~c .~ ……… c, E=~T •
E= C::A-~~ …… :IC J
hen, on November 7, 1885, Donald
Smith of the Canadian Pacific Ra
ilway Company braced his feet and
manfully whanged away at both of
the last spikes of Canadas lon-
gest railway, the glad tidings
were flashed over the telegraph
wires from Craigellachie, in Eagle
Pass, in the heart of British Col
umbia, Canada, to the four corners
of the world and other outposts of
the British Empire. It was a great
The long, arduous and financially perilous task was finished.
William Cornelius Van Horne, quite overcome by the occasion, was
able to utter only All I can say is that the work has been well
done in every way. Shortly thereafter, sombody is said to have
shouted All aboard for the Pacific and in the minds eye of every
Company stockholder, the first, the epoch-making train, glided
gracefully down the gentle western slopes of the Rocky Mountains ,
triumphantly to the blue-green waters of Burrard Inlet and the
Paci fic Ocean.
Now in truth there was a continuous line of rails from Montreal
to Port Moody, but they were essentially western rails, fulfilling
in fact the undertaking which Canadas fledgling Dominion government
had given to the Province of British Columbia in 1871, as a condi-
tion of that Provinces agreement to confederate with Canada. The
mognificence of the Grand Finale at Craigellachie rather over-
shadowed another, equally important ceremony which had already ta
ken place the previous May (1885) at a point near Blackbird River,
west of Jackfish, Ontario, on the austere and forbidding northern
shore of Lake Superior. Here it was that Colonel Oswald of the
Montreal Light Infantry had driven the last spike in the. railway
connecting Montreal and the industrial east with Winnipeg and the
AFTER A MEET AT LENNOXVILLE, QUEBEC, CANADIAN PACIFIC RAILWAY EXTRA
5410 east rumbles over the bridge across the Massawippi River to
tackle the grade up to the summit at Birchton, on January 24, 1954.
The moment was captured on film by Jim Shaughnessy.
ON ONE OF THE VERY RARE OCCASIONS WHEN CANADIAN PACIFIC ENGINE NUM
ber 3101 was rostered for Train 39 from Megantic to Montreal on the
Short Line, Jim Shaughnessy was at the crossing of Route 1 just
west of Magog, Quebec, to record her passing. The date was 10 Aug
R A I L
great west. But the romance and repute of Jackfish and Blackbird
could never compare with the nostalgic battlecry of Stand fast,
With a continuous line of railway between Montreal and Port
Moodie, albeit sometimes soggy and slightly swaybacked, the grandeur
of the Canadian Pacific Railway was unparallelled. No other country
in the world boasted a one-company railway of this dimension, Hunt
ington and Crocker of the Central Pacific notwithstanding~ If Can
adian Pacific shares began to appreciate at an unnatural rate, it
was not to be wondered at.
Not content with an eastern terminus at Montreal, Canadas fas
test growing city and potential ocean-port, officials of the CPR
were already holding meetings with their Intercolonial Railway
counterparts. The Intercolonial, after a multitude of trials and
tribulations mostly caused by meddling governments, had fought its
way up the Matapedia Valley from New Brunswick to the shores of the
St. Lawrence River in 1876. The ICR was quite as interested as the
CPR in arranging a profitable exchange of traffic, if not actual
running rights, to and from Montreal. But the great and garrulous
Grand Trunk Railway Company of Canada which had, up to this time,
enjoyed a monopoly of the Intercolonial traffic exchange, was not
about to allow the western arriviste Canadian Pacific Railway
to invade its private eastern preserve. After all, the GTR was a power
to be reckoned with, east and west of Montreal, having leas
ed in 1853 the St. Lawrence & Atlantic/Atlantic & St. Lawrence Ra
ilroad, Canadas first international railway, from Longueuil op
posite Montreal to the Atlantic seacoast at Portland, Maine.
Thereafter, the GTR g~thered to its capacious bosom the Que
bec & Richmond Railway, frum the GTRs main line at Richmond to
Levis, Quebec, opposite the famous city, and a subsequent connec
tion with the Intercolonial further east along the St. Lawrence at
Riviere du Loup.
From Montreal in a southerly direction, the GTR s shorter
lines to points on the International Boundary in the vicinity of
Lake Champlain assured the Big Valise of an iron-clad monopoly of
the traffic coming and going to the seaside cities of Boston and
New York by the ancient Champlain Valley route. The GTRs tenure of
office dated from July, 1.864.
In the beginning was the word. And the word from Canadian Pa-
cifics head office was Lease when you cani buy when you cant
leasei build when you must. East and west of Winnipeg, they built.
East and west of Ottawa, they leased. East and west of Montreal, an
easy espousal of the Quebec, Montreal, Ottawa and Occidental Rail
way was arranged. Southeast of Montreal -for 80me peculiar reason
now lost in the obscurity of time -they bought. And what they got
was a real prize-package~
Early in 1836 and before Canadas first public railway, the
Champlain & St. Lawrence Rail Road, had worked up a head of steam,
Montreals newspaper, the GAZETTE, reported that the citizens of
the southeastern part of Canada East were palpitating to build a
railway from the C&StL s projected terminus at St. Johns on the
Richelieu River, through the village of West Farnham (later Farnham),
Granby, Waterloo and Magog, to the Province line, near Stanstead ,
where a connection would be made with a railroad building north
through the New England states towards Montreal.
NUMBER 23 OF LA COMPAGNIE DU CHEMIN DE FER QUEBEC, MONTREAL, OTTAWA
and Occidental, a 4-4-0 named Lotbiniere, built by the Portland
Works, Portland, Maine in 1875. CRHA Archives.
Incorporation of this railway through the Eastern Townships was
delayed for a brief interval of 30 years, after which 0 company cal
led the South Eostern Counties Junction Railway Company wos charter
ed (1866) to build from a point on the Stanstead, Shefford & Chambly
Railroad -next described -to a point on the Province Line ( Inter
national Boundary) in the Township of Potton.
Roughly, this meant that a railway was proposed from Woterloo,
Canada East to near North Troy, State of Velmont, U.S.A. In 1869,
the Dominion of Conada government granted permission for the new
Company to construct a railway of wood or of iron, but this stim
ulated the affair not one whit~
What did stimulate the affair was the advent of Aso Belknap
Foster, lately of Waterloo, Canada Eost. Born a Vermonter and a
real Yankee, the Colonel -as he was loter styled -came bock to
the Eastern Townships in the 1850s, fresh from a meteoric career in
railroad building with his uncle in various parts of the neighbour
ing States of Moine, New Hampshire and Vermont. The Colonel certain
ly had the necessary know-how.
