to Montr~al on the overnight Cavalier.So,
many hours later,-the next morning,in fact,l detrained at Dorval, dog­
tired but glad to be home.
50,1 figure I am the first revenue passenger who paid a round-
trip fare to miss TURBO on the eastward return tun. Mabye it will not
make the record books,but I am putting in my claim,anywayl
.: .. ; .. : .. : .. : .. : .. : .. : .. : .. :.
CNs TURBO at mile 64 of the St-Hyacinthe Sub. TURBO P-1oo passes 2 ROCs
at 2.32 p.m.Note whirly-bird at upper left taking publicity photosl
Photo courtesy W.G.Blevins •
. :.
THE FIRST ACqUISITION of the Scotian Railroad Society for their Museum.
This baggage car,no. 8018,was formerly pert of CNs famous Museum Train.
The car made what was probably one of its fastest trips when it was mo­
from Montreal to Halifex on ~anifest freight no. 440.
Photo 22 March 69 Mr. G. Pollock.
ItJ. J. Bed brook
JLast summer,when I l,Jas working in
the northern fE rt of Ontario, I
kept my trusty camera besid~ me
most of the time.
CP RAIL operates two locals out of Sudbury,one to Sault Ste­
Marie and the other to Illhite River,on the main line west. On the bJhite
River run,where the highway does not parallel the railluay,an RDC-4 is
used,although I never saw much baggage or express in it.
On the run to the Soo,where the highway parallels the track
for practically the whole distance, express is handled by a semitrailer­
trailer (ughl). Stops are made at way points to drop off the occasional
Canadian Pacific no. 5433 is in a Centennial Park,behind the
CP station at Chapleau,Ont. While it is located on a main street of the
town and is not fenced in,it has not suffered at all from vandalism and
is in excellent condition and well maintained.
Ill s end in more Idanderi ngs for the next issue!
Editors note: Walter Bed brook is a
Director of the Association, whose
particular pride and joy is Barring­
ton Station at the Canadian Railway
Museum, Mr. Bedbrook was working in
northern and western Ontario in the
summer of 1968 and 1969.
CP RAILs RDC 4 + RDC 3 Whits
River Locsl at White River I
Ont.,reputed to be the cold­
est spot in eastern Canada. The
master thermometer is housed
in the slatted box attached to
the platform railing.
The consist of CP RAILs ser­
vice for express,freight,etc • The
combination might be iden­
tified as a RT-1 and an RT-21
The White River Locel,-CP RA­
ILs Sudbury-White River,Ont.,
eervice,standing in the sta­
tion at White River.
Sr. Omar M. Gil Soja, President
The citizens of Montevideo, the capital city of the Re­
public of Uruguay, South America, have seen the same sad reduction
of tram service on the streets of their city aq many of their com­
patriots in North American urban areas. Despite this erosion of
practical city transport
the Association Uruguaya Amigos del Riel
(Uruguayan Association Of Friends of the Rail), achieved a notable
triumph in 1967 when they persuaded the city administration to re­
open a stretch of city tram line which had been abandoned for some
time. The details of the project and its realization are given in
the following communication from Sr. Gil Soja:
Since last October 15, Montevideo officially has a new
tram line -No. 36, on a portion of the ancient loop of lines nos.
33/36. The story of this success so pleasant and so important to
railfans, began when the Municipaiity of Montevideo decided to es­
tablish a historical and touristical quarter at Isla de Flores St.
now partially named Carlos Gardel, in a portion of the City that
has not changed significantly in the last 40 years.
The story of tram lines on this street, goes back to the
horse-tram time, when it was run over by one of the several oom­
panies of this kind that existed in the Barrio Sur (South Quarter)
district of the City. Subsequently~ this and other ones of these
lines were bought -(and amalgamated) -as liLa Transatlantica, -a company
organized with German capital, looking to electrification.
From 1907 to 1933, Isla de Flores Street was travelled from Andes
to Juan D. Jackson Streets – a distance of 21 blocks br. lines nos.
7/9 orifiinallY and lines nos. 18/23 later on. Then, La Transat­
lantica was bought by the Sociedad Comercial de Montevideo, the
rival tram companYl organized by British capital, which was opera­
ting since 1906. This purchase was in 1928. In 1933, the tracks
were reduced by 8 blocks from Rio Branco to Ejido and then used by
lines nos. 23/33 until 1945. At that date, there was a change in
traffic, from left to right-hand operation, and then lines 23/33
were joined by line no. 36.
More lately, our Association proposed to the authorities
the idea of starting to run a tram in this zone as a living museum. At
the same moment, A.M. deT. (Municipal Transportation Board) had
made the same suggestion, and since they had the aotual authority
to create it, the work started immediately.
