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Canadian Rail 273 1974

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Canadian Rail 273 1974

Canadian Rail ~
October 1974
\ere lehrating25
{ Canadian Rail!
Harvey W. Elson
t is quite surprising to realize that, with the pub­
lication of issue Number 272, October 1974, our mag­
azine CANADIAN RAIL celebrates its twenty-fifth an­
niversary. While this publication was somewhat irreg­
ular in its early years, it could be said that the
appearance of a four-page newsletter in October 1949 ,
printed by the ditto stencil and gelatin pad method,
marked the humble beginning of the Association publi­
cation which has persisted to this date.
The first Editor was the late E. Allan Toohey. Together with
his co-worker at Canadian Pacific Railway Companys Windsor Station,
Mr. Robert J. Joedicke, he produced a first issue, untitled, which
contained reports and news on such subjects as General Motors Train
of Tomorrow, which visited Canada in 1949; the dieselization of Can-
adian Pacifics Newport Subdivision, with eight rood-freight A
un its (Numbe r s 4000-4007) f 0 u r B unit s (N um bers 4400-4403) and
three 1000 hp. switchers (Numbers 7096-7098), all from ALCO-Schenec­
tady, New York; the displacement of streetcars on the Cornwall Elec­
tric Railway, Cornwall, Omtario{ by trolley buses (15 of them began
the new service on July 27 1949) and the purchase by Canadian Nation­
al Railways (Grand Trunk Western Railroad) in 1948 of six 0-8-0 steam
switchers (Numbers 21, 23, 25, 26, 27 and 28) from the Buffalo Creek
The editing and production of this news-sheet was greatly facili­
tated by the fact that Allan was a competent typist. Ditto stencils
were available in the Passenger Sales Department of Canadian Pacific
and Bob Joedicke had a rather weary gelatin-pad duplicating machine.
Paper was not a problem, since the circulation was small, to say the
In the years since this first issue, our magazine has grown and
changed and, through the years, has used many printing processes.Wi­
thin three years, the weary gelatin-pad machine had broken down and
circulation had increased to the point where a mimeograph machine
was justifiable. The summer before, Allan had decided to make a tour
of the British Isles by bicycle and Mr. Omer S.A.Lavallee had become
Acting Editor.
The June/July,l951 issue of the newly-titled News Report con­
tained an announcement of the National Railway Historical Societys
Annual Convention for 1951, to be held starting September 1 in Mon­
treal. Several tours for attendants were to be held. Tour 1 was a
streetcar trip using Montreal Transportation Commission Birney car
Number 200. The route was north on St-Denis Street to the car-barns
of the same name; west to Bernard Ave~ue, Cate St-Catherine, Maple­
wood, Cate des Neiges -with a side-trip up Remembrance Road and
back -to Ste-Catherine Street, Windsor and the Queens Hotel, head­
quarters for the convention.
The second streetcar trip, operated simultaneously with Trip 1
and Trip 3, used one of the ex-Montreal Park & Island Railways 1032-
class cars for the run to Montreal Nord and back.
For those interested in steam railroading, there was a ed
tour of Canadian Pacifics Glen Yard and roundhouse and
Nationals Turcot Yard and roundhouse.
The fare for each trip was $ 1.50.
The banquet was held in the Spanish Room of the Queens
and tickets sold for $ 3.75 each. The guest speaker was Mr.
M. Binns of the Montreal Transportation Commission and moving pictur­
es were shown.
next day, Sunday, a special train of open-platform coaches
and including a restaurant car, left Canadian Pacifics Windsor Sta­
tion for Ottawa via Montebello, over the North Shore Line. At Ot­
tawa, there was a tour of the city and district by streetcar or a
visit to CPRs Ottawa West roundhouse. The special train returned to
Montreal via Vankleek Hill on the M&O.
The round-trip fare wos $ 6.00.
On Labour Day, September 3 1951, a special train left the McGill
Street terminus of the Montreal and Southern Counties Railway for the
run to Granby, Quebec, and return. The NRHS Special was scheduled
to return to Montreal by 3.00 p.m., so that participants could leave
for Toronto and Chicago by the afternoon CN-CP pool train, Number
A book of tickets for ALL of these trips was sold for $ 10.00 •
With the August 1951 issue, the News Report ceased publication
for an interval of six months. It was resumed in February 1952, with
five members on the Editorial Committee and Mr. O.S.A.Lavallee as
Editor. It was planned to produce 11 News Reports annually, in the
8!x11 format, and a subscription cost $ 1 per year. Mr. A.A. Clegg
was a member of the Editorial Committee.
From 1952 to 1956, the CRHA News Report remained much the same
in appearance, but did adopt a coloured mast-head (red) on the first
page. The number of pages increased, as did the price. The January
1958 issue Number 85 presented the first picture cover, a photograph
of Ottawa Transportation Commission car Number 685 on charter to the
Canadian Railroad Historical Association on December 14 1957. The
picture was taken by the Editor, Mr. LQvallee.
Beginning with this issue, pictures occurred sporadically on
the cover of the News Report; interior illustrations also began to
appear, such as some of the 1325-class cars of the Montreal Tramways Company
in the February 1958 issue.
The format of the CRHA News Report changed remarkably with
the first issue of 1961. From its traditional 8tx11-inch size, it
became Q compact 6×9-inch, pocket-sized publication, with bright-red
masthead and a cover picture, as well. This innovation was the idea
primarily of Mr. David R. Henderson and, in the authors opinion,was
the most important improvement yet made in our magazine. Mr. Lavallee
continued as Editor; Mr. John W. Saunders was Publisher; Mr. William
L. Pharoah was Assistant Editor and the Committee was composed of
Messrs. A.A.Clegg, David R. Henderson, Paul McGee and Lorne C. Perry.
In the December 1960 issue of the News Report, the last one
produced in the large format, there was a report that the Canadian
Railroad Historical Association, on December 3, had acquired a 10-
acre tract of land from the Canada Creosoting Company, a subsidiary
of Dominion Tar and Chemical Company, at St-Constant, Quebec. The
stated purpose of this acquisition was to construct a railway museum.
The CRHA News Report had grown, over the years, from its in­
itial 4-5 pages per issue to 16 pages. At the beginning of 1961, Mr.
Lavallee transferred the responsibility of editing the News Report
to Mr. Anthony A. Clegg • Although Mr. Lavallee remained on the News
Report Committee, his main attention was thereafter devoted to the
newly-formed Canadian Railway Museum. Mr. Peter Cox was shown as the
Associations Pacific Coast Representative and Mr. William T. Sharp
was the Rocky Mountain Representative.