Speedily, with boyhood friend and fellow-townsman Lucius Seth
Huntingdon, he demolished the local inertio by resurrecting the
comatose charter of an undertaking called the Stanstead, Shefford
and Chambly Railroad, originally organized in 1853, planning con
struction of the proposed line in reverse, eastward from the gar
rison town of Chambly on the Richelieu River through the counties
of Shefford and Brome to the province-line town of Stanstead. It
did not take a deal of finagling to switch the western terminus to
St. J~hns and the gently-smiling jaws of the Ve~mont Central and
the Grand Trunk Railway. The Colonel and his cohort were now very
firmly ensconced in the cat-bird seat~
Living up to his reputation as a man who got things done, the
Colonel whanged the SS&C through from St. Johns to West Farnham in
1859, to Granby in 1860 and to Waterloo -plus three more miles to
Frost Village on the Stukely Township line -in 1861. Right there,
everybody sot down. The money had run out. Even the Tcwnship of
CANADIAN PACIFIC RAILWAY 4-4-0 NUMBER 69, AT LENNOXVILLE, QUEBEC, IN
the autumn of 1888. Built by th~ Canadian Locomotive Company, Kings
ton, Ontario in 1872, she was renumbered 26 in 1905 and scrapped
in 1913. Standing beside t~e front cylinder is Mr. Jake Mercier,
grandfather of Mr. J.L. Mercier, who provided this photograph.
Stukelys contribution to the SS&C treasury, which had been paid
for those three extra miles beyond Waterloo, was spent. But the
Colonel was not a man to let an investment moulder. With Lucius
Seths able assistance, he persuaded the Vermont Central Railroad
to lease his SS&C, in order to protect itself against the spectre
of competition from a southeasterly direction.
Eight years later, the Colonel, with twinkling eye and far
from out of breath, turned his attention to the exercise of the
charter of the South Eastern Counties Junction Railway Company, by some
peculiar circumstance, his property. The dirt began to fly
around West Farnham in the spring of 1870, as the railway began to
be built from a point on the SS&C to the Province Line in the Town
ship of Patton, just like the charter said, with Lucius Seth Hun
tingdon aiding and abetting the project.
Viewing all this hoorah with great enthusiasm was Mr. Emmons
Raymong, President of the Connecticut and Passumpsic Rivers Rail-
road, a small but integral link in a chain of railroads from Boston
north towards Montreal. The avowed intention of the owners of this
group was to break the iron-clad monopoly on traffic exercised
at the time by the Vermont Central. Since Mr. Emmons Raymonds line
had been waiting in the woods at the south end of Lake Memphramagog
since 1863, with only a partial respite offered by the completion
of the Massawippi Valley Railway in July 1870 to an interchange with
the broad-gauge Grand Trunk at Sherbrooke, Quebec, he was not at all
unwilling to supply the SECJRy s driving genius with assistance,even
7 R A I L
in the form of money. This assistance would, Emmons hoped, extricate
both himself and his railway from the woods and would get the whole
show on the road to Montreal. It did, but Emmons lived to regret the
As a direct -or possibly indirect -result of Emmons Raymonds
munificence, the first part of the SECJs line from West Farnham to
Richford, Vermont, was completed two years later and service began
on June 10, 1872. Trains to Montreal thereafter rode the rails of
the SECJRy from Richford to Abercorn, Sutton, Nelsonville (Cowans
ville), and West Farnham, whence they took to the Stanstead, Shef
ford & Chambly to St. Johns on the Richelieu River, travelling on
ward to St. Lambert and Montreal via the Grand Trunk Railway and
the Victoria Bridge.
Soon after the completion of the line south to Richford, Col
onel Foster and Emmons Walker secured a charter for the Missisquoi
and Clyde Rivers Railroad in the State of Vermont and pushed the
track onward eastward up the Missisquoi River valley, criss-crossing
the International Boundary, to the horseshoe curve at Newport Centre
and an end-on junction with the Connecticut and Passumpsic Rivers
Railroad at Newport, Vermont, ~n the woods at the south end of Lake
Memphramagog, some ten miles south of The Line. Through service
to Newport was inaugurated on July 1, 1873, much to the everlasting
chagrin of the Vermont Central. Their monopoly on traffic to and
from Boston, New York and Montreal was now thoroughly fractured.
That same year, Colonel Fosters railway enjoyed further growth
through the purchase of the Richelieu, Drummond & Arthabasca Coun-
MONTREAL & ATLANTIC RAILWAY NUMBER 26, 4-4-0 CLASS A-10, PICTURED AT
Saint John, N.B. in August 1906. Build by . le Rhode Island Locomotive
Company in 1881 (BIN 1078), she was first South Eastern Railway Num
ber 26 John Dodsworth and then SER Number 23 Longueuil.
Photo courtesy C. Warren Anderson.
lA SAllE 94
ST. JOHNS 117
-WEST SHEFFORD 428 :::0
-MilEAGE 76.1 950
-EASTMAN TRESTLES 875
-ORFORD lAKE 938
m -lENNOXVlllE 495
-BIRCHTON 974 l>
-SPRING Hill 1690
1..-_____________ …. -BOU N DARY 1849
R A I L
ties Railway Campany. This rather rural undertaking, originally a
wooden-railed railway, was intended to link the county towns descri
bed in the corporate title with the St. Lawrence River at Sorel,
with an optimistic but redundant branch to a nearby village called
LAvenir. At the time, the RD&A had no physical connection with the
South Eastern. To keep the record straight, it should be noted that
the year before (1872), the SECJRy had changed its corporate title
and the adolescent line was now styled the South Eastern Railway
Company. After Colonel Asa Belknap Foster had got things going as
well as could be expected, two New England lines, the Boston, Con
cord & Montreal and the aforementioned Connecticut & Passumpsic Ri
vers Railroad were persuaded to take a joint lease on the South East
ern. The Colonel was delighted~
By 1876, the South Easterns unavoidable obligation to deliver
and to receive all of its traffic from the Stanstead, Shefford and
Chambly Railroad at (West) Farnham was proving to be very irksome.
The eminence gris Vermont Central, lessor of the latter, made sure
that this was almost a one-way proposition: all to and no from.