Early in September, 1967 the news was published and very
soon a oar was taken out of the Fernando Garcia Museum, where it
had been kept. Technical advice selected tram no. 595, an English
Electric (Preston) vehiole with a Dick Kerr controller system K-3,
which was incorporated into the service circa 1924. Originally,
these were 255-304 series cars of the Sociedad Comercial de Monte­
video, and after unification with La Transatlantica Company, they
were renumbered into the 555-604 series. Many of these cars were
later rebuilt the same as tbe no. 595.
This selected tram was transported to the A.M. de T.s
main workshops for a complete overhaul. In the middle of Septem­
ber, the President of A.U.A.D.R., Sr. Gil Soja, symbolically re­
moved the first pavement to uncover the tracks. The necessary
columns to support the trolley wire were put in place.
On October 14, 1967 (Saturday) at 21.53 brs., a few min­
utes after electricity was connected to the line a tram once again
began to run over this Montevideo street leaving the Usina Gonzalo Ramirez
after nearly 11 years of absence to make a trial run while
the population of the Barrio Sur received it with .applause emotion and
happiness. The meeting of the council of the Asociation Uru­guaya
Amigos del Riel took place on the car.
Tbe official inauguration was on Sunday, the 15th., at
noon. Being present were authorities of the Municipal Transporta­
tion Board, the A.U.A.D.R., and also many other people. The line
was opened with a big popular success, and since that day! every
Saturday from 15.30 brs. to 23.00 hrs., and Sunday from 11.00 hrs.
to 13.00 brs., Montevideans can give themselves the pleasure of
again travelling by a tramway, paying a fare of agreeably small
Now the line runs only along 8 blocks of Carlos Gardel and
Isla de Flores Streets, from Rio Branco to Ejido, and 4 addi­
tional over Ejido and Gonzalo Ramirez for arriving at the depot.
But the Municipality has ordered a study of the lines prolonga­
tion to Parque Rodo (Rodo Park). To supervise this study, they
have selacted our President Sr. Gil Soja, who happily is a traffic
engineering expert.
HOW THEY USED TO LOOK. A photograph of Car no. 276 of the series 255-
304 of the Sociedad Comerciel de Montevideo,built by Englieh Electric a­
bout 1924. This series became nos. 555-604.Photo by Sr. O •. M.Gil-Soje.
TODAV,AT THE Usina Gonzalo Ramirez,Montevideo,Car no. 595 hides behind
the walls of the usine,whsn it ~8 not operating. Photo Sr.O.Gil-Soja.
Linea TrarWiaria NQ 36 •• _ •• ,-
1 , 0 Q ~ I. … D .. I J. I 00 r 0 » I I ~ I . , f
.. , , …… ,.
lX!uun ,., …. U no:.oIUCIO.,
bl4,tMuf •• .r,PO.
As you will see from the accompanying map, the Municipal
authorities wish to establish a line, not only with a historic and
touristic purpose, but also to serve as a real transportation sys­
tem in the same way as San Franciscos cable cars or Douglas
(Isie of Man) horse-trams. Thus is provided a connection from the
centre of the town to a place of undoubted popular attraction, -Parque Rodo,
through an area that now suffers from a scarcity of
public transportation service.
The final project proposes the use of three additional
tram cars for this line from the Fernando Garcia Museum. No. ,09
is similar to the present no. 59,; no. 881 and 370 were built by
the Sociedad Comercial de Montevideo in their shops in 1932 and
1934, respectively.
Thus, the tramway is reborn in Montevideo. But the Aso­
ciacion Uruguaya Amigos del Riel regard this only as a symbol
and have
firmly decided to continue the fight for improvement Of the
rail transportatian in all of the City, because Montevideo needs
the railt
We are sure that we speak for all of our readers when we
say Congratulations to the A. U. A. D. R. for reviving service on
this Montevidean tram line. May your future plans be crowned with
All photographs for this report are by Sr. Omar M. Gil Soja.
~R.DoNALD GORDON died recently,at the age of 57,only
two years after he had retired from the presidency
of Canadian National Railways,which he had held
since 1950. Mr. Gordon died May 2,1959,at his home
in Westmount,Que. He had been Chairman of the Board
of British Newfoundland Development Corporation and
Churchill Falls Power Corporation, since leaving CN.
Mr. Gordon came to Canada from Scotland in his youth and was employed by
the Bank of Nova Scotia,rising through that organization to become Gen­
eral Manager. When the Bank of Canada was established in 1954, Ae was
asked to become its Deputy-Governor. His signature became familiar to
his fellow-Canadians, appearing opposite that of Graham Towers on most
Canadian paper money. In 1940,he accept ad the post of Chairman of Can­
adaa Wartime Prices and Trade Board,the organization which had the most
difficult task of controlling consumer prices,product allocation and ra­
tioning during World War II.