Pictures appeared in the pages of the News Report with satis­
fying regularity. New graphics decorated the pages of the publica­
tion, scale drawings by Mr. G.A.Parker were reproduced and a style of
type was adopted which was easy to read.
In June 1962, when Messrs. Wayne Brow, Vince Coley and Eric John-
son became associate members of CRHA, the associate membership fee
was $ 4 and included 11 issues per year of the News Report.
,/ The July/August issue had a new title. It was the first issue
of our magazine to bear the name which has identified it to the pres­
ent day: CANADIAN RAIL. Mr. David Henderson, Chairman of the Pub­
lications Committee, issued an introductory message, but did not men­
tion how the new, appropriate name had been selected.
As Mr. Henderson said, ••• after 134 issues, News Report be-
comes CANADIAN RAIL. Canadas authority on railway heritage -past,
present and future -has a new marker.
The fifteenth anniversary of the CRHA News Report/CANADIAN RAIL was
celebrated in October 1964. In a short article reporting the oc­
casion, it was noted that Twenty-eight pages are now common ••• and,
if new subscriptions continue, this high may be broken very soon.
The years passed. The increased circulation of CANADIAN RAIL
required modified methods of editing and production. The printing and
binding of the magazine were done commercially from 1961 onward, but
the distribution to members continued to be a volunteer effort, ex­
cept for the delivery, which was made by Canada Post Office~
The back-cover of the January 1963 issue of CANADIAN RAIL pre­
sented the first of a series of cartoons by Doug Wright, popular car­
toonist of the Montreal STAR. For five years, the work of this clever
and perceptive observer of events and trends on Canadas railways por­
trayed them for the readers of our magazine. The skill and sense of
humour in his cartoons were greatly appreciated by readers and, after
Mr. W rig h t s de at h , the A s so cia t ion pub li she d the sec art 0 0 n sin boo k
The cover of the March 1966 issue of CANADIAN RAIL was really
different. Gone was the Associations crest -or, at least, CANADIAN
RAILs version of it. Mr. Lavallee became Acting Editor-in-Chief,
supported by Messrs. Clegg and Pharoah.
The Publications Committee, still chaired by Mr. Henderson, was
increased to three members. Articles on Torontos GO TRANSIT, Mon-
treals METRO, the closing of Ottawa Union Station and the 4-6-4 hud­
sons of the Japonese National Railways were presented. The November
issue contained 28 pages and the associate membership fee was $ 4.
Mr. William Pharoah became Editor of CANADIAN RAIL in January,
1967, the beginning of Canadas Centennial Year. With the June issue,
the Associations crest -or CANADIAN RAILs version of it -reappear­
ed on the front cover, as did a picture of ex-Northern Alberta Rail­
ways steam locomotive Number 73, donated to the Association in March
1964 and restored to operating condition by a hard-working group in
the Associations Rocky Mountain Branch (Edmonton) under the leader­
ship of Mr. Harold Maw.
At the end of 1967, Messrs. Pharoah, Clegg and Henderson turned
over the responsibility for the continued production of CANADIAN RAIL
to Messrs. S. Worthen, Editor and P. Murphy, Production Manager. The
distribution function was assumed by Messrs. F. Angus and J.A.Beatty.
The first issue of CANADIAN RAIL produced by this new team had 28 .
pages. The associate membership fee was $ 6 for the year and 11 is­
sues of the magazine.
Another important milestone in the history of our magazine was
passed in June 1968 when, for the first time, CANADIAN RAIL had a
coloured cover on its 200th. issue
It is probable that the Summer Issue 1970 (July/August) contain­
ed the largest~number of pages and photographs ever produced in one
issue of CANADIAN RAIL. Messrs. Bob Linney and Ian Stronach combined
their talents to present to the members 48 pages of text and photo­
graphs, the like of which had never been seen before -nor has been
seen since -by the readers~ It was a remarkable issue~
This mammoth Summer Issue was not perpetuated in 1971; instead,
CANADIAN RAIL became a truly monthly magazine in this latter year,
publishing 12 issues totalling 384 pages of text and pictures.
The latest timely and interesting addition to CANADIAN RAIL is
the insert portion titled Association News. Often called the Yel­
low Pages, this section has more recently been retitled CRHA Com­
munication·s. Its primary function is to present news of interest
to the members of the Association and it is printed on yellow paper
stock to differentiate it from the normal content of the magazine.It
can also be removed without damaging the regular pages of the pub-
lication. The initial issue -in fact, the idea itself -was pre-
pared by Mr. Peter Murphy, Director and Production Manager, CANADIAN
The overall quality of our magazine was much improved in the
January 1972 issue, when a coated paper stock was used on the cover
for the first time. This enhanced the quality of the photographic
reproduction. In later issues, coated paper stock was used for the
entire magazine for the first time and a new type-face for the text
was introduced. The overall improvement in the quality of the maga­
zine was much appreciated by the readers. The corresponding increase
in the annual fees to $ 8 for associate and $ 10 for voting members was
not quite so popular.
A brief description of the manner in which each issue of CANAD­
IAN RAIL is prepared and produced might be of interest. Every issue
of our magazine is composed of contributions from our readers. In
the case~of stories or articles, the Editor is always anxious to re­
ceive these from our members. In collaboration with the author, the
Editor makes any necessary revisions to the text and, where possible,
assembles photographs, maps and sketches as illustrative material.
When the entire article is ready for final typing, it is refer­
red to the author for his approval. After his ratification has been
received, the article is scheduled for production. Because of space
limitations -CANADIAN RAIL is presently on a 32-pages-per-issue sch­
edule -publication of the article may be temporarily deferred to a
subsequent issue.
Many members send in short reports or notes on motive power or
equipment purchases by Canadian railways. Photographs, too, are
ceived, with thanks. Some members send in newspaper clippings.
of these communications represent grist for the Waybills column
each issue.
CANADIAN RAIL counts on the Branches of the Association to pro­
vide much of the copy for CRHA Communications. Various activities
of the Association are also announced in these yellow pages.
When all of the copy for an issue of CANADIAN RAIL is ready in
its final, typed form, it is proof-read to eliminate as many typo­
graphical errors as possible. It is then layed out on pages of a
suitable size, the location of photographs, maps, etc. is determin­
ed and the numbered pages are put together to simulate the finished
These pages are then taken to the negative/plate-maker, who
photographs the individual pages, reducing them in the process to
the final page size, about half of 8ixll inches. From these photo­
graphic negatives, the printing plates are made.
Now someone has to take these printing plates to the printer.
