R A I L
struction period,but also during the first years of the I.C.R. op
eration, until that line got around to repainting and renumbering
Elsewhere in Canada, the Canadian Pacific Raih~ay may have
pursued its construction with vigor and independence, but such was
not the case in New Brunswick and Nova Scotia. In New Brunswick, it
purchased existing railways instead of building and came to Saint
John over the rails of the Hestern Extension of the E. & N .A.Before
the purchase of the consolidated Dominion Atlantic Railway, with
access running rights to Halifax,the C.P.R. secured its own running
rights for its Montreal-Halifax passenger trains from Saint John,via
Moncton and Truro,over the Intercolonial. The C.P.R.Express,trains
25 and 26,ancestor of todays Atlantic Limited,was a regular fix-
ture or. this portion of the I.C.R. until F.P.Gutelius ended the
Saint John-Halifax portion of it about 1914. However, through ser-
vice was continued from Saint John to Moncton,where the cars were
added to the eastbound Ocean Limited for the onward journey to
The lease of the Dominion Atlantic and the establishment of
the Saint John-Halifax service via the D.A.R. might have seemed to
be the solution to the problem of competition with the I.C.R., but
so much time was usually lost in crossing the Bay of Fundy to Digby
and on the run from Digby to Halifax that the arrival times at the
terminus for the two journeys was about the same. The actual rail
distance,via Moncton and the I.C.R. Vias 275 miles,1Ilhile it was 204
miles via Digby and the D.A.R.
When this new route to Halifax was opened,C.p.R. passengers
intending to make the journey were invited to participate in a pas
sage across the Bay of Fundy,which is renovmed as being the most
turbulent piece of water in the world, with the possible exception
of the Bay of Biscay. Service on the 47-mile vlater passage from
Saint John,N.B. to Digby,N.S. began as early as 1784,with the sail-
ing packet SALLY.The first steamship service started in 1827 with
the 87 -ton SAINT JOHN and in 1881, the Bay of Fundy Steamship Com-
pany instituted regular service. The sidewheeler MONTICELLO was
making the trip in 1889. The Canadian Pacific had through passenger
service to Saint John from Montreal in 1889 and was soon consider
ing ways of transporting their passengers to Halifax faster than by
taking them around by Moncton.
By 1892, when the Canadian Pacific failed to secure running
rights over the I.C.R.,the Dominion Atlantic had ordered a steel
paddle-steamer,the PRINCE RUPERT,from J.M.& A.Denny of Dumbarton,
Scotland and at the time, it vias rumored -not without foundation
.. LATER rJU~lBER 19 OF THE DOMH,IOIj ATLArHIC flAILl:JfY, W&A rJU~WER 15,
Oberon was built by the Baldwin Locomotive Works in 1893, 3/N
13538. Collection of Major C.W.Anderson.
Public timetable of the Windsor
and Annapolis Railway,effective
Monday, June 26, 1893 and -as
it says -until further notice I
Collection of Maj. C.W.Anderson.
,66 R A
that the C.P.R. ViaS behind the order for this ship. Operat ing two
trips daily, the new ship was so attractive that in 1896 the compet
ing Bay of Fundy Steamship Company withdrew the l>10NTICELLO from the
The PRINCE RUPERT did not pass to C.P.R. ownership when the
Dominion Atlantic was leased for that marvellous term of 999 years
from January 1,1912, -the lease hav ing been consummated on Novem
ber 13,1911. She (he)(it) was purchased by Canadian Pacific on Sep
tember 15,1913 and together with the YARMOUTH was replaced in that
same year by the br. GEDRGE and the EMPRESS. The PRINCESS HELENE
well-known to so many Canadians,las built by Canadian Pacific spec
ifically· for the Bay of Fundy se rv ice. She could carry a thousand
passengers and 45 automobiles and was the Digby Boat from 1930
to 1963. The present PRINCESS OF ACADIA las formerly the PRINCESS
OF NANAIMO of the C.P.R. s British Columbia Coastal Fleet.
PRINCESS HELENE OF THE CANADIAN PACIFIC RAILWAY COMPANY, AT
the preferred way to travel between Saint John, New Gruns
Halifax, Nova Scotia, via Jigby and the Dominion Atlantic.