In order to escape from this frustration, the South Eastern bought
the charter of the Montreal,. Chambly and Sorel Railway Company of
1871, thus legalizing the construction of an extension from Farnham
to St. Lambert on the south shore of the St. Lawrence River, oppos
ite Montreal. The new railway ran to the north of the SS&C, through
the villaqes of Ste-Angele de Monnoir, Marieville and Chambly, the
latter the authorized terminus of the SS&C Now, in 1882, the South
Eastern had a main line from St. Lambert to Newport, Vermont, with
connections to Boston and New York. It could offer an alternate
route to that of the Vermont Central, long anathema to the Boston
The South Eastern also had incidental branch lines to Sorel,
Drummondville, Stanbridge and St-Guillaume. A connection between
the main line at Sutton Junction (Enlaugra), through Waterloo res
cued the isolated Richelieu, Drummond and Arthabasca Counties in
1878. Although the reason for these branch lines seems obscure, it
should be remembered that in the 80s and early 90s, hundreds of
tons of hoy were transported annually south to the coastal cities
in the eastern United States, to power the horse-power that haul
ed the horse-cars along city streets, in the days before the advent
of the electric streetcar~
I n the first years of the E legant Eighties, the South Eastern
was still frustrated from an entry into Montreal proper, mostly by
the arbitrary and uncooperative attitude of the Grand Trunk Railway
of Canada, owners and operators of the Victoria Tubular Bridge, the
only rail way across the St. Lawrence. From time to time, the GTR
granted trackage rights to the South Eastern across the bridge, but
invariably, after a time, the Grand Trunk balked at renewal of the
rights. Seeking an alternative and more permanent arrangement, the
SER made an agreement with the Quebec, Montreal, Ottawa and Occiden
tal Railway on the opposite shore for the operation of a car-ferry
in summer and the famous ice railway in winter, from the SER s ter
minus at Longueuil to the QMO&O s terminus at Hochelaga. This ex
perimental connection was carried on with success during the period
1880-1883. Although the SER was able to force the GTR to knuckle un
der, and after June 27, 1881, SER passenger trains did indeed ar
rive and depart from the Grand Trunks Bonaventure Station in Mon
treal, the arrangement was unstable and prone to disruption.
R A I L
It was in the summer of 83 that the Canadian Pacific Railway
Company began to take a more than casual interest in the South
Eastern. Specifically, the CPR purchased 67t% of the SERs bonds.
Shortly thereafter, and not at all as a result of this purchase,the
South Eastern, faced with steadily declining revenues and an empty
treasury, declared itself bankrupt and went into receivership. Its
operation was assumed by the bondholders, i.e., the Canadian Pacific
Railway Company and others. Nonetheless, SER operation over the GTR,
across the Victoria Tubular Bridge to Bonaventure Station, was re
sumed the same year and continued until 1887. By that time, other
events had occurred.
With the purchase of two-thirds of the bonds of the South East
ern, the Canadian Pacific now had a starting point for its eastward
expansion. The Company prepared to enter the competition for traffic
from the New England States. The first thing to be done was to build
a new bridge over the St. Lawrence River.
The site and designs for the new bridge had been selected by
1886 and in the early months of the next year, the single-tracked
flying cantilever span between Lachine (Highlands) and Caughnawaga
was completed. The CPR was now very definitely on the south shore
of the river, much to the consternation of the Grand Trunk and the
To facilitate operation of the various parts of the South East-
ern, the CPR incorporated a new company in 1891, the Montreal and
Atlantic Railway Company. A little pruning of unproductive branch
lines followed. When, during the winter of 91, the bridge over the
Yamaska River on the ex-SER branch from St-Guillaume to Sorel was
carried away by the ice, that portion was thereafter abandoned. Two
years later, the branch from Drummondville ,0 LAvenir and the for
mer main line of the Richelieu, Drummond and Arthabasca from Drum
mondville to St-Guillaume were also abandoned.
Although the Canadian Pacific was across the St. Lawrence and
had arranged a connection with the New England railroads, it did
not have its own line to the Atlantic seaboard. This situation, not
entirely desirable to the CPR, was a very logical development. For
fifty years after 1836, the pioneer railways of this region and
later the Grand Trunk, their successor, had ruled the roost between
the Lake Champlain-Richelieu River water-transport system and the
St. Lawrence and Montreal. The charter rights of these pioneer rail-
ways were so ancient and unassailable that it would have taken a
major legal battle to abrogate them. But between the lawyers and the
politicians, a strategm was found to subvert the Grand Trunks in
There was a piece of legislation on the statute books which en
abled the breaching of the iron-clad GTR-VCR combination. This was
the charter of the Atlantic and North-West Railway Company, Dominion
42 Victoria, Cap. 65, which in 1879 conferred legality on the con
struction of a railway from some port on the Atlantic Ocean or the
Bay of Fundy, in Canada, to a port on the eastern side of Lake Su
perior, via Lake Megantic, Sherbrooke, Montreal, Ottawa and French
River. This Company was also granted the power to build or ac
quire lines across the State of Maine, insofar as is compatible with
the laws of the United States of America, to build a bridge across
the St. Lawrence River, etc., etc. The scope of this charter boggled
And who had obtained this fabulous charter in 1879 from the
CANADIAN PACIFIC RAILWAY ENGINE NUMBER 360, BUILT BY THE CPR AT DE
lor i m i e r S hop s, M 0 n t rea I , in 1 886. She was r en u m b ere d 205 and I a
ter became number 17. The engineer, Jack Kingade and conductor Jack
Gillen were well-known for their fast runs between Megantic and
Sherbrooke. Photo courtesy C. Warren Anderson.
~ THE COLLAPSED TRESTLE OF THE CANADIAN PACIFIC RAILWAY OVER THE NORTH
branch of the Missisquoi River at Eastman, Quebec, at the outlet of
Crystal Lake. It is said that the freight train was double-headed and
that only one of the engines was recovered. The date of the collapse
is thought to be the spring of 1888. Photo :ourtesy the late Mrs. Place.
newly restored government of Sir John A. Macdonald? None other than
Mr. George Stephen of the Canadian Pacific Railway Company and Mr. Duncan
McIntyre of the Canada Central Railway Company, bosom buddies.
With the legality of the new railway assured, the CPR began con-
struction at once, heading east from the Lachine Bridge for St. Johns
on the Richelieu River. The construction of the railway across the
flat lands to St. Johns and onward to (West) Farnham did not wait
on the c:ompletion of the bridge, for the railway entered St. Johns
in 1887, the same year that the Lachine Bridge was completed.
