CANADIAN 300 R A I L
& Manitoba R1y.
Lake Manitoba Rly.
& Canal Co.
Morden & North
portage & North
Mi~land R1y. Co.
ewan & Hudsons
Grand Trunk pacific
TABLE C -CHARTERS GRANTED TO RAILWAYS IN MANITOBA
TO PLACED IN
portage Laprairie 1889
International Bdry. Brandon
P. La Prairie
P. La Prairie
portage La Prairie
CANADIAN 301 R A I L
OTHER THAN CANADIAN PACIFIC (1870 TO 1910)
A subsidiary of Northern Pacific (USA), assumed operation
of the Red River Valley Railway in 1888. 1
Amalgamated in 1898 with Winnipeg Great Northern Rly.
under new name of Canadian Northern Railway.
Original charter granted to Winnipeg & Hudsons Bay Rly.
& Steamship Co. Name changed to wpg. Great Northern in
1894. Amalgamated with Lake Manitoba Rly. & Canal Co.
and named the Canadian Northern Rly. in 1899.
Amalgamated with Canadian Northern in 1901.
Amalgamated with Canadian Northern in 1903.
A subsidiary of Northern pacific (USA), turned over to
Canadian Northern under long-term lease in 1901; assumed
by successor CNR in 1919.
1903 Amalgamated with Canadian Northern in 1903.
Jointly owned by Great Northern and Northern pacific (USA).
Purchased by Manitoba Great Northern July 1/09.
Subsidiary of Great Northern (USA).
Turned over to Canadian Nationai
Railways in 1919.
Originally formed through amalgam
ation of Lake Man. Rly. & ~anal ~O.
& Wpg. Great Northern in 1899. Con
solidated with other railwaya to
be<.:ome Canadian National RaihoJays i~)
winnipeg & Northern
Railway Co. Parkmount
R A I L
Ste. Rose du Lac
Source: Canadian National Railways -Volume II by G. R. Stevens.
NOTE 1 _ Order-In-Council Dec. 22/02 approves amalgamation of portage
the winnipeg Transfer Railway Co. and the Waskada and North
~~~: :-.);-i~!!!. ; … g~~.-. ————————————–
;4(:·:::iflE(~ruary 1903, was opened from Carman Junction to Sperling on 5 Oc
·?(:>t:?!-iqer 1901 and Hallboro to Neepawa on 13 November 1902. The exten-
November 1903, respectively, after amalgamation with the Canadian
The Canadian Northern, chartered by the Government of Canada in
1899, resulted from an amalgamation of the Lake Manitoba Railway and
Canal Company and the Winnipeg Great Northern Railway Company, as
noted above. The new Company lost little time in establishing its
presence in Manitoba. It built new lines and extended existing ones.
A complete list of its lines is too lengthy to detail here, but a
listing for the first decade of its existence is given in Table C
of the Appendix.
The Western Extension Railway Company was incorporated by the
Government of Manitoba on 18 March 1903 and was amalgamated with the
Canadian Northern in Octaber of the same year. Construction progres
sed from Portage La Prairie to M&B Junction, near Brandon, and this
77-mile line was opened in May and October 1905. The portion from
Greenway to Adelpha and Thunderhill Junction to the Saskatchewan bo
undary was opened for traffic on 1 April 1906. Although beyond the
1910 limit of this study, the last line built by the Western Exten
sion was from Hallboro to Beulah, opened on 24 June 1911. The station
at this latter place still stands, a few hundred feet from the end
of track. The original plans for the Western Extension were very am
bitious; however, it entered the scene of competitive railroading too
late to achieve any real success and it never fulfilled the stated
aims of its charter which read, in part:
to build from Sperling on the Canadian Northern
Railway southerly and easterly to Morris, then to a
CANADIAN 303 R A I L
& North western Rly. Co., the Northern Pacific & Manitoba Rly.,
Eastern Rly. Co. under the name of Manitoba Railway Company.
point on the Canadian Northern Railway between Ste.
Ann and the northern boundary of the province; from
a point on the Manitoba Railway between Winnipeg and
Portage La Prairie to Brandon; from Swan River along
the valley of the Swan River to the western boundary
of the province; from Minto to Melita, etc.; from
Greenway to the International Boundary; from Fairfax
to Souris, etc.; from Neepawa to Brandon and from
a point on the Canadian Northern Railway Company sou-
th of Neepawa to the western boundary of the pro-
vince, etc …
The Midland Railway Company of Manitoba, incorporated provin-
cially in 1903, was a venture in joint ownership by the Great Nor
thern and Northern Pacific Railways of the United States. Lines were
built from Portage La Prairie to Gretna and from Haskett to Morden.
On 1 July 1909, the Midland was purchased by the Manitoba Great Nor
thern Railway, mentioned above. The Midland retained its switching
trackage in Winnipeg and subsequently obtained running rights over
the Canadian National Railways line from Portage Junction (Winnipeg)
to the International Boundary at Emerson.
The Brandon, Saskatchewan and Hudso~Bay Railway was also char
tered in 1903, building from the International Boundary at Range 16-
18 to Brandon in 1908. This company was a subsidiary of the Great
Northern Railway (USA) and was admirably described by Mr. John Todd
in his article Jim Hills Canadian Railway in the August 1975 is
sue Number 283 of CANADIAN RAIL.
During the ensuing years, the importance of the branch lines
criss-crossing the southern half of manitoba diminished considerably.
Passenger service on all of the branch lines described in this study
is now non-existent, a situation which is directly attributable to
the automobile and the modern highway system. Farmers are, in the
IN THE EARLY PART OF THIS CENTURY, PRAIRIE
cars at a multitude of sidings. One of the
luth,Winnipeg and Pacific Railroad and the
Northern Railway cars. Photo CP Limited,
GRAIN WAS LOADED INTO BOX
boxcars is from the Du
other two are Canadian
majority of instances, now trucking their grain to elevators located
on secondary or primary main-line sidings and, because of the heavier
weight on axles of loaded covered hoppers, old grain elevators are
disappearing from branch lines that cannot support these heavyweight
cars at a steady rate. Some of the branch lines have not seen a tr
ain in years and such is the fate of Canadian Pacifics Carman Sub
division, between Carman and Kronsgart, which has not been used since
1964, although it is still included in the 27 October 1974 CP RAIL
On 1 January 1896, Charles Melville Hays was appointed General
Manager of the Grand Trunk Railway Company of Canada. Tragically lost
in the S.S.Titanic disaster of 1912, Mr. Hays had been proposed as
the president and general manager of a new transcontinental railway,
to be built from Moncton, New Brunswick to Winnipeg and onward to
Port Simpson on the Pacific Ocean, north of todays Prince Rupert.
The entire line was to be known as the National Transcontinental Ra
ilway and was to have an eastern division and a western division.
The National Transcontinental Railway Act was promulgated in
1903 and the western division was incorporated in the same year as
the Grand Trunk Pacific Railway Company. The first sod in the con
struction of the GTP was turned at 0600 hours, 29 August 1905, at a
point described as being some 15 miles north of Carberry, Manitoba.
Although the various construction contracts stipulated that the
GTP was to be ready for operation by 1 December 1908, a shortage of
manpower was the main cause for delay. By the terminal date, the
roadbed had been completed from Winnipeg to Wolf Creek, 121 miles to
CANADIAN 305 R A I L
the west of Edmonton, Alberta. Difficulty had been experienced in
obtaining rail and train service between Manitoba and Alberta did
not begin until 12 February 1911. The first regular service between
Winnipeg and Portage La Prairie began on 2 January 1909, although
service between Portage La Prairie and the Saskatchewan boundary had
started somewhat earlier in 1907.
Unlike the Canadian Pacific and the Canadian Northern, the Grand
Trunk Pacific was built without the benefit of land-grants from the
federal government, but the latter did offer other concessions. The
GTP and the NTR were generally acclaimed as the finest long-distance
railway ever built in North America. Eighty-five-pound rail was used
throughout, instead of the more generally used 65-pound-per-yard type
of that day. The prairie portion of the GTP had a maximum eastward
grade of only 0.4% and a westward maximum of 0.5%.
The Grand Trunk Pacific adopted a remarkably simple procedure
for naming the towns, sidings and operating points along its main li
ne west. West from Portage La Prairie, they were assigned names in
alphabetical order from A to Z. This unique situation was described
in detail in the article Alphabetical Station Stops by S.S .Worthen
in the July 1974 issue Number 270 of CANADIAN RAIL. An inspection of
a modern map of Manitoba, Saskatchewan and Alberta will reveal that
there are still a few stations on the CN main line in their nearly
original order, with the alphabetical cycle, somewhat fragmented,
being repeated three times from Portage La Prairie to Edmonton.
~ PAINT IS PEELING FROM THE WALLS OF THIS CLASSIC NATIONAL TRANSCONTI
nental Railway station at Elma, Manitoba, east of Winnipeg. This part
of the NTR was opened in 1910. The photograph was taken in October,
1973 by G.A.Moore.
CANADIAN 306 R A I L
Although it planned to build branch lines 1 the GTP never con-
structed any in Manitobo
probably because of the lack of financial
support from the provincial government 1 the latter being already
heavily committed to support the rival Canadian Northern Railway.
the GTP shared the Canadian Northerns extensive ter
minal facilities in Winnipeg
the present Union Station being com
pleted in 1911.
The name Canadian National Railways was authorized by the Gov
ernment of Canada in 1918 to d~signate operating procedure of the
Canadian Northern Railway Company and the entrusted Canadian Govern
ment Railwaysl the latter composed of the Intercolonial
Transcontinental and sundry other small railways in the Maritime Pr
Qubec and Ontario. The Cunadian National Railway Company was
incorporated on 6 June 1919 for the purpose of consolidating the
above railways. The Grand Trunk Railway Company of Canada was amal-
gamated with the