The PRINCESS HELENE ,,,as a steady ship on which to travel
On one trip during World War II,her passengers got an unexpected
fright. On the passage from Digby to Saint John,the Digby Boat was
in that period escorted by a Royal Canadian Air Force bomber from
the R.C.A.F.station at either Greenwood or Yarmouth, because enemy
submarines ,,[ere knovln to be in the coastal waters. The view from
the PRINCESS HELENEs dining room ~as superb, commanding a clear and
unobstructed view of the sea to both port and starboard. One pas
senger who was idly reading a neVlspaper, raised his eyes to the awe
some sight of a submarine breaking water about half a mile north of
the ship. Much consternation and a paniC among the passengers en
sued until they took a second look and discerned the number 15 Ion
the conning tOVler. It Vlas then realized with relief that this was
Dutch practice sub from Cornwallis Naval Base,not far away. Of
course, the ships personnel had been previously informed.
THE DOMINION ATLANTIC FREIGHT STAGGERS OUT OF TRURO, N.S. ON THE MORN
ing of May 26,1949, with D-10 Number 1089 on the head-end. In 1972,the
0-10 is gone and only a portion of the old IeR station at Truro remains.
Photo E.A.Toohey Collection, C.R.H.A.
AN INFREQUENTLY PHOTOGRAPHED LOCATIUN IS GRAND NARROWS, WHERE THE CAN
adian Nationals main line to Cape Breton crosses the Bras dOr Lakes.
Here is CN Train 5, Sydney-Moncton, at Iona N.S. on May 26, 1949.
Photo E.A.Toohey Collection, C.R.H.A.
~ . -.-:: . ::
SYDNEY AND LOUISBURG RAILWAY ENGINE
Number 55 had headlights and pilots
at both ends, to per~it operatinn in
either rlirection on branches where
no WyBS were available.
Photo W.G.Cole Collection,C.~.H.A •
THE FlJRfV,ER HITERCLDr:IAL RAIL!llAY STA
tion at Pictou, Nova Scotia, as it
looked when the gas-car was loading
I~ay 28, 1949.
hoto E.A.Toohey Co11ection,CRHA.
Both the IIPrincesses
fere relatively free from incentives
to seasickness. It 11as the earlier ships like the PRINCE RUPERT and
the EMPRESS that seemed to induce the malady,vrith their nauseating
cookery,coal smoke and hot oil odours, all of which earned these ves
sels a Singularly unenviable reputation.
The naming of steam locomotives on the raihmys of Nova Sco
tia vras perfected to a remarkable degree. The Nova Scotia Railway
had one named (quite elegantly) SIR GASPARD LE MARCHANT, after Sir
Gaspard Le Marchant,one-time governor of the Province. Sir Gaspard
was a close friend of the Great Tribune,Joseph Howe and in the mid-·
dle of the nineteenth century, Sir Gaspard got Joseph into a peck
of trouble by sending the latter to the United states to recruit a
IIfore ign legion, sponsored by the British Government in London, to
fight the Russians in the Crimea.
Parenthetically, it is noted that the N.S.R. sold both the
SIR GASPARD LE MARCHANT and the JOSEPH HOWE to the Windsor and An
napolis Railvray, ,hich changed the ir names to MICMAC and MALISEET and
usacl them on construction work only. These stalwarts never saw reg,
ular service after the W. & A. was completed.
The SIR GASPARD LE MARCHANT and the JOSEPH HOWE are reputed
to have been IIbicycle engines,or of a 2-2-0 wheel arrangement. Al
though there were photographers in Nova Scotia at that time, -and
good ones, too -either they were just not interested in railway sub
jects or their works have not survived. Neither are there any sur
viving artists sketches of these early locomotives,as there are
for many other first locomotives of Canadas pioneer raihlays .The
late Robert R. Brmln made a dravring of one of them, based on infor
mation supplied by one of the Youlds of Truro,N .S.,who had driven
them during the construction of the line. The resulting pictorial
representation mayor may not be anything like Vlhat they really were.
Among the first pictures of raihTay locomotives are those of the Fox
Valker engines of the Windsor and Annapolis. These locomotives 11ere
built in Bristol, England and many of them vrere given Acadian or Mic
mac Indian names.
The accurate recording of history, particularly railvray his
tory, is a very d iff icult and exact ing occupat ion, but it is nowhe re
near as difficult as the later research which is almost inevitably
required to separate out the impression from the fact.