East of Farnham, the CPR ,used, the ex-South Eastern main line
for 6.3 miles to Brigham Junction, later Brookport. Here, the CPRs
new line turned east up the middle branch of the Yamaska River,cros
sing the height of land to the village of Foster, named, of course,
for th~imperish~ble C610nel of South Eastern and SS&C fame. At
Foster, a junction was made with the Enlaugra~Waterloo-Drummondville
line of the old SECJRy.
East of Foster, there was but one way over the mountains and
arourid the southern end,ofLake Memphramagog. Between Orford and
Chagnon Mountains w~s Orford Pass. It was already occupied by 0
primitive little undertaking called the Waterloo and Magog Railway.
This was an unprofitable extension of the Stanstead, Shefford and
Chambly Railroad, constructed on the proverbial shoe-string and
then leased to the Vermont Central, who would lease anything that
threatened their traffic. The W&M was a sort of last ditch stand
by the VC-SS&C, intended to block off the Sauth Eastern from fur
ther eastward expansion. When the South Eastern reached Newport,
the reason for the W&M almost ceased to exist.
CANADIAN R A I L
However, should the Waterloo & Magog be extended to Sherbraake,
quite a different situatian would be created. There were railways at
Sherbraake like the Quebec Central and the St. Francis & Megantic
Internatianal, the latter destined to appear in the third act of the
CPRs li ttle drama.
In a valiant attempt not to loose the war, the Vermont Central
interests incorporated the Waterloo & Magog Railway Company on De
cember 23, 1871. Included in the arrangement was an interest in the
Huntingdon Mining Railway, organized by Colonel Fosters longtime
friend, the Honorable Lucius Seth Huntingdon, which ran from the
terminus of the SS&CRR at Frost Village, three miles from Waterloo,
first on wooden and later on iron rails to the tiny mining commun
ity of Dillonton, deep in the valley of the north branch of the
Missisquoi River. The directors of the Vermont Central grabbed off
this mining railroad from Lucius Seth Huntingdon on July 26, 1871,
and transferred it to the threadbare pocket of the Waterloo and
Magog on October 30, 1874.
It is not surprising to learn that the owner of the copper
mines at Dillonton was the Honorable Lucius Seth. Had he been at
liberty at the time the W&M was projected, it is reasonable to sup
pose that the Colonel and Lucius Seth would have built the W&M them
selves and leased it back to the Vermont Central.
By dint of much wangling, a start had been made on the W&M s
constructi~n in 1875 and an operable line from Frost Village, over
.the height of land to Dillonton, was completed in 1877. Out of the
river valley, there was a hard climb east to Orford Lake in the pass
of the same name. The bogs and bays around the lake in the pass were
crossed on several miles of trestle. East of the pass, the railway
followed Dutch Brook to Lake Memphramagog and crossed the Cherry
River bog on another long wooden trestle.
Crossing the Cherry River bog was particularly difficult. The
railway was obliged to build a long pile-trestle, which was comple
ted in 1878. Four long, hard years later, after crossing another al
most bottomless bog at the head of Little Lake Magog, the track had
been laid high along the south side of the Magog River and by De
cember 1884, the primitive little railway had tobogganed off the
undulating slopes of the Capel ton Hills to a terminus at the corner
of Frontenac and Belvedere Streets in the upper part of the town of
As far as the Waterloo & Magog was concerned, the pinnacle of
success was achieved early in 1885, when the Quebec Central Railway
completed its high bridge across the St. Francis River from Newing
ton and, ignoring the puissant Grand Trunk below, ran upward through
a gulley to upper-town Sherbrooke and a junction with the Waterloo
and Magog. At last the W&M could interchange traffic with another
Then the CPR appeared on the scene. There was room in Orford
Pass for but one railway and, ~n an anticipatory move, the CPR be
gan negotiations with the W&M ln 1887. On June 10 of that year, the
W&M was sold to the Atlantic and North-West, creation of the CPR.
CANADIAN PACIFIC RAILWAY ENGINE NUMBER 565, A 4-6-0 built by
Rhode Island Locomotive Company in 1891. She is pictured with
308 – a centre-door type -at Lennoxville, Quebec, about 1890.
Photo by L.J.Chan.dler, Lennoxville, Que., from CRHA Archives.
THE STATION OF THE WATERLOO & MAGOG RAILWAY IN SHERBROOKE, QUE~EC,AT
the corner of Frontenac and Belvedere Streets. This is the street
side of the station after it was converted by the CPR into the main
freight office. Photo ca. 1938. Photo courtesy S.S.Worthen.
As the W&M had been built on the proverbial shoe-string, most of
its line was not used by the CPR. For example, a high trestle was
built over the Missisquoi River valley at Eastman. A new line was
built around the north side of Orford Lake. Cherry River bog was
crossed on a trestle about half-a-mile south of the W&M s rickety
structure. East of Magog, the new line was located on the north
side of the Magog River. In Sherbrooke, a new yard was built.
It should be noted in passing that, during the constrwction of
the line from Foster to Sherbrooke, work was in progress in many
places simultaneously. The W&Ms line, albeit second-class, was
used to transport materials and equipment to the various sites, to
hasten completion of the 57 miles from Brigham Junction to Sher
The Waterloo, Quebec Advertiser -Friday, June 19, 1885
The Waterloo & Magog Railway is to be positively opened
for traffic to Sherbrooke on Monday, the 29th. of June.
The mail train, morning and evening, will be run on the
present time table, leaving Sherbrooke at about 6 in the
morning and arriving back at night at about 10 oclock.
The fast express with drawing room car will leave Mon
treal at half past 8 in the morning and will arrive at
Sherbrooke at half past 12. A mixed train will be run
each way daily between Sherbrooke and St. Johns. Super-
intendent I.B.Futvoye, who has been indefatigable in
his efforts to have the W&M opened through to Sherbrooke,
is in Magog this week completing arrangements. Mr. Fut
voye has purchased from Mrs. Fogg, for the Central Ver
mont, the steamer Mountain Maid, which has been com
pletely refitted and which will be run on the Lake in
conjunction with their trains.
The map and profile of CP RAILs Montreal-Megantic, Quebec,
line were kindly provided by Professor J.D. Booth, Geography
partment, Bishops University, Lennoxville, Quebec.