To print each issue of our magazine, the printer uses paper stock
which has already been purchased by the Director of Production, de­
livered to and stored by the printer. After the pages are printed,
they are cut and collated in the proper sequence and, after the co­
ver has been placed around the outside of the collated sheets, the
whole is stapled together to~form a complete copy. These stapled co­
pies are now ready to be placed in envelopes and sent to the members.
The master address plates for our l,800-odd members are prepar­
ed by CRHA Membership Services, whose responsibility it is to main­
tain the file in an up-to-date condition. When a member sends in his
renewal fee, or when a person becomes a member of the Association,he
is assigned a membership number which describes his category, his
geographical location, his sequential number as a member and his
Branch affiliation, if any. An address plate is prepared showing this
number, his name and address and -most important -his postal code.
The plate is then placed in the proper series in a drawer in a fire­
proof cabinet. The remittance, together with a printed copy of the
plate, is sent to the Treasurer of the Association. CRHA Membership
Services then acknawledge receipt of the remittance to the member.
When it becomes necessary to send a communication to our members –
and this includes the monthly copy of CANADIAN RAIL -CRHA Member­
ship Services are requested to produce a complete set of mailing
envelopes of a suitable size. During this process, additions, dele­
tions and corrections to the file of address plates may be made.
CANADIAN RAIL envelopes, for example, are run through an addres­
sing machine which prints an individual envelope for each member.This
set of envelopes are then taken to the mailing agency, which places
one copy of CANADIAN RAIL in each envelope, together with any other
communications to be sent to the members. The pre-addressed envelopes
are then sealed, the correct postage is opplied and they are placed
in mail bags for delivery by Canada Post. Or,at least, that is the
official way it is done. If you have been reading CRHA Communica­
tions recently, you will have learned that alternate procedures are
presently being employed.
After all of the problems associated with preparation, product­
ion and collation of all of these various elements have been over­
come, there is then the problem of distribution. Presently, CANADIAN
RAIL is classed as either third or fourth-class mail matter and, as
such, has a very low priority of sorting and delivery. The Associa­
tion is working very hard right now to convince officials of Canada
Post that our magazine should properly be classed as a learned jour-
nal and therefore should be entitled to second-class mailing privil­
eges, with a postal permit number. No less than three separate justi­
fications for the request have been prepared and sent to postal auth­
orities, so for without success.
The further development of our magazine CANADIAN RAIL is lar~ely
dependent on an increase in the membership of the Association, Slnce
it is from membership fees that money for the production of the maga­
zine is derived. Of course, we would all like to have a colour cover
or colour photograph section; of course, we would all like to have
more pages per issue. There are many improvements which would be very
desirable. Such improvements, however, can only be made by increasing
our membership and maintaining or reducing CANADIAN RAIL~ production
Going into its twenty-sixth year of publication, CANADIAN RAIL
continues to maintain its reputation for publishing interesting ar­
ticles about railways in general and Canadian railways in particular.
Electric urban transit continues to be featured frequently and pur­
chases of buses -of all things~ -by municipal authorities in Can­
ada have been recorded.
The development of CANADIAN RAIL has been interesting and full
of surprises. On the whole, there have been more plus changes than
minus variations. At present, the main problem is with delivery,
but this temporary situation does not relate to the quality of our
The first quarter-century of progress has now been completed.It
is reasonably certain that members of the Association can look for­
ward to bigger and better things in and from CANADIAN RAIL in the
quarter-century which is to follow.

( otherwise)
The Great Falls and Canada Railroad
Patrick A.G. Webb
here are probably a dozen or more
railways in Canada that have been
called tea-kettle lines, at one
time or another, but none of them
deserved this euphemistic title
more than the Great Fall~ and Can­
ada Railroad, the extension of the
Alberta Railway and Coal Companys
narrow-gauge Turkey Trail south
of the International Boundary and
the Province of Alberta in western
About the time that John A. Macdonald, Canadas first prime min­
ister, was having serious thoughts about a Pacific Railway for the
new nation, a problem of a far different nature was facing Canadians
in the foothills of the Rocky Mountains. The great expanses of the
prairies, north and west of the headwaters of the Missouri River in
the Territory of Montana, United States of America, were still un­
settled and were therefore wide-open for occupancy. Before long,many
pioneers from south of the International Boundary came north to ex­
plore these new lands.
The frontiersmen were primitive and rugged characters, to put
it mildly. International boundaries meant very little to them and,
from time to time, there were several locations in Canada which were
flying the stars and stripes of the United States. In addition,
there was a brisk trade in what was called whisky, or a barely po­
table alcoholic liquid which produced roughly similar results. It
was about time, said some of the settlers, to organize some kind of
law-enforcement body, to bring a little order out of a considerable
amount of chaos.
When it came to selling the fiery stuff, there was one notorious
establishment called Fort Whoop-Up, locoted just south of the present­
day city of Lethbridge, Alberto. Here, a stockade had been built and
a roaring trade was in progress, the chief article sold being a var­
iety of ardent waters called screech, brought in by bull-train from
Fort Benton, on the Missouri River in Montana Territory. It could be
said that the effects of this powerful beverage resulted in the
organization of the North West Mounted Police in 1873. The first
commotion that the new force had to quell was the one at Fort Whoop­
Up and, to this end, the RNWMP arrived there in 1874.
Within a few years, the primitive aspect of this part of the
foothill country began to disappear and the economic prospects became
more promising with the discovery of coal seams along the Belly River.
Before long, bull-trains were heading south, heavily laden with the
black diamonds. The frontier settlement of Fort Benton had been eclip­
sed by the growing city of Great Falls, where ore reduction plants
were being constructed to process the ever increasing quantities of
gold and silver concentrates, coming from the rich mines in the south­
ern portions of the new Province of British Columbia.
The advent of the railway, the current measure of growth, was
anticipated by local newspapers in the most glowing,terms, despite
the raoid, obvious growth of the new town of Lethbrldge. Here, there
were still strong economic ties with the booming city of Great Falls
on the Missouri River, inasmuch as many of the citizens of Lethbridge
had relatives residing to the south. The future possibilities of this
situation were quickly recognized and closely followed by the Direc­
tors of the Alberta Railway & Coal Company.
However, it was not until December 3, 1889 that the newest of
Sir Alexander Tilloch Galts charters was approved by the United
States government: that for the Great Falls and Canada Railroad. Cap­
italized at $ 2 million, with equipment costs estimated at $ 4 mil~
lion, the original Board of Directors was interlocked with that of
the AR&CCo., through the presence of Sir Alexander and Messrs. Grant,
Grant, Kinsmen and Barr on both. In fact, the Great Falls and Canada
was to be the subsidiary of the Canadian narrow-gauge line in the
State of Montana, U.S.A.