DECLINING RAIL SERVICE IN
he past decade has seen an acceler
ation in the long established pat
tern of rail passenger service re
duction throughout Canada. Not only
have entire operations been abandoned ,
but there has also occurred a progres
sive dilution of skeletal proportions of
service on many of the remaining lines
(see accompanying maps).
A comparison of the volume of passenger train service in the
southern part of Quebec in 1961 and 1971 illustrates a number of im
portant points. The first is the 38.9% overall decline in total
passenger train miles from 16,003 in 1961 to only 9,766 in 1971.The
second is the reflection of the ongoing rationalization of passenger
service and the resultant concentration of operations in the areas
of highest population density, notably the Quebec City-Montreal-Tor
onto corridor, as seen in the continuing relatively large number of
trains operating on Canadian National Railways St-Hyacinthe and
Drummondville Subdivisions. In 1971, 63.5% of total passenger train
miles were on this route, as opposed to only 37.5% in 1961.
The two major areas of decline are in branch line and inter
national passenger services, although the resumption of New York
City-Montreal international service may have changed this latter
aspect somewhat. Among the operations in the former category, which
either disappeared or were curtailed between 1961 and 1971, are CNs
Montreal-Granby-Waterloo passenger service and the mixed train from
Granby to Farnham, Quebec; CNs Richmond to Quebec line and Quebec
Central Railways service between Sherbrooke and Quebec.
Among the name international trains of a decade ago, which
included Canadian Pacific Railways Alouette and Atlantic Limited,
Canadian Nationals Washingtonian and Montreal Limited,only the
Atlantic Limited remained -until a few weeks ago -passing throu
gh the northern part of the State of Maine in the dead of night, en
route to Saint John, New Brunswick.
+ CMJil.DIAN ~JATIor;,AL RAIL.iJAYS BRANCH-LINE TRAHJ 138/140, f~ontrr.al to Des
Ormeaux,~uebec, via Sorel, takes the east switch at St. Lambert,Que.,
on September 3, 1955. Photo courtesy John A. Swift.
PASSENGER TRAIN SERVICE
1-24 trains per week
25-49 trains per week
50-74 trains per week
Over 74 trains
10 15 20
PASSENGER TRAIN SERVICE
1-24 trains per week
_ 25-49 trains per week
_ 50 -74 trains per week
_ Over 74 trains per week
o 5 10 15 2,0
R A I L
THE LAST VESTIGE OF THE RUTLAND RAILROADS MONTREAL CONNECTION,
Train 64 to St. Johns, ~u~bec, with pacific Number 5063 for pow
er, swings south towards Edison Avenue, St. Lambert,qu8bec, on
September 2, 1955. Photo courtesy John A. Swift.
R A I L
One of the first international railways in the world was the
Grand Trunk Railways Montreal to Portland, Maine, line, opened in
1853. By 1961, passenger service on this line had been cut back to
Island Pond, Vermont and today, all that remains of the service on
this historic route is the daily RDC Railiner between Montreal and
Sherbrooke, with a folorn Friday evening only round-trip from Sher
brooke to Coati cook, 21.4 miles further south towards Portland.
An indicator of the shrinking passenger operations has been
the decline in the number of communities where rail passenger ser
vice is still available. In 1961, 111 localities in southern Quebec
were served by passenger trains, but this number dropped to only 44
by 1971 and much of this service is on a less-than-daily frequency.
In all probability, there will be further reductions from
even the modest scale of operations in 1971. While CP RAILs At-
lantic Limited and CNs corridor service between Montreal and
Quebec City will likely remain stable for the near future, the
prospects for CNs Montreal-Sherbrooke-Coaticook and Richmond-Que
bec City services are considerably less promising. Volume of pas
sengers on both of these lines is light, in particular between
Richmond and Quebec City, and CN has requested permission to aban
don both operations.
Editors Note~ Professor Booth composed this article in June, 197~,
when the AMTRAK service between New York City and
Montreal had not been initiated. However, the re
sumption of this service does not change the con
clusions in Professor Booths article significantly,
since the only southeastern Quebec community to be
nefit even marginally from this service is St. Johns,
JUST 9EFORE THE STATION WAS FIN
ally demolished, this is Canad
ian Wationals station stop at
Lennoxville, ~u~bec. The date
of Pror8ssor J.D.Booths photo
uJas April, 1970.