Part II of Montreal to Megantic
will appear in a forthcoming issue
of CANADIAN RAIL. main
–_.,-, .. .-.~. -_. –.. –
ne of the series Railway Histories
I of the World, RAILROADS OF CANADA
is a badly-needed addition to the
list of boaks which chronicle the
development of Canadas railways. Bad-
ly needed because it is at once an ac
curate survey of its subject, an en
tertaining story and concise enough to
let the whole, vast subject be grasped
and important events interrelated.
As a railway enthusiast, this reviewer found the book partic
ularly satisfying on three counts. First, the author has lived du
ring several significant periods of Canadian railway develapment and
can therefore write from first-hand knowledge of services and ter
ritaries experienced ever since I made my first train journey in
this country, from Halifax to Montreal, now more than farty years
Second, the author displays a degree of campetence seldom met
with in general railway histories, whenever he comments on motive
power, car equipment or fixed plant developments.
Third, the various embellishments to the text, excluding the
dust-jacket, are well done. The selection of 34 illustrations in-
cludes several fascinating photographs made by the author in the
1930s. The maps are superb -although Canadian National Railways
R A I L
has mysteriously been awarded ownership of two private railways in
Newfoundland -and the tables and reading lists are valuable in them
It is significant that the book is structured to reflect the
conflicts of the era in which the various events occurred. The
first two-thirds of the volume is composed of chapters dealing with
the individual railways, one by one, describing the bitter rivalry
among them for both government support and commercial traffic. Then
suddenly, in his account of the 1930s, the author begins to treat
the railways of Canada as a complex but single unit, no longer so
independent and distinct, one from the other. This, of course, is
a clear reflection of the shift that has taken place, from inter
railway competition to joint competit~on with other transportation
modes and to joint contention with trade-unions and regulatory bo
The copy of RAILROADS OF CANADA which is reviewed was produced
for distribution in the United Kingdom, but when the book is dis-
tributed in Canada, only the title, RAILWAYS OF CANADA, and the
dust-jacket will be changed. It is a little unfortunate that :the
text will not be translated for the North American market. It is
obviously written to match the knowledge and experience of the Uni
ted Kingdom reader. The author frequently emphasizes points of con
trast between Canadian and U.K. railway criteria and performance.
For example, in describing a railway journey from Montreal to
Smiths Fal:s, Ontario, in the day~ before the operation of Montreal
Toronto trains was pooledby Canadian National:Canadian Pacific,
Mr. Legget describes the train in these terms:
Loads were nlturally kept light but
there were eight coaches on this
particular day, well loaded, giving
a total weight of at least 600 tons
(so heavy is standard Canadian pas-
senger stock). ,
reader, perforce a resident of the United Kingdom, must
draw the comparison from his knowledge of the weight of eight pas
senger cars on British Railways.
Much U.K. railway terminology creeps in. We find terms such as
footplate, top-link driver, passing loops. There is one enigmatic
reference to an English geographical feature called Chat Moss ,
which only the U.K.reader or ardent railway historian can decipher.
However, the author comes by these references honestly and it is
understood that he may have thus tailored his text to suit the
If the author is to be faulted anywhere, it is in permitting
his bias ~s an enthusiast of the grand old days of railroading to
show too often. One must vigorously dispute his contention that
••• no figures appear to have been published to substantiate the
claim ••• that significant economies have resulted from the conver
sion from steam to diesel traction. In fact, Headquarters Library
of Canadian National Railways, which is open to any bona-fide re
searcher, contains several studies and reports on just these econ
At the same time, one could suggest that if his several com
plimentary mentions of the Canadian Railroad Historical Association,
CANADIAN RAIL and the Canadian Railway Museum are evidence of any
kind of bias, no matter. He s right~
resuming that CANADIAN RAIL is running on
time, every year about the middle of Jan
uary, we are all faced with the necessity
of filing the previous years issues of
our magazine in some kind of order. Having
them bound by a commercial bindery is, of
course, an excellent way of keeping last
years copies together. But, unfortunately,
it is sometimes an expensive proposition.
I am glad to tell you that you can do it yourself. And here
are the directions:
But first things first~ You will need a few other items besides
the copies of CANADIAN RAIL to be put together. These will include a
sharp knife, some light-weight cardboard with a beige or brown ex
terior surface< a pin-size drill, a pair of scissors, some plastic
(SCOTCH*-brand) tape about 1t inchies wide and -patience~. Person
ally, I use green cardboard and yellow (not clear) plastic tape. I
like the green-and-yellow colour combination:
Now we can begin. This is Step 1: see Sketch 1:
Take a piece of the light-weight cardboard, as described,
and cut it to double the width of CANA, IAN RAIL, lying flat;
that is to say, about 12 inches long (2 x 6 inches) plus
3 inches for the width of the spine, by 9 inches wide. This
piece will make the front cover, the spine and the back
cover of the bound volume, in finished form.
<0---.9 .. I-
I w. DrJ!
L-__________ i~~A~~ ______ ~
Step 2: See Sketch 1:
Starting with the December issue of the year to be bound,
remove the staples carefully, one at a time. By leaving
one staple in place, the holes made by the other staple
which you just removed will stay in line. It is impor
tant that they do stay in line.
Step 3: See Sketch 1:
Then lay the partially de-stapled issue on one side of
the cardboard and drill two pin-sized holes through the
20 R A I L
cardboard with the pin-sized drill, through the staple
holes left by removing the staple in Step 2. I use a
small EXACTO* drill for making the holes.
Step 4: See Sketch 1:
Hold the back of the issue of CANADIAN RAIL square with
the cardboard. Now, reinsert the staple which you re
moved in Step 2 (and hopefully saved) through the two
tiny holes in the cardboard backing, in the opposite
direction to which it was inserted in the original
magazine; that is, with the points outward.
Step 5: See Sketch 2:
Bend the ends of the staple over flush with the cardboard.
Carefully repeat Steps 2 through 5 for the second staple
on the fold of this issue of the magazine.
This is probably a good place to pause for a break. You may
wish to consider the result of following the directions, or you
may wish to raid the icebox. When you have recovered your courage,
we will continue.
Step 6: See Sketch 3:
Repeat Steps 2 through 5 above with the November, October,
September, August and July issues, and so on, back to the
January issue. Be sure that each copy of CANADIAN RAIL is
carefully positioned and is snug to its neighbour and to
the cardboard backing.