Five months later, while equipment was being ossembled in Leth­
bridge to extend the slim-gauge 65 miles to the International Boun­
dary, a very similar construction camp was organized ot Willard,Mon­
tana, two miles west of Great Falls. In March 1890, a plow, a pair
of engines and thirty cars, accompanied by 500 men, began construc­
tion of the raikoad. It progressed at the rate of three to four miles
a day, following the water-courses which led generally northwestward,
paralleling the deep-rutted Whoop-Up Trail most of the way.
The actual distance was 134.37 miles to the border and this dis­
tance required the construction of innumerable timber bridges, as
well as two Howe-truss spans across the Teton and Marias Rivers. Th-
ough the land was relatively flat, it was occasionally broken and
cut deeply by rivers, creeks and coulees, while low, rolling hills
and buttes serrated the hqrizon. Like its parent company, the Great
Falls and Canada followed the least expensive location so that there
we reg rod e s oft h e 0 r d e r 0 fl. 25% and cur v e s 0 f 1 0 de g r e e s we r e com­mon.
To accelerate the movement of the anticipated tonnage north and
south over the main line, more than five miles of sidings were built
and water-tanks dotted the line through the arid country. The latter
were to remain in place for more than 60 years, until the diesel-el­
ectric locomotive displaced its steam counterpart.
Construction progress was steady, so that, by midsummer 1890,
the railroad had reached Conrad and was heading for the Marias River.
Progress was then briefly interrupted by unseasonable weather. The
Helena, Montana Journal reported on the first Wednesday in Septem­
ber 1890 that A.T.Galt had visited the city and had been interviewed
by the newspapers reporter:
He said that the contractors have completed
135 miles of the line and have only about
35 miles of track to lay. The work has been
stopped by the hard storm that has just pas-
sed over the southern portion of Alberta, ,
the snow being about six inches in depth
along the level.
~fl.uroJ WLTllt TOVJ;;:Q.
I r L R N I>. .. ION C>. -,eouNoa~1
I(,JC 1<
~./—–, ..
berta Railway and Coal Company at Lethbridge, Alberta, about 1890.
Boxcars and gondola read North West Coal & Navigation Company and
Alberta Railway & Coal Company. Photo Sir A. Galt Museum.
the distances mentioned, it appears that the Great Falls &
Canada -the Tea-Kettle Line -had been completed by the construc­
tion crews to a point north of Shelby, Montana, with the flat, easy
country through Rocky Springs ahead.
Exactly 108 days after construction began, the Alberta Railway
and Coal and the Great Falls and Canada rails met at the unmarked
International Boundary and regular traffic began to rollover the
35-pound rail immediately, the first coal train leaving Lethbridge
the day followlng, October 2 1890. The city of Great Falls reacted
in much the same was as the city of Lethbridge had. The newspapers
heralded the event and a magnificent dinner was given by Mr. Phillip
Gibson at the Hotel Bristol in honour of the GF&C officials •

On October 20, a special one-week excursion fare was announced,
to augment the passenger traffic. For a $ 10 fare, a passenger
could leave Great Falls for Banff, via Lethbridge and Dunmore, a
round -and circuitous -trip of some 900 miles. To the lovers of the
wide open spaces, the meandering trains must have been conveyances of
sheer ecstasy, as they transported their passengers over the 300
miles of pitching, rolling, winding narrow-gauge.
in no
The schedule for the trip from Great Falls to Lethbridge
way resembled that of todays diesel-hauled express. Leaving
Falls in mid-evening, the mixed train arrived at Lethbridge
after lunch on the following day. Today, the same distance can
covered -albeit by automobile -easily in less than four hours.
An 1894 timetable provides an interesting picture of the plod­
ding slim-gauge mixed train, between the two cities:
Tuesdays & Fridays only: Lethbridge to Shelby
Doily: Shelby to Great Falls
No. 1 south and No. 2 north
7:30 a.m. LV Lethbridge AR 1:30 p.m.
READ 3~50 p.m. AR Shelby Junction LV 4:40 a. m. READ
DOWN 4: 10 p.m. LV Shelby Junction AR 4:05 a.m. UP
11: 50 p.m. AR Great Falls LV 8.45 p.m.
By 1901, train service had been increased to three times per we-ek from
Shelby to Lethbridge.
Prior to 1896, as many as four freight trains a day were working
200 to 300 tons per train southward. At Great Falls, parallel to the
standard-gauge tracks of the Great Northern Railway, a massive thou­
sand-foot-long, 26-foot high interchange coal dock had been construc­
ted, so that the self-dumping narrow-gauge cars of the AR&C/GF&C could
dump their contents into the hoppers of the GN. Lethbridge coal was
almost the only source of revenue for the road and little effort was made
to attract other commodities. This was an oversight which was
to become all too apparent to the Hill interests at a later date.
It is likely that Canadian crews and motive power worked the
AR&C/GF&C line from Lethbridge to a point about 94 miles southeast-
the machine shop. The valley of the Oldman River is in the background.
Photo courtesy Sir Alexander Galt Museum.
enters Lethbridge, Alberta, about 1905 on mixed-gauge track,
with a freight. Photo courtesy Sir Alexander Galt Museum.
ward, where United States engines and crews took over, although en­
gines were frequently used interchangeably. This change-over point
was Shelby Junction -actually Virden -three miles west of Shelby,
Montana, the crossing point where the narrow-gauge intersected the
newly-constructed main line of the Great Northern Railway. A disused
boxcar did duty as a station.
The Shelby for whom the Junction and town were named was the
General Manager of Montana Lines for the Great Northern and Mr. Man­
vel, General Manager of the Great Northern, had arbitrarily chosen
this name. When Mr. Shelby heard about this gratuitous notoriety, he
responded with a rather cynical remark, which seemed to sum up his
ililpression of the whole Whoop-Up country:
I dont know what that man was thinking of when he named that
mudhole, God-forsaken place after me. It will never amount to
a damn~1f
Happily, Mr. Shelby was wrong~
Similar to the facilities at Lethbridge, a wye was layed out on
the broad prairie at Shelby Junction, to turn the engines for the
return journey. A small roundhouse was constructed and minimal main­
tenance facilities were provided.
The roads roster of that time shows eight engines lettered GF&C,
six of which were new Baldwin moguls, with two consolidations of un­
known ancestry. Probably because of their brand-new condition, the
moguls were good steomers, but bailing Lethbridge black diamonds was no
easy job on the twisting, uneven roadbed and at least one fireman
sheepishly admitted that his broken ankle was the result of an unex­
pected exit from the diminutive cab.