_1_ THE COUNTRY STATION UF CAN.LDIA~J
~ National Railways at Hemmingford,
• qu~bec, was quite unique. This is
the way it looked in June, 1969,
when Professor Booth took the
Edit,orial Staff CANADIAN nAIL
WHAT SHOULD TURN UP THE OTHER DAY AT UNITED RAILWAY SUPPLYS
Montreal facilities but two Fairbanks-Morse H-16-44s from the
Ferrocarril Chihuahua al Pacifico (Mexico), Numbers 502 & 620.
Number 502 is a high-nose with a steam generator (passenger unit,may
be?), while Number 602 is a rebuilt low-nose. The two units are to
be repaired -no renewal of the larger components -and returned to
the FCalP by the end of November, 1972. Other units are expected to
come to Montreal for the same procedures. C. & K. De Jean.
SPEAKING OF UNITED RAILHAY SUPPLY, it is rumored that this company
has been purchased by Precision National Corporation. Hhile
this would seem to be quite a logical occurrence, it is as
yet unconfirmed by the two companies involved.
LOOKING S01JlHVJESI FROM L ENFANT PLAZA IN WASHINGTON, D.C.,
National Railroad Passenger Corporations AMTRAK is planning
yet another international railroad passenger service, this
time with the Republic of Mexico. The proposed service will run via
Little Rock, Arkansas and Dallas, Texas, probably using the former
route of the Aztec Eagle through Nuevo Laredo, Mexico.
AMTRAK also wants to get something going between Oakland and Ba-
kersfield, California, in the San Joaquin Valley. AMTRAKs plans al
so include the purchase of eight turbotrains or other high-speed
trains, as well as some fairly fast conventional trains. Wonder what
all that means? S.S.Worthen.
MR. ALLAN GRAHAM, CHAIRMAN OF THE RAILHAY HISTORY COMMITTEE
of the Prince Edward Island Heritage Foundation reports that
the Committee acquired the former Canadian National Railways
station at Elmira, P.E.I., during the week of 16 October 1972. Un
daunted by the fact that it may be five years before funds are ava
ilable for restoration of the station -and by that time, it may be
a complete ruin -the Committee is hard at work on the project to
photograph all of the Islands railway stations. Only five remain to
be done. A history of the Prince Edward Island Railway from 1870 to
1900 is being /ri tten by a member of the Committee.
CANADIAN NATIONAL RAILWAYS HAS FINALLY DECIDED TO RENEW
twelve troublesome wooden bridges between Chilliwack and Van
couver, British Columbia on the 14-mile stretch of its main
line through the upper delta of the Fraser River. The llO to 150-
foot long bridges that were replaced were all timber structures and
the new ones are made /ith prestressed concrete beams. In some cases
land-fill and culverts were used. The preliminary work of pile-dri
ving and dock assembly werd done first. The components of the new
bridges .Tere stockpiled at each site to allow quick and efficient
change-out. CN trains were detoured over CP RAILs main line for 60
hours, while the work was being done. CP RAIL, which uses a portion
of CNs main line to get its coal trains to Roberts Bank, stockpiled
enough coal to maintain normal ship operations Then CN s line was
CA NAD IAN R A I L
CN trains were detoured over CP RAILs main line for 60 hours
while the work was being done. CP RAIL, ihich uses a portion of CN s
main line to get its coal trains to Roberts Bank, stockpiled enough
coal to maintain normal ship operations when CNs line was closed.
Hitherto, bridge replacement operations were conducted be
tween train movements, resulting in severe delays and subsequent
slow orders. In this operation, CN allowed a period of 60 hours to
get the work done. After that, almost normal schedules for main-line
trains were resumed. CN NEWS.
AT THE BEGINNING OF OCTOBER, 1972, IT WAS RUMORED THAT
MLW Industries had completed the necessar.y modifications to
the trucks and engines and had shipped 12 of the 64 units for
the Nigerian Railways.
The Portuguese National Railways had placed a large order for
spare parts for their RS3s, purchased some years ago.
As reported elsewhere, MLW-Industries has joined the Budd Com
pany and Morrison-Knudsen Construction Company to modernize and ex
pand Burlington Northerns commuter service into Chicago. MK and MLW
I have cornered a $ 6 million + contract to rebuild and upgrade 21
EMD E-type passenger units for this service. Work will be done in a
MK shop at Boise, Idaho.