R A I L
Step 7: See Sketch 4:
After the 12 issues have been firmly fixed to the cardboard
spine of the volume by the staples, fold over the cardboard
flat along the top of the pile of accumulated issues. With
a sharp knife, trim the cardboard flush with the top and
Step 8: See Sketch 5:
Cut a second piece of cardboard to the same dimensions as
given in Step 1 above (about 15 inches long by 9 inches
wide) and bend it so that it fits around the outside of
the volume. As this is the outside of the bound volume,it
is necessary to pay particular attention to the surface
of the cardboard used in this operation.
Trim with a sharp knife to the exact size of the first
(Are you still with me? I hope so.)
CJ II/Tlt TAP.t·~
Step 9: See Sketch 5:
Cut pieces of coloured plastic tape or masking tape to the
length of the edges (about 14 inches and 9 inches) of the
volume. Apply the tape to the edges of the outer cardboard
cover, so that half of the width is on the outer cardboard,
leaving half of it to be applied to the inner cardboard.
Step 10: See Sketch 6:
Fit the second or outer piece of cardboard to the bound
volume and fold over the tape along the edges, so that
the second or outer cardboard cover is exactly fitted
and held tight to the inner cardboard binder.
~ ,,, ~
R A I L
You should now have a bound volume of CANADIAN RAIL. If
a little unsatisfactory, do not be discouraged. You cannot
to have a perfect job on the first try. But I can guarantee
the third volume will be a very sotisfactory product.
The cardboard spine of the inside binder can be doubled to give
the volume greater strength. The individual issues of the magazine
can, alternatively, be sewn to the double or single-thickness spine
with a needle and thread, if you do not want to be bothered saving
and using the original staples.
Instead of using coloured adhesive plastic tape around the
edges of the second cardboard cover to hold it to the first, you can
use glue to bond the two cardboard covers together firmly. However,
the glue s:,ould be water-resistant and should not cause curling of
the edges of the covers when it dries.
Probably almost everyone knows that CANADIAN RAIL is not num-
bered by Volume and -Number. You can best identify the is–
sues of CANADIAN RAIL in a bound book by the year or by the first
and last issue numbers.
Decorations can be applied to the front or back cover, or the
spine, by cutting out the symbol and the title from a CANADIAN RAIL
mailing envelope and applying it or them to the cover and/or spine
of the volume. You may also wish to use other railway symbols or
sketches, including trolley-cor drawings. You may wish to assure
that these decorations are permanently affixed by applying one or
two coats of clear, quick-drying liquid plastic over the designs.
This is perhaps a rather primitive way of binding copies of
CANADIAN RAIL, but after you become accustomed to doing it, you will
find that it really works and is a lot less expensive than the per
volume price charged by the local bookbindery, when there is one
in the neighbourhood. My nearest bookbindery is about 40 miles away~
One last word of advice. Dont be discouraged if the first-
time result is something less than ideal. Just follow the directions
carefully and be patient.
Practice, you know, makes perfect~
IN THE APPRAISAL OF THE NEW RAILWAYS AND CANALS (1971) MAPS IN THE
Notional Atlas of Canada, which appeared on page 288 of
the September 1973 issue Number 260 of CANADIAN RAIL, it
was stated that relocated and abandoned railway lines were not
shown. This is incorrect. Mr. Brooke Cornwall, official author of
these mops, points out that ••. every abandoned line that could
be identified, and mopped at publishing scale, has been included.
The abandoned lines are printed in green on the mops, but
are not specifically identified as to former ownership.
Moreover, exception might be token to the fact that the
Canada and Gulf Terminal Railway at Matane, Quebec, is shown as a
private railway, when in fact it is a common carrier. Canadian No
tional Railways Norton Mills, Vermont -Portland, Moine, line is
identified as GT, which in the key is interpreted as Grand Trunk
Western, which this portion of CNs Champlain Area never was. The
former branch of the New York Central Railroad from Ottowa, Canada
to Helena, New York, ought to be shown as crossing the St. Lawrence
River at Cornwall, Ontario, which it did. The abandoned Canadian
Northern Ontario Railway from Toronto to Ncoanee is divided on the
mop into two sections, when it was in fact ~ continuous line. The
railway that once ron from Peterborough to Cobourg, Ontario crossed
Rice Lake, but is not so shown on the mop.
Railway historians, if they so wish, may sharpen their
green pencils and remedy these slight deficiencies. Without doubt,
the mops will be corrected when next they are printed.
ONCE UPON A TIME, IN 1866, SOME COURAGEOUS BUSINESS MEN FROM THAT
port of the State of New York which snuggles up against
the State of Vermont about 40 mil~s northeast of the for
mers capitol city of Albany, organized the Union Village and John
sonville Railroad Company. This 14-mile shortline was finished and
opened for business on August 31, 1870, but in the interval, the
Company hod been reorganized as the Greenwich and Johnsonville Rail
road Company. At
Johnsonville, the G&J hod a connection with the Boston
& Moine Railroad. By 1903, the G&J hod absorbed a little line cal
led the Battenkill Railroad and, with a little construction, hod
bridged the Hudson River to Schuylerville and a connection with the
B&Ms branch from Mechanicville to Saratoga. At Saratoga, the G&J
also met the Delaware and Hudson.
Over the years to 1906, the G&J borrowed various pieces
of equipment from the D&H, but furnished their own locomotives. They
were labelled Greenwich and Johnsonville. Al though the D&H gained
control of the G&J in 1906, locomotives continued to be pointed
G&J until the 1930s. After that, they were identified as Dela
ware and Hudson or just plain D&H. The
citizens of Greenwich and Johnsonville, New York, re
ceived a pleasant surprise in October 1973, when what should appear
R A I L
on the G&J but a freshly-painted RS 3, Number 4116, obviously of
D&H ownership but nonetheless positively identified as belonging to
the Greenwich and Johnsonville, RADIO included.
Ownership was further affirmed by the not-so-obviously
D&H flat-hat caboose Number 35823, positively identified as being
the property of the G&J.
. It was a nice gesture on the part of Carl Sterzing and the
.parent D&H and it will no doubt be a source of satisfaction to the
citizens of Greenwich and Johnsonville, New York. J.J.Shaughnessy.