The Tea-Kettle Line -for so the GF&C was dubbed -though never
paying large dividends, certainly had its shining moments. At the
Great Falls end, a roundhouse and turntable were provided for the
roads engines. In July 1894, surveyors were busy locating a grade
for a branch to the Boston & Montana Smelter and the citizens of By­
num were clamoring for a 16-mile branch to their town. Plans were
being prepared for a new $ 5,000 station at Great Falls, to be built
just west of the Montana Brewing Companys plant. The tract of land
was to have been about nine acres in area, accommodating a yard 2,000
feet long and 200 feet wide. The right-of-way, coming in from Willard,
was to have been 50 feet wide by two miles long.
All this enthusiasm had been generated by the discovery of an­
thacite coal in the Crowsnest Pass and vastly increased tonnage on
the GF&C was anticipated. And with good reason: Pennsylvania anthra­
cite was $ 18.00 per ton in Great Falls, while the Alberta fuel was
expected to sell for $ 10.00. Alas~ The best planning did not achieve
the anticipated result.
The climate of Whoop-Up Country is not severe; nevertheless,
the elements could, on occasion, create havoc in the GF&Cs operation.
In buffalo-grass country, fires were a constant danger during the
dry summers and the labouring locomotives frequently were the cause
of large blackened patches along the right-of-way. The Canadian Pa­
cific Railway, further to the north, had adopted the expedient of
pany posed at Great Falls, Montana, together with (1. to r.) W. Niven,
fireman; Thomas Nolan, master mechanic; R. Gilkey, engineer; W. McDon­
ald and R. Hardy, painters. Photo courtesy Glenbow Archives, Calgary.
plowing strips on either side of the track, to trap the red-hot
cinders. The GF&C, being subjected to high winds in all seasons of
the year, found it impossible to prevent sparks from igniting the
tinder-dry grass, sagebrush and tumbleweed. When one vast area of
prairie, almost 600 square miles, burned qver in 1894, the GF&C was
the target of ill-will and ugly rumors, which it needed not at all,
considering the woes that the company already had.
On the I lone prairie, the wind normally howls at better than
60 miles per hour and, under such conditions, the narrow-gauge emp­
ties being returned from the south ran the continual risk of being
derailed. When the wind blew this hard, train schedules went by the
board, as train speeds were reduced from a brisk walk to a careful
crawl. As more land went under the plow of the homesteader, top-soil,
driven by the raging wind, made operation of the railway a nightmare,
with visibility dwindling to a few feet ahead along the winding track.
During the winters with heavy snowfall, the large herds of an-
telope found a convenient path along the narrow-gauge right-of-way.On
more than one occasion, the little Baldwin locomotive was inevitably
the blood-spattered victor. More often, the train would grind to a
stop, while a member of the crew banged away with his rifle in the
hope of having some fresh meat.
. Financially, the Great Falls and Canada was never more than mar-
~inally in the black in the accounting ledgers. In 1895, the Montana
-~t:;~tate Board of Equalization assessed the railroad at a value of
,.-,~;{~ 2,500 per mile; the Companys request for a reduction was summarily
-·-:…;.irefused. On December 17, a derailment occurred, followed by the de­
struction of the car by fire. The railroad claimed that the wind had
caused the derailment; however, the plaintiff in the resulting suit
for $ 60,000, a Mrs. James Pierce and her three child>ren, charged
that the rickety track, and not the wind, was the real cause. The
net profit of operation in that year hit a new low of $ 1,269 and,
with the reluctant settlement of yet another lawsuit, the figures for
the years operation went from black to red and the year ended with
a $ 6,~47 deficit.
The following year brought more misfortunes for the little three­
footer. The Sand Coulee, Montana coal mines went into full production
in May 1896, their product being offered in Great FoIls, delivered to
the householder, at $ 2.50 per ton, while the cost of Galt coal was
twice or three times as much. The market for the Canadian product
evaporated rapidly. As a corollary, so did the coal traffic on the
Great Falls and Canada.
The roads future was so gloomy that it was not surprising that
other alternative forms of traffic began to be sought. In 1897 and
98, the GF&C filed applications to become a bonded carrier and there
was speculation that the line would be standard-gauged. Almost immed­
iately, the company was rumored to have disposed on 80 miles of rails
and four locomotives. More rumors followed in 1901, probably genera­
ted by Sir Alexander T. Galts application to Ottawa, in February, to
lease the remaining Canadian.and United States holdings to the Can­
adian Pacific Railway,Company. This was followed by a trip to England,
where Sir Alexander attempted to convince the shareholders to stan­
dard-gauge the line. There was the additional possibility, so it was
said; that the line might be sold to the Great Northern Railway and
James Jerome Hill.
The AR&C/GF&C threat to the Great Northerns monopoly of the
traffic in this region had long been recognized by J.J.Hill, who was
not about to allow the GF&C to slip through his fingers, as the $00
Line -also in Big G territory -had. Hill therefore quickly moved
to incorporate the Montana and Great Northern Railway, which would
purchase the Great Falls and Conada.
Four months later, this strategm was successfully accomplished.
The Great Falls Tribune duly reported the event:
The recently incorporated Montano and Great
Northern will enable the Great Northern to
shut out all competition in northern Montana,
unless other systems desire to build parallel
lines. The announcement of the purchase seems
to have come as a surprise to some of the high
officials of the Great Falls and Canada.
What may have surprised the officials of the Great Falls .and
Canada was the purchase price. Apparently, Hill paid only $ 750,000
for his new property, but simultaneously assumed indebtedness of
$ 2 million, most of which was held by a New York City bank.
While the Montana and Great Northern was not to assume control
of the property until October 30, 1902, thus giving the GF&C time to
standard-gauge its line, it was the natural elements which were to
deal the final hand to the narrow-gauge. Almost as soon as the agree­
ment of sale was signed, a third rail was laid and business went on
as usual until May 1902. After that, the line was closed when heavy
rains caused severe flooding and innumerable washouts, several major
bridges being swept away by roaring streams. The M&GN rapidly under­
took the replacement of bridges and culverts, relocating portions of
the line to reduce curvature and lower grades, and replaced light
iron with heavier rails.
In ·1907, the Great Northern o-fficially assumed ope-ration of the
rebuilt railroad to Sweetgrass, Montana, just south of the Inter-
national Boundary from Coutts, Alberta.
While a narrow-gauge railway had at first appeared to be a via­
ble enterprise to the Directors of the AR&C, it had some obvious
weaknesses from the start. At a time when the transcontinental rail­
ways of North America were building to a 4-foot-8!-inch gauge, Galt
and his associates chose to build to the less expensive 3-foot gouge.
They saved on the main-line cost, but spent much more than that on
the expensive freight transfer facilities, necessary wherever the
narrow-gauge touched the standard-gauge.