Meanwhile, MLW-I in Montreal was reported to have a back-log
of 167 units of various models, some for export to Greece.
AFTER BEING RETURNED TO THE C&O BY CANADIAN NATIONAL,
Pierre Patenaude reports that the following GP9s were again
leased by Cn in September and October, 1972:
6026 6027+ 6030 6033+ 6037 6045 6050+ 6140+ 6150+ 6158+
6166+ 6189+ 6192 6194 6197
= leased in September; remainder leased in October)
FURTHER TO THE QUESTION REGARDING THE LAST
regularly-scheduled, steam-hauled passenger train in the
United States, there seems to be general agreement in com
munications from our readers that it occurred on the Grand Trunk
Western Railroad. The following dates and runs have been placed in
27 Mar. 1960
7 Aug. 1960
20 Sept. 1961
Chicago-South Bend, Ind.
21 6323 Not
A & B
-A—-C.R.H.A.NEWS REPORT No. 111, ~lliy, 1960, Page S-19: R.F.Corley
B Mr. W.A.Kirkpatrick, Evanston, Ill.: perconal participation
C RAILWAY AGE, August, 1960
D Mr. Donald W. Etter, Willis, Mich.: personal participation.
179 R A I L
CANADIAN PACIFIC LIMITED I S DIVISION CP HOTELS
will put the Company back in Halifax, Nova Scotia, when the
Chateau Halifax is completed in 1973. The new hotel is under
construction in the downtown shopping area of Halifax, on Scotia
Square. Bob Tennant.
THE CANADIAN RAILROAD HISTORICAL ASSOCIATION LOST
a second Honorary Officer this year, when Mr. Ralph Day re
tired as Chairman of the Toronto Transit Commission in June.
Mr. Karl Mallette of Scarborough was named by the Council of Met
ropolitan Toronto as a TTC Commissioner, to succeed to the seat pre
viously held by Mr. Day. Mr. Franklin I. Young, also a Commissioner,
was elected as the new Chairman of the TTC on 5 July 1972. Mr. Young
is a former northern airline pilot and was an AIR CANADA executive
more recently. His career has been in the transportation field, al
beit not in the surface sector. W.J.Bedbrook.
ABour MID-YEAR, 1972, HAWKER SIDDELEY (CANADA) LIMITED
of Thunder Bay, OntariO, began to outshop the first of 46
PA-3 rapid transit cars for the Port of New York Authority
(PATH). Some of these cars travelled east to Toronto on their own
via CP RAIL. W.J.Bedbrook.
JOHN R. EICKER, EDITOR OF THE INTERCHANGE
of the Baltimore, Maryland, Chapter of the National Railway
Historical SOCiety, pointed out in a recent issue that AMTRAK
lost $ 935 on each and every passenger it carried during its first
year of operation. Penn Central
over whose lines the majority of
AMTRAK services are operated, lost the most money for the corpora
tion -$ 43,600,578. That is qUite a lot of money!
CANADIAN VICKERS LIMITED OF MONTREAL BEGAN SHIPMENT
to the General Electric Company, Erie, Pa., about mid-year of
the first of 144 cars being built jointly by the two companies
for the New York Metropolitan Transit Authority and the Connecticut
Transportation Authority (NYMTA and eastern CTA). Vickers are buil~
ing the bodies and GE Erie is installing the electrical gear and
trucks. W .J .Bed brook.
R A I L
THE TRURO, NOVA SCOTIA, PASSENGER STATION OF CANADIAN NATIONAL
Railways is in the midst of being replaced. The eastern and
western extremities of the former classic Intercolonial Rai~
way station have been demolished, leaving the main central portion,
with its imposing tow~r (picture, page 271,No. 205, CANADIAN RAIL,
December, 1968). A group of Save the Station citizens of Truro
tried -alas, unsuccessfully -to have the imposing ICR structure
preserved as an historic landmark. Bob Tennant.
PLANS FOR REFURBISHING CAPE BRETON ISLANDS
Sydney and Louisburg Railway for steam-powered passenger tr
ain operation between Victoria Junction – 4 miles from Sydney
Nova Scotia -and Louisburg, mile 39, during the summer tourist
season, have been prepared by PROJECT RAILLINE. This organization is
a joint venture of the Cape Breton Development Corporation (DEVCO)
and Nova Scotia Eastern Institute of Technology. PROJECT RAILLINEs
report was to be submitted to DEVCO, the major sponsor, in September.