MR. PIERRE PATENAUDE, OUR CORRESPONDENT FROM ROSEMONT, SENDS US THE
following information regarding deliveries of Can
adian National Railways new M 420s from MLW Indus
tries, Montreal. These units are CNR Class MR-20a and are based at
Montreal Yard, St. Lawrence Region, for maintenance:
Road Builders Delivery Road Builders Delivery
number number date number number date
2500 M-6071-1 June 14, 1973 2515 M-6071-16 july 30, 1973
2501 M-6071-2 May 23, 1973 2516 M-6071-17 August 3, 1973
May 30, 1973 2517 M-6071-18 August 9, 1973
June 4, 1973 2518 M-6071-19 August 10, 1973
June 7, 1973 2519 M-6071-20 August 17, 1973
June 12, 1973 2520 M-6071-21 August 21, 1973
June 18, 1973 2521 M-6071-22 August 28, 1973
R A I L
2507 M-6071-8 June 27, 1973 2522 M-6071-23 Sept b r.4, 1973 2508 M-6071-9
June 27, 1973 2523 M-6071-24 Sept b r.4, 1973 2509 M-6071-10
June 28, 1973 2524 M-6071-25 Sept b r.4, 1973 2510
M-6071 -11 June 29, 1973 2525 M-6071 -26 S e p t b r. 6, 1 973
2511 M-6071-12 July 4, 1973 2526 M-6071-27 Sept b r. 11,1973
2512 M-6071-13 July 19, 1973 2527 M-6071-28 Sept b r. 12,1973
2513 M-6071-14 July 10, 1973 2528 M-6071-29 Sept b r. 14, 1973 2514 M-6071-15
July 13, 1973 2529 M-6071-30 Sept b r.21, 1973
Ontario Northland Railway has taken delivery of the
following SD 40-2s from Diesel Division, General Motors of Canada,
Road Builders Delivery
numbers numbers date
1730 A-2844 March 29, 1973 1731 A-2845 March 29, 1973 1732 A-2846 March 29, 1973 1733 A-2847
Ma rch 29, 1973 1734 A-2848
Ma r·c h 29, 1973
These units have been assigned to North Bay, Ontario.
The ONR has ordered an additional three SD 40-2s from
DD-GMC, on order Number C-362. The builders numbers will be A-2942
through A-2944 and the road numbers will be 1735 through 1737 .
Pierre notes that, with the arrival of the five SD
40-2s Numbers 1730 through 1734, ONR FP 7A units Numbers 1503,1505,
1507 1512 and 1513 are slated for retirement and conversion to GO
TRANSIT power control cars. The conversion will be made at Canadian
R A I L
National Railways Pointe-St-Charles Shops, Montreal. Unit Number 1505
is already at Pointe-St-Charles (25 October 1973) and its con
version is under way.
GO TRANSIT has ordered four GP 40-2 units from the
Diesel Division, General Motors of Canada, on order Number C-361.
The builders numbers will be A-2938 through A-2941 and the road
numbers will be 9808 through 9811.
In closing, Pierre reports that Canadian National
Railways have ordered ninety-one GP 40-2, 3000 hp., 4-axle uni ts
from Diesel Division, General Motors of Canada. for fast freiqht
service. The builders numbers will be A-2978 through A-3068 and
the road class will be GR-4-30c, the 4 denoting !~4 axles. The
New units are scheduled for delivery during the first quarter of
From MLW Industries, Montreal, Canadian National has
ordered an additional thirty 2000 hp. M-420 units, to be delivered
during the first quarter of 1974. These units will be classified as
MR-20b and will have road numbers 2530 through 2559.
We are grateful to Pierre for sending this informa-
tion, as well as the accompanying illustration of CN Number 2506,
one of the new M 420s, at Montreal Yard on September 15, 1973.
REMEMBER THE DISCUSSION ABOUT CANADIAN NATIONALS LONGLAC CUTOFF?
Jack Beatty has taken the time to send us the fol-
The specific arguments for building thses 30.3 miles
of track may now no longer be in CNs files, but the simple reason
would undoubtedly have been one of simple economics. Had the line
not been built, CN would have had the following routes available
between Montreal or Toronto and Winnipeg:
1j via Capreol, Longlac, Port Arthur and Sprugue;
2 via (1) to Port Arthur, thence Graham and Sioux Lookout;
3 via North Bay, Cochrane, Hearst and Nakina;
4 from Montreal via Hervey, Senneterre, Cochrane, Hearst
In these cases, the mileages from Montreal and Tor
onto would have been:
Route From Montreal From Toronto
1 1458.8 1317.1
2 1474.1 1332.4
3 1374.3 1258.0
Use of Route 1 would involve 44.9 miles in the Sta
te of Minnesota, with attendant delays at Baudette and Internation
al Boundary, Minnesota, or additional clerical procedures required
for United States Customs clearance.
Use of Route 3 would involve running over the T&NO,
now Ontario Northland Railway for 254 miles, with diversion of
revenues from Canadian National Railways.
te via the
As Canadian Nationals present transcontinental rou
Longlac Cutoff reduces the Montreal-Winnipeg mileage
and the Toronto-Winnipeg mileage to 1216.8, in retro
building of the Longlac Cutoff was amply j usti f ied.
IN LATE SEPTEMBER 1973, PREMIER DAVID BARRETT OF BRITISH COLUMBIA
R A I L
announced that legislation had been introduced in the
Provincial Parliament to increase the number of Directors
of the British Columbia Railway from five to nine. Premier Barrett
said that the purpose of the proposed legislation was to fulfill his
governments promise to appoint a number of ordinary citizens to the
boards of provincial companies.
Present members of the Board of BCOL are Premier Barrett,
President; Joseph Broadbent, BCOL Vice-President; British Columbia
Minister of Labour William King; Mr. Edward Rowland and Railway
Appliance Research Companys Robert Swanson. R.H.Meyer.
THERE ARE STILL VISIBLE REMAINS OF THE ONCE-BUSY INTERURBAN HULL EL
ectric Railway Company in and around Aylmer, Quebec, as
the accompanying photographs from Mr. Pierre Langevin of
Ottawa, Canada, affirm. In the first picture, Mr. Langevin photo
graphed the main repair shop of the former Hull Electric Company at
Deschenes, Quebec, between Hull and Aylmer. The structure on the
R A I L
right of the streetcor barn was added by a furniture company
the Hull Electric was abandoned. The highway is built on the
right-of-way of the HEC and the picture, taken in May 1968,
west towards Aylmer.
In the second photograph, we see the 4-track repair shops
from a closer point. The original roof has long since been removed.
In the third picture, Mr. Langevin illustrates the street
car storage barn of the HEC on St-Redempteur Street in Hull, Quebec,
as it appeared in May 1968. Its original identity is still affirmed
by the cement plaque over the middle door which says H.E.Co.1912.
This characteristic building was a warehouse for a trucking company when
the picture was taken.