Moreover, the AR&C/GF&C had been built primarily for the purpose
of hauling coal and little effort had been made to diversify its
other engine from the Great Falls and Canada. The K&S was built in
1895 and operated as a narrow-gauge line until 1910, when it was
leased to the Canadian Pacific Railway and standard-gauged. This
picture was taken in the yard at Kaslo, about 1905.
Photo from the Provincial Archives of British Columbia.
the engines of the Great Falls and Canada Railroad. It is probable
that the Great Northern Railway acquired this engine when the GF&C was
purchased and after~ards transferred her to the Kaslo & Slocan, which
was originally a Great Northern subsidiary.
Photo from the Provincial Archives of British Columbia

traffic inta general merchandise until it was taa late. The final
blaw was dealt when the Sand Caulee caal mines began ta praduce. This
destrayed the narraw-gauges main saurce .of revenue and, ta ecanamize,
the raad deferred equipment and right-af-way maintenance, a decisian
that resulted in rapid deteriaratian .of the plant that rising prafits
cauld nat farestall.
At the peak .of its aperatians, the Great Falls and Canada claim­
ed .ownership .of eight engines, seven passenger cars, twa cambinatian
cars, on express car and 157 freight cars, mast .of the latter being
gandalas far hauling caal. Same .of the equipment went ta the Kasla
and Slacan Railway an the west side of Kaatenay Lake in central Bri­
tish Calumbia, while other engines and cars went ta various narrow­
gouge lumber raads in the Pacific narthwest. The final dispasitian .of
all of the equipment is uncertain.
When the Canadian Pacific Railway Campany leased the part ian .of
the AR&C/GF&C in Canada in 1893, the ports of the .once-main-line ta
the sauth and narth of the International Baundary become twa branch
lines ta nawhere, with interchange just on afterthought.
Taday·, Burl.i.ngtan Northern Geeps rattle their way thraugh
Dutton, Canrad and Sunburst ta Sweetgrass, Montano, still follawing
the Whoop-Up Trail and riding upan much .of the .old GF&C raadbed.
But aside fram the occasianal relic, there is little to indicate that
a three-faat-gauge subsidiary of a Canadian railway .opened up so much
of the State of Montana, alang the eastern slape .of the Racky Maun­
tains, in a brief periad of 11 years, mare than half-a-century aga.
Perhaps, hod the patential .of Crawsnest and Elk Valley caal been
recagnized in thase turn-af-the-century years, the stary .of the slim­
gauge Tea-Kettle Line wauld have been cansiderably different.
Saurces and Acknawledgements
Mrs. B. Brawn
Mrs. M. Tath
Mr. D. Farster
Glenbaw Archives
Archives .of British Calumbia
Sir Alexander Galt Museum Archives
Lethbridge, Alberta
Lethbridge, Alberta
Lethbridge, Alberto
Calgary, Alberta
Victaria, B.C.
Lethbridge, Alberta
A Da6
resented herewith is a curious cross-section of
diesel power, courtesy of our members who have
submitted their pictures for publication at var­
ious times.
No particular reason stimulates the presentation of this
selection. Details are given in the narrative which follows.
We begin our tour in October 1954, when the late Allan Toohey
made a visit to St. Johns, Newfoundland and the CNR diesel shops
there. Narrow-gauge (42-inch) Number 775, a centre-cab 380 hp. B-B
GE 1948 product -which finally ended up in Costa Rica (10/68) is
in the background, with Number 908, a GMDL 1953 B-B 1200 hp. model
Canadian National Railways famous Ocean Limited, Train 1,
from Halifax, Nova Scotia to Montreal, was stopped at East Mines/
Nova Scotia, with units Numbers 6768, 6852 and 6858 on the point,
by the camera of Kenneth S. Macdonald of Fredericton, New Brunswick,
on 26 September 1965. On the rear was the car Malpeque.
In April, 1973, Pierre Patenaude discovered Canadian Nationals
F 7A Number 9072 at Montreal Yard. Its presence was unusual, since
F 7s usually work west of Edmonton, Alberta. Later, on May 6, Pierre
saw Quebec Iron & Titanium Corporation Number 7 at Cartierville,soon
to be shipped to the Romaine River Railway at Havre St-Pierre. This
unit had been remanufactured by United Railway Supply. It was former­
ly Quebec, North Shore & Labrador Railways RS 3 Number 103. On April
15, Pierre had seen Canadian National Railways SD 40 units Numbers
5200 and 5056 at Montreal Yard/ waiting for a call for Train 301 west.
At GO TRANSITs Willowbrook servicing facilities, Pierre Paten­
aude found Number 9805, a GP 40TC, one of eight built by DD GMCL
on order NBRC-313 in November-December 1966. Maximum speed of these
units is 85 mph.,with 60/17 gearing. Date: May 20,1972. On the same
day, Pierre photographed CNR modified RS 18 units Numbers 3155 and
3151, at Spadina Yard, Toronto. These units were at the time used
on TEMPO train service to southwestern Ontario.
Way out west, Doug Wingfield of Calgary, Alberta/ watched Can­
adian National Railways Extra 9130 west, with three cabs and a road­
switcher, taking the curves, with ditch-lights on, two miles west of
Jasper, Alberta/ on a day in September 1968.
Earl Barr of Vancouver, British Columbia, was out on a summer
day in 1968 and recorded the faces of Canadian Nationals F 7A Num­
ber 9028, outs hopped by DD GMCL in 1951 with a 1500 hp. rating.Earl
also took a portrait of CNR GP 9 Number 4300, which, in one readers
opinion is less impressive. (NB: 4300 was TR ed to front cover~)
To round out our presentation, Ken Goslett submits his Pretty
Baby candidate for 1973, which turns out to be Roberval-Saguenays
Number 26, the first M 420TR (TR for transfer) built by MLW Indus­
tries, Montreal, and founder of a long line of descendants, without
doubt~ The safety cab gives the unit a super-efficient look.
Were sorry that no CP RAIL units are presented in our picture
gallery. But if we had received any photos of CP RAIL units, you
can be sure we would have presented them~

sel Division, London, Ontario, in May 1974. One of five
similar units destined to be rear-of-train auxiliary
power control units far GO TRANSITs new Toronto-Georgetown, Ontario
Northwest GO SERVICE, (new) Number 9861 was once FP7.A Number 1512 of
the Ontaria Northland Railway, delivered from GMDL to the ONR in
June 1952.
The prime-mover power plant and traction motors have be­
en removed and the body area divided into two compartments which now
house an auxiliary generator for train lighting and air-conditioning
and the power to drive it, a Detroit Diesel 16V149. The
control stand and equipment remains and is used as
the control position when the train is being pushed by one of the new
DD GMC GP40 units, recently delivered to GO TRANSIT.