A decision on whether or not this exciting plan would be implemented
was expected shortly thereafter. (This item is from THE MARITIME EX
from an exclusive interview with Mr. Del Amiro, Director,
ONCE KNOWN AS WESTERN FLYER COACH (1964) LIMITED,
modernized, Manitoba-owned Flyer Industries Limited had an
international happening early in October, 1972, when the
first of what is hoped will be a new series of trolleybuses rolled
out of its shops, en route to San FranciSCO, California. This west
coast city operates one of the largest fleets of trolleybuses in
North America and Flyer Industries hopes that this prototype will be
the first of an order for 210 vehicles for the California system.
Flyer Industries is the only remaining builder of trolley
coach bodies, having entered the rebuildinifield in 1967.The Com
pany has specialized in the rebuilding of trolleybuses, using the
propulsion systems of units ClaSSified as non-operable by the
transit company requesting the rebuild. It has received rebuild or
ders for 151 units from the Toronto Transit Commission and for an
other 40 units from Hamilton, Ontario.
Other potential customers include the U.S. cities of Boston,
Philadelphia, Dayton and Seattle. Canadian cities who may be in
terested include Vancouver, Edmonton and Calgary, the transit de
partment of the latter said to be much impressed by a demonstrator
bus which was used in the city a couple of years ago.
Western Flyer Coach was founded in Winnipeg in 1930 by Mr.
John Coval. Mr. A.J .Thiesen assumed control in 1963 and reorganiz
ed the Company in 1964. The Government of Manitoba purchased a con
trolling interest in the Company in 1970.
With entry into the United States market thought to be as
sured, Flyer Industries are pressing forward with plans for a $ 2.5
million plant in neighbouring Transcona, scheduled for completion
in December 1972 and increasing the Companys potential annual out
put between its two plants to 1,300 units.
With mounting pressure from the antipollutionists in Canadas
cities, as well as from similar organizations in the United States,
CANADIAN J81 R A I L
the future of the trolleybus as an urban transportation mode seems
assured. Toronto thinks so. So does Hamilton! Winnipeg ought to.
Calgary and Edmonton are still undecided. But the real winner in
this contest will be the first trolleybus builder ltlho hits the mar
ket with a new, simple, modular control and propulsion system.
CANADIAN NATIONAL RAILWAYS AND THE CITY OF MONTREAL
let the people know on 13 October 1972 that some of the land
adjacent to the historic first railway entrance into the City
of Montreal -via the Montreal and Lachine Rail Road -would change
hands soon for between $ 9 and $ 10 million. A few days before this
announcement, CNs President N.J.Macmillan noted during an interview
that the Company had a considerable amount of property in the cities
of Quebec and Winnipeg, which presently supports only tracks and the
occasional boxcar and which represents an extremely desirable area
for development purposes. The same -by extension -was probably
true for Montreal, Toronto and Vancouver.
Proceeding in line with the Presidents statement, CN set
about consummating the sale to Montreal, under discussion since 1968
of about 20 acres of land between Guy and Atwater Streets in the
Little Burgundy district. Mr. Yvon Lamarre, a spokesman for and
member of the Citys Executive Committee, said that the land was to
be used for construction of between 1,600 and 2,000 new dwelling
CANADIAN R A I L
Railway historians will recognize this general 2rea as ad
joining on the original right-of-way of the Montreal and Lachine Ra
il Road, opened in November 1847, the first raihTay to enter Mon
treal. After the completion of the Grand Trunk Railway from Montreal
to Toronto in 1856, the downtown terminus of the Montreal & Lachine
at St-Bonsecours Street on Chaboillez Square became a very desirable
piece of property to the Grand Trunk, since its station was in dis
In due time, the Grand Trunk leased the Montreal and Cham
plain Railroad Company (30 June 1864) and finally purchased it on
14 June 1872, getting in the process the Montreal & Lachine and an
entry into downtown Montreal. The Grand Trunks first action in 1864
was to lay a third rail from St-Henri Station to Bonaventure Station
to accommodate its 5-foot 6-inch-gauge cars over the 4-foot 8!-inch
gauge line of the Montreal & Lachine. The second action of the GTR
was to acquire the real estate adjoining on both sides of its new
line. This it did and this CN has today. Part of this, Montreal will
CN will retain title to that parcel of land on which the pr~
sent Bonaventure Express Terminal, fruit and piggyback tracks are
located, from Peel to Guy Streets.