Mr. Langevin hopes that one day, one of the members of
the Association will write an article on the Hull Electric Company and
its interurban streetcar operation.
WITH CANADIAN NATIONAL RAILWAYS EXCURSIONS BEHIND REFURBISHED NUM
. ber 6060 going at about seven cents a mile, other trips
for enthusiasts in the Montreal area, albeit using diesel
electric units for motive-power, are offering better deals on miles
per dollar with the added bonus of more runpasts for the enthusiasts.
On October 6 1973, the St. Lawrence Valley Railway Society, second
generation Iron Horse Tours, made a 432-mile expedition from Mon
treal to Tring Junction, Quebec, via CP RAIL and the Quebec Central
Railway, returning via Megantic ond CP RAIL to Sherbrooke and Mon
treal, all for $ 15.90. This figures out to 3.7 cents per mile.
Another trip by the same organization on December 1 made the swing
from Montreol to Riviere-o-Pierre, returning via Hervey Junction,
370 miles over CNR tracks, at the rate of 4.3 cents per mile.
Steam engine or ~o steam engine, these trips cost the
customer roughly holf as much as the CN-sponsored ventures to Vic
toriaville, Quebec and Fort Erie, Ontario and included as many as
five runpasts. Considering the fact that both were sell-outs, there
may be an indication that the general public, who, after all, make
these trips profitable, no longer attaches much real importance to
the presence of a steam engine as motive power. And there are few
railway enthusiasts, these days, who are so obdurate as to refuse
to participate in an excursion simply because there isnt a steam
engine on the train.
The people in the
Canadian National Railways,
good and sharp for the 1974
railway excursion business, including
had better have their figuring pencils
season, unless they can afford to be
SHOULD YOU CHANCE TO PASS THE CORNER OF MAIN STREET AND HIGGINS AVEN
ue in Winnipeg, Manitoba, one of these days, you will look
in vain for any trace of what was once the pride of the Can-
adian Pacific Railway Company at this location. Of the once regal
and elegant Royal Alexandra Hotel, there isnt a trace. About
$ 20,000 of Winnipeg public money is being spent to convert the
site, still owned by Canadian Pacific Limited, into a natural oasis
of Manitoba prairie, complete with water and bullrushes. About 7,000
square yards of the 1.5-acre site will be grassed and about 40 de
ciduous and coniferous trees will be planted. Next spring, water
lillies and bullrushes will line a 75-foot pond near the centre of
the site. Perhaps birds will come to the area.
Mayor Drapeau of Montreal may take this hint and arrange
R A I L
for the improvement of the former site of the bus terminal on Dor-
chester Boulevard, between Mountain and Stanley Streets. It will
be difficult, however, to confine the pigeons to Dominion Square.
THE CAR-FERRY SERVICE BETWEEN CANADIAN NATIONAL AT WINDSOR, ONTARIO
and the Grand Trunk Western at Detroit, Michigan,provided
by the former sidewheelers LANSDOWNE and HURON, now con
verted to car-barges, was to have terminated September 1, 1973, but
did not because of the back-log of hi-cube boxcars resulting from
the rail strike. When the service does end, the two car-barges will
be brought back to Sarnia where the HURON began her career some 98
The LANSDOWNEs iron hull was built at Wyandotte, Michigan
by the Detroit Drydock Company in 1884 and her superstructure was
installed at Windsor by ~enking Brothers in the same year. Original
ly, she carried 16 cars on two tracks. Her engine, a two single-cyl
inder 50 x 108 1360 hp. machine, was built by E.E.Gilbert and Sons
of Montreal in 1872 and came from the Great Western Railway Companys
MICHIGAN (1) of 1873.
The HURON was built at Point Edward, Ontario in 1875 for
the Grand Trunk Railway Company. With a high-pressure, non-cancJen
sing 30 x 30 900 hp. engine, built by T. Wilson of Dundas, Ontario
in 1875, the HURON originally carried 24 cars on three tracks. By
1970, she was carrying 11 cars on two tracks.
The accompanying photograph of the 5.5. LANSDOWNE, thunder-
R A I L
ing through the ice on the Detroit River on a cold winters day in
the 1920s, is reproduced with the kind permission of the University
of Detroit, Marine Historical Collection.
Information from Toronto & York Division TURNOUT.
MlW INDUSTRIES HAVE DELIVERED THE EIGHT M-420 MODELS TO BRITISH Columbia
Railway on the following dates:
642 643 644 645 646 647
M-6068-3 M-6068-4 M-6068-5 M-6068-6 M-6068-7 M-6068-8 Date delivered
October 3, 1973
October 4, 1973
October 5, 1973
October 9, 1973
October 10, 1973
October 12, 1973
October 19, 1973
October 31, 1973
Pierre Patenaude, who send this information, included
the accompanying photograph of BCOl Number 640, in transit at
Montreal, on October 4, 1973.
CANADIAN NATIONAL RAILWAYS HAS ACQUIRED ON A lEASE-PURCHASE BASIS
the following CP RAIL Budd RDC cars, type RDC-2:
CP RAIL numbers New CNR numbers Date assiened
9104 6207 July 3, 1973 9195 6208
July 3, 1973 9196 6209
July 3, 1973 9197 6210
July 3, 1973
These ROC units wer~ assigned to Pointe 5t_Cnorles Shops,
St. lawrence Region, Qnobling eN ROC units Nv~bers 6001, 6113, 6115,
cnd 6353 to be transferred to Spadino Shops, Great Lakes R~gion.
ROC Number 6113 vos rp-lurned fro~ Spadin~ to Pointe St
Charles on July 6, 1973.
Pi~rre Pat~noude, who wos kind enough to send in this in
for~otion, also sends the accompanying photograph of CNR ROC units
Numbers 6210, 6113 and 6208 on Train 621 from Sherbrooke to Montreal,
pausing at St. lambert, Quebec, on October 20, 1973.
THE ASSOCIATIONS FALL FOLIAGE EXCURSION TO ST. ALBANS AND RICH
ford , Vermont, was Most successful, jud9in9 by the
reports recoiv~d. Pierre Patenaude sends the occo~pony_
ing picture of Centrol Vermont Railways two GP 9 units, Numbers
4551 and 4550, ru.bling aver the bridge across the Hissisquai
River at Hile 13.2 of the Richford Subdivision on October 13, 1973.
Notti. on The Last Strike. CouIte Vancouver
IkIllD~rrin, rhe Impoui~ilirJ of it f.IIDillf dUe rite .pHors
,utlll.ned. by ~h.
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