GM DieseLines.
reliable correspondent John D. Welsh of Dorval, Quebec:
Union Pacific Railroad Company
The railroad is continuing its extensive studies
of the possibile electrification of its main line
from North Platte, Nebraska to Salt Lake City,
Utah and Pocatello, Idaho. There is no mode of
transportation that could use power generated
from coal as efficiently as the electric loco­
motive. The railroad erected one test section of
electric catenary in December in Utah and will
install another section during the spring in
Burlington Northern Corporation
A study of the feasibility of electrifying certain
portions of our lines began last year. If results
of the study warrant, a second-phase investigation
of engineering details will begin in 1974 .••
A number of comparatively small, coal-fired gen­
erating plants could be required if some of Bur­
lington Northern s high-density main lines are
electrified. The possibility has been under study
since lost June and the company could benefit by
trading coal for power •..
Mr. Welsh notes that Burlington Northern owns mineable reserves
of coal totalling 11.4 billion tons, with total ownership of
coal estimated at 62 billion tons.
Alberta for the n Bridge 74 convention of the Sixth
Division, National Model Railroad Association. As a high­
light of the three-day meet, CP RAILs two-car special twice nosed to
the east end of the yard, then backed westward almost two miles to
the far end of the famous Lethbridge Viaduct.
Both runs included the unique FM exhaust son et lumiere,
taping runpasts, photo stops, cab visits and the superb hospitality
of CP RAILs Lethbridge superintendent and his staff. Pat Webb, who
sent the report, says that though varnish has not graced the Leth­
bridge station platform for almost two years, some of CP RAILs per­
sonnel havent forgotten how to generate mountains of goodwill among
enthusiasts and the general public.
Terry Bland of Terry Bland Photography Limited of Leth­
bridge kindly supplied the accompanying photograph. The south end
of the Lethbridge Viaduct is just visible in the background, by the
corner of the section-house.
ded to move some shipments of western wheat directly by
rail to eastern Canada, to bypass a bottleneck .., which
was alleged to exist at the Great Lakes terminal elevators at Thunder
Bay, Ontario. Elevator operators took exception to this procedure, as
it is the first time that such a thing has happened during the Great
Lakes shipping season. A spokesman for the Wheat Board said that it
was necessary to utilize the large number of bathtub gondolas which
the Government of Canada had purchased, as well as those purchased by
CP RAIL and Canadian National for the special purpose of moving pra­
irie wheat.
Two 65-car grain unit-trains with a combined capacity of
350,000 bushels were scheduled to leave Moose Jaw, Saskatchewan in
mid-June for grain elevators at Quebec. At the time, Canadian Nation-
al did not plan to operate any grain unit-trains to Quebec or the
Chairman Ian Sinclair of Canadian Pacific Limited,noted
that CP RAIL had 7,500 grain cars backed up into the Prairies because
of unloading problems at both Thunder Bay, Ontario and Vancouver, B.C.
Thunder Bay was jammed with about 10 million bushels beyond elevator
capacities, notwithstanding the declaration by the Wheat Board that
unloading at terminals had reached a level of 1,000 cars per day.
Toronto Globe and Mail
the Waybills section of the May 1974 issue Number 268
of CANADIAN RAIL. The new CP RAIL SD 40-2 units, Numbers
5800-05, will not have the cab on the long end oJ the hood, but will
have the short nose lengthened by 20t inches, like Numbers 5806-35,
to make room for LOCOTROL equipment.
speed reductions and considerable maintenance since
they were legislated. These standards were developed un­
der the U.S.Federal Railroad Safety Act of 1970. The initial stan­
dards were promulgated October 15, 1971 and most of them became ef­
fective October 16, 1972. During September 1972, a number of amend­
ments were adopted and these were issued by the U.S.Federal Adminis­
trator on December 22,1972.
The United States standards apply to standard-gauge tr­
ack in the general railroad system, excluding track used solely for
rapid transit, commuter or other short-haul passenger service in a
metropolitan or suburban area. The standards cover responsibility of
track owners, persons qualified to supervise ~rack restoration or re­
newal under traffic and to inspect track and, finally, penalties and
Standards cover drainage, vegetation, track geometry
(gauge, alignment, curve-elevation and speed limits), track structure
(ballast, cross-ties, rail-end batter, continuous welded rail, rail
joints, frogs, tie-plates, track spikes, shimming, switches, etc.), as
well as derails and switch-heaters. There are also norms for track
inspection: frequency, method (i.e., by walking the track or by ri­
ding over it), special inspections and inspection records.
Inspection records, in detail, must be maintained and
must be available on request to the Federal Railroad Administration.
The standards describe six classes of track, with opera­
ting speed limits for each, as well as requirements for structure and
geometry. Here are a few of the specifications for classes of track:
Operating ) miles )
speed limits)per hour)
~auge: at least 4 8t
ut not more than
Crossties: Minimum no. non-de­
tect1ve timber ties per 39 ft.
of track
Crossties: Maximum distance be­
tween non-defective ties,centre­
Rail-end batter: not more than
1 2 –r-4
10 25 40 60 15 30 60 80
493/449t 49t 491.
4 93/4493/44 93/449+
5 8 8 12
70 70 48
3/8 3/8
2 4
5 6 80 110
90 110
49 483/4
4 9t 49
12 14
48 48
1/8 1/8
Similar standards have been set out for many other elements of
track structure and geometry. In additon, nine different classes of
remedial action for defective roils are detailed. These include (0)
assignment of personnel designated under section 213.7 (which de­
fines qualified persons) to supervise visually each operation over
defective roil, through (b) limiting operating speed to 10mph over
defective roil, etc. Defects covered include transverse and compound
fissures, fracture.s, defective welds, split heads, bolt-hole crocks,
broken bases, ordinary break and so on and on.
Remedial action is also specified for other roil conditions
such as head-checks, engine burns, flaking, corrosion, mill defects
and so on. For some of.these defects, roils must be replaced; for
others, closer inspect10n must be performed at specified intervals.