Mr. Lamarre noted that the sale agreement had yet to be ra
tified by Quebecs Ministry of Municipal Affairs. A CN spokesman
said that removal of the tracks from the property contemplated in
the purchase agreement could begin by January 1973 if the sale was
approved rapidly by Quebec and that CN had plans to deve10p the
Bonaventure express, fruit and piggyback terminal as a mini-Place
Ville-Marie complex, just down Peel Street from the projected
Place St-Georges development of Marathon Realties, on the present
site of CP RAILs Windsor Station. S.S.Worthen.
EIDIN J LA REGION DE QUEBEC A AUSSI SA LOCOMOTIVE A VAPEUR!
Lundi matin, le 31 juillet dernier, les automQbilistes de Que··
bec maugreaient a bon droit contre la lenteur de la circula
tion. La raison de cet embouteil1age etait la presence incongrue d
une locomotive a vapeur de 165,000 livres qui, bien sar, ne pouvait
se mouvoir de ses propres moyens. Il saggisait de la locomotive
0-6-0, numero 38 de la Gulf Pulp & Paper Company de Clarke City,
Quebec. Ce mastodonte dacier termina son periple par Ie boulevard
Masson, jusque dans Ie boulevard lOrmiere.
De fait, cest sur Ie terrain de M. Yvon Bordeleau, encanteur,
que cette vieille locomotive toute roui11ee, datant de 1930, tr6ne
depuls cette fin de semaine la. MonSieur Bordeleau qui vient de se
porter acqu6reur du ranch appartenant l Monsieur Martin ONeill, a
decide de faire cette locomotive sa reclame otficielle.
est a Clarke City que M. Bordeleau a deniche cette machine qu
!l acheta il y a deja trois ans. Profit ant de son demenagement
sur le boulevard de lOrmlere, M. Bordeleau a fait venir la loco
motive a Quebec. Chargee dur une remorque de Clarke City a. Sept
Ies, elle rut acheminee dans la semaine du 23 juillet de Sept-lIes
~ Quebec, par bateau, et demenagee jusque dans Ie quartier Neuf
hatel sur une autre remorque geante.
M. Bordeleau qui a egalement achete plusieurs milliers de
pieds de rail, caresse Ie projet de remettre en etat cette locomotive
assez extraordinalre, afin de pouvoir la faire circuler autour de sa
nouvelle propr16te. Sur
la plaque de construction apposee sur Ie cylindre gauche
on peut y lire Ie numero de serie 2187 -Davenport Locomotive Works,
A ma connaissance. ce seralt la premiere fois quun canadien de la
langue fran~aise sinteressc a la preservation dune loco~o
tive a vapeur au point dinvestir plusieurs milliers de dollars a
cette finl Esperons que dautres imiteront son louable geste!
Communique de M. Roger Boisvert, Quebec.
AT LAST! THE QUEBEC AREA, TOO, HAS A STEAM LOCOMOTIVEl
On Monday morning, 31 July 1972, the traffic in one part of
the City of Quebec was severely impeded by a 16S.ooo-pound
steam locomotive, moving down Masson Boulevard to the Boulevard de
re. This was an 0-6-0, formerly Number 38 of the Gulf Pulp &
Paper Company at Clarke City, Quebec.
Mr. Yvon Bordeleau of Quebec recently purchased a ranch
Mr. Martin ONeill and thereafter decided to bring the steamer
larke City, where she had been Since Mr. Bordeleau purchased
three years ago. from
On the builders plate, affixed to the lett-hand cylinder, you c
an read the builders number 2187 and the name wDavenport Locomotive
lorKs, Davenport. Iowa • As
fa:! as the riter knows, this is the firzt time a Canadian
of the French language has interested himself in the preservation of a
steam locomotive. Lets hope othern will follow his good example! R
eport from Mr. Roger Boisvert, Quebec.
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EDITOR e e vvort.nen PRODUCTION
VISIT VIBITICZ L E
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DIREOTOR. BlCRVIOES J.A. :e.IC.A TTY
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