His appointment as Pres~dent of Canadian National in
1950 was controversial at the time, but he began to
learn about railroading as energetically aa he had
previously learned about banking. One of his prin­
ci~al tasks was the reorganiZation of the overwhelm­
ingly burdensome Company debt structure. In this he was
only partially successful,ss msy be seen from
the Railways current annusl report,where the in­
terest on ths debt smounts to 70 million domlsrs • Howevsr,Mr.
Gordons regime will be best remembered
for accomplishments such as system dleselization,the
passenger car order of 1954,construction of new li­
nes to tap northern natural resDurces,redevelopment
of terminal araas in major cities,especially at Mon­
treal,new freight yards at Moncton,Montreal,Toronto,
Joffre(Quebec),Sarnia,Winnipeg and Saskatoon, new ac­
cess lines to Toronto and Vancouver, relocation of
lines at Montreal and other places. Probably the
most important changa in the late Mr. Gordone re­
gime was tha programme of complate Visual Redesign
which changed the Compsnys public imags completely
and trsnsformed a hitherto conservativa organization
into one which took its place in the avant-garde of
corporations of the second half of the Twentieth
Passengers on CN lines had their ups and downs during Mr. Gordons time.
The new equipment came in 1954 and the Super Continentel service in
1955,but by 1950,the old Contin~ntal was gone. A reversal of the trend
began in 1951,when Red,White and Blue fares were introduced on Company
lines in the Maritimes,culminating in Canadas Centenniel Vear,1957,when
the system carried the largest passenger load in its h~ory. Many pas­
sengers rode in cars bought or leased from United States railroads, to
eugment the CN fleet.Freight services changed radically during Mr. Gordons
tenure,with the introduction of piggyback,auto transporters,containers,
and unit trains,in addition to many other innovations. The widespread ap­
plication of microwave and train-radio were other advances in technology
which resulted in a complete transformation of Canadian Nationals oper­
ations. All but one of the Railways five electric operations were ph­
ased out,along with the complete stud of steam locomotives. While most
of these changee were inevitable,the late Mr. Gordon was instrumental in
keeping Canadien National Railways in the forefront of progress and for
this alone,hia fellow-Canadians owe him a great debt of gratitude.
THE THORNTON BRANCH: The name of another femous former
president of Canadian National,Sir Henry Thornton, who
held the post from the creation of the system in 1923
until he reeigned in the midst of the financial crisis
of 1933,hae been given to the new branch line into Nor­
th Vancouver,B.C.The line includes a tunnel ebout two mileB
long,beneath residential areas in the eastern part
of Vancouver and a bridge,spenning the Second Narrows o~
Burrard Inlet,including a 503-foot lift span. The line
was begun in 1955 and eliminates a congested operation
along Vancouvers waterfront terminal trackage. This area
wae plagued with many level crossings of public roads as
well as CP RAILs main line and spur tracks. Access to
the new line,as to all CN facilities in Vancouver,is via
the Great Northern Railroad,over which CN hes trackage
rights from New Westminster. The name of Sir Henry is
also commemorated by Thornton Park,in front of CNs Van­
couver Station.
RAILS LEAVE LONGUEUIL: The City of Longueuil,on the south shore of the
St. Lawrence River,opposite Montreal,has apparently lost the last one of
four railways,which have served the area at various times since 1847.Now
that CN has relocated its Sorel Subdivision,formerly part of ths Quebec,
Montreal and Southern Railway,a subsidiary of the Delaware and Hudson,no
longer is thar~ a rail line in tha City. Tha D. & H. purchased the Q.M.&
S.,(abbreviated in the french language toquel maudit service or what
damned service) from the South Shore Railway. Purchased by CN in 1929,
the line paralleled the St. Lawrence,through St. Lambert to Longueuil •
Due to residsntial development in the former City,there were 22 public
crossings between the two Cities and very little industry. CN has opened a
new line from near St. Hubert R.C.A.F.air base to a new operating point
Cartier,near the Boucherville interchange on the Trans-Canade Highway. The
new line enhances the potential of an undeveloped industrial area and
runs parallel to most roads,thus eliminating public road crossings. The
former Une has been retained from Cartier to the planta of United Air­
craft of Canada and Weston Bakeries in Longueuil,about 1.5 miles.
Longueuil was the original terminus of the St. Lawrence and
Atlantic Railroad,later leased by the Grand Trunk
Railway,from 1847 untl1,the completion of the Victorl~
Bridge in late 1859. From 1873,it was the terminus of
the Montreal,Portland and Boston Railroad,a wholly-own­
ed subsidiary of tha South Eastern Railroad. After 1883
when the S.E.R. was leased by the Canadian Pacific, the
latter Company arranged trackage rights over Victoria
Bridge to Grand Trunke Bonaventure Station,so that,for
a brief period,C.P.R. trains may have used thia famous
Montreal terminus.
O. & N. -NOT DEAD YET: The Ogdensburg and Norwood Railroad,western ex­
tremity of the now-defunct Rutland,whoae demise was announced prematurely
in these pagee,may not be so dead, after all. A recent announcement tells
of a redevelopment plan for this property. Our Ottawa member,W.R.Linley,
learned from the O. & N.s superintendent that the freight embargo was
required because of the unsafe condition of two on-line bridgee. An in­
junction ie being sought against the State of New York,who,according to
the terms of the lease,must maintain the right-of-way and have not done
so. Operations are planned to resume in July,with diesel engine no. 1,an
ALCO S-4,c/n 78407,built in October,1950. The Company also owns an ex-CP
RAIL caboose and snow-plow.
STATIONS OLD AND NEW: CP Subsidiary,Marathon Realty Li­
mited,is playing havoc with station arrangsments in many
smaller Canadian cities and towns. New shopping centres
on CP RAIL property in Ponoka,Alta.,Maple Creek,Sask.and
Cornwall,Ont.,have necessitated new stations. The first
two towns got them but Cornwalls freight shed was pro­
moted to station status. No matter,as Cornwall haa no
passenger service,anywayf The CNs station et Ayrneea,Que.
was recently demolished and replaced by e small operators
cabin. The former structure of a standard Canada Atlantic
Railway design,was similar to Barrington Stetion,which was
preserved and is now restored at the Associations Canadian
Railway Museum at Delson/St-Constant,Que. Scheduled for
imminent destruction is the fine old vintage-1890 brick CN
station at St-Jean,Que. Built by the Grand Trunk Railway ,
its demolition is deemed nacessary to facilitate the con­
struction of a new highway bridge over the Richelieu Ri­
ver,on the location of the disused pile treetle,original­
ly built for the Stanstead,Shefford and Chambly Railroad,
about 1856.
PAINT SCHEMES AND MULTIMARKS: A considerable number of CP RAIL Grove
series 10-roomette 5-bedroom sleepers are being given the New Imagaand
may appear in the consiet of the Canadian this summer. Four of the old­
er diesel unite have been turned out in the new colours (7094,8450, 8568 and
8100). Units with cabs at the rear,such as switchers and the 8100s
pose e problem,in that the multimark must be placed on the cab and the
number elsewhere than in this traditional location. This relocation may
cause some difficulty on the road,as numbers placsd an the hood are not
as readily readable and are more inclined to became obscured.CP RAILa MLW-Worthington
Century 630s are classed DRF-30d,nos. 4508 to 4528; the
Century 636s are classed DRF-36a,noe. 4700 to 4728 and the maverickex­
perimental 4,000 hp. unit,presently DRF-36a no. 4729 may be reclaseified
DRF-40a end numbered 4900. Thanks to Mr. Roger Boisvert for this item.
ROBOTS: 1,2,3-infinit~f Canadian Westinghouse Company
has statad that the set of WABCO RMU locomotive equip­
ment,on trial on CP RAIL,has been returned et the con­
clusion of the trial and is no longer in revenue eer­
vice. Meanwhile,two more ROBOT body units are being
prepared at CP RAILa Angus Shops from those handy,
solidly-built silk expreas cars. No. 4473 will become
ROBOT 3,no.1002 and no. 4478 will emerge as ROBOT 4 , no, 1003,
Two more of the silk cars are in the yard ,
but it ie not known definitely that they will ba con­
pulollshed monthly ,exoept July & August oomlolned)
loy the
Assoolate Memloership lnoludlng 11 issues of
Canadian Ra1l S.OO annually,
Mr. J .A.Beatty. 4982 Queen Mary Road, Montreal 248, Quebec, Canada.
OTTAWA JoIr.}of. Iveson , Secty •• F.O.Box 352, Terminal Art ottawa Onto
ROCKY MOUNTAIN Mr. Donald W.Seafe 12407 Lansdowne Drive, Apt. 101, FAmonton Alta.
K.P.Chivers, Apt. J. 67 Somerset st. W., Ottawa, Ontario.
J .S.NIcholson, 2306 Arnold st., Saskatoon, Saskatchewan.
Peter Cox, 2936 West 28th. Ave., Vancouver. Br1 tlsh ColumbIa.
W.D.McKeown, 6-7, 4-chome. Yamate-cho ,SU1 ta Cl ty, Osaka, Japan.
J .H,.Sanders, 67 Willow Way, Ampthill, Beds •• England ..
K.a.Younger, 267 Vernon Road, Winnipeg, Man1toba.
Mr .. Donald W.Scafe, 12407 Lansdowne Dr1ve, Apt. 101, Edmonton Alta.
Copyr1ght 1969 pr1nted 1n Canada
on Canad1an paper

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