Readers of CANADIAN RAIL may recall the derailment
statistics for railways of Canada in 1971 and 1972, given in the
July, 1973 issue Number 258, page 227. These official government fi­
gures reflected on increase in such mishaps which hod already caused
concern to the Canadian Transport Commission and the Government of
Canada. The CTC was therefore queried about track safety standards
in Canada, similar to those of the U.S.Federal Railroad Administra­
tion, described above. The CTC s reply, doted January 17, 1974, said
in port:
Track standards or requirements similar to those
of the U.S.Federal Railroad Administrator do not
exist for Canadian railways coming under the
jurisdiction of the Canadian Transport Commis-
sion. This does not mean that there are no min­
imum standards and specifications for maintenance
of railways in Canada, coming under the juris­
diction of the Commission. Each of the Canadian
railways has its own standards and specifications
which, for the most port, are more restrictive
than those set down by the U.S.Federal Railroad
The reply went on to refer to the Railway Transport Committees
Third Report of the Railway Safety Inquiry, released on January 7
1974. (Editors Note: This report was given widespread media coverage
at that time.) This Third Report included the following, among its re­
It is recommended that a committee from the Railway
Association of Canada be formed, chaired by a mem­
ber of the Engineering Stoff of the Railway Trans­
port Committee (CTC), to study and develop adequate
uniform specifications and minimum standards re­
quired for design and continued maintenance of all
component ports of a track structure.
While there may be a requirement in some cases for improvements
in track structure and geometry on some of Canadas railways, it is
certain that forecasted expenses of this nature will have to be re­
programmed to achieve their completion in compliance with the stan­
dards which the Deportment of Transport Canada (CTC) intends to es­
1973, just in time to photograph Dominion Atlantic Ra­
ilways freight E;xtra 8139 west for Truro, Nova Scotia,
with loads for interchange with Canadian National Railways.
of the late CBC series The National Dream, believe
that the all-time record for laying track was and is
held by the Canadian Pacific Railway, that remarkable publication ,
the Guiness Book of World Records states that the record for track­
laying was established by J.H.Strobridge and an eight-man gang who,
on April 28, 1869, layed two miles and fifty-six feet on the Central
Pacific Railroads line west of Promontory, Utah.
When questioned on this point, Mr. O.S .A.Lavallee, Cor­
porate Archivist of Canadian Pacific Limited, said that he believed
that this was indeed the case.
Banff, Alberta, in the former baggage room of the CP
RAIL station there. It is a two-level establishment,but
the railway theme is followed throughout. Marker lamps, switch lamps
and brass passenger-car lamps abound. The dining chairs are repro­
ductions of the captains chairs, an inseparable part of a railway
The salad bar was made from an old porters wagon
the atmosphere is made more authentic by the rumble and roar of
RAIL freights, which pass within feet of the dining rooms.
The intending patron may dine in the Siding 29 salon,
under the leaded, curved, coloured-glass skylight. The dining room
is named after the original Siding 29 on the CPR, the place which la­
ter became Banff.
The Caboose part of the restaurant has, on either wall
near the ceiling, replicas of dro~own bunks found in early colonist
cars. Framed photographs are used throughout to enliven the decor
of this up-and-coming lobster and steak emporium.
JQcobi writes to oaend the item which oppeored on page 91 of
the Morch 1974 issue NUDber 266 of CANADIAN RAIL. M
r. Jacobi exploins thot the dQuble-trocking between Loeche and Visp
hos been opproved ond will be placed in service between Gompel and Vi
sp obout 1978 and between Loache ond Gampel after 1980, The Swiss
Federal RoilwQys have not considered the 5km stretch fro~ Salquenen
to Locche in this program, since it il the ~Olt difficult port of
the stretch in the Rhone Volley, along the mountainside.
Mr. Jocobi also points out that the speed over the Simplon Line w
ill be progressively increased from 125 to 140 k~/h
(75 to 84 Mph), except for the winding stretch between Lousonne ond
Villeneuve, where it will ruoin ot 100-125 bll/h ( 60-75 mph), The 42
mph. averoge stated in the original report was on unfortunate ty­
pographical error.
signole que Ie rapport publie dons l 6dition de lion
1974 (p, 91) de CANADIAN RAIL nHolt pOI exact. 11 nous
communique les details suivonts: La cons
truction de 10 double vaie a ete approuv6e pour
Ie tron~on Loache-Viege; e11e sera mise en service vers
1978 entre GOllpel et Viege, et opres 1980, entre Loeche
et Gampel. Le porcours Solgesch~oeche ne figure pas
ou programme; cest Ie PQrcours Ie plus difficile, d f
lonc de coteau Ie long de 10 montagne (5klll).
La vitesse de 10 ligne du Sillipion est progressive.ent
portee de 125 d 140 klrl/h, excepte Ie parcaun sinueux
Lausanne_Villeneuve oJ elle reste de 100 d 125 km/h.
La lIention present 42 IIIph. averQge ne correspond pas
d 10 reoliU ~
En onnexe, M, Jacobi nous envoie une photo de 10 nouvelle rome de bo
nlieu des Chemins de fer federoux suisses, peinte de couleurs
vives: violet et joune citran. Ouotre romes prototypes d thyristors
seront mises en ,ervice dons 10 banlieu de Zurich. De tels troins s
ont prevus ultrieurement pour les banlieus dautres villes suisses,
Berne notamment.Designee RABDe 8/16, cette rome est constituee de d
eux automotrices encodront deux voitures intermediares. La longeur
hon tOIllPons est de 100,0 m; puissance unihoroire 3060 ch d 81 km/h;
vitesse moxilllU. 125 km/h; places ossises, l~re closse,54, 2e claISe,
With his letter, Hr. Jocobi sends us 0 photo of one of the new
suburban troinsets of the Swis$ Federal Roilways, pointed in bright
violet ond lemon yello~. Four prototype troinsets will be ploced in
service in the suburban service at Zurich ond similQr fast
are pIon ned for suburbon service in other Swi,s cities, notably Bern.
Designated RABDe 8/16, the trainset is composed of two motor can and
two interlllediote cars in the middle. The length over buffers is 100m,
the one_hour rating is 3060 hp ot 81 km/h; the lIIoxillUIil $peed is 125km/h
and there ore 54 first-closs seats and 224 second_closs seats. The
new trainsets are fitted with thyristor controls for even acceleration
ond decelerotion.
Photo RABDe 8/16 No. 2001_2004 (1974) eh. de fer federQUx ~uiues,
Canacian Rail
is pU:lIished monttv) by the
Canadian Railroad HistOfical Association
&fit; s.s. Worthen Production; P. Murphy
Association Branches
L.H.O …. 1727 23rd. Av,nu. N.W.Colgory, AlIo.T2M lV6
W.R.Llnhy,S.cutU), P.0.80~ 141,Stotion A Ottowo,Canodo KIN 8Vl
R.H.fhy … S.calOfY P.0.80. l006,Stotion A Voncouvu,ff.C.V6C 2Pl
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~11he Canadian RaIway Museum su:or.tant;~.c.IadII.
-More then IOOpoecesd ~ on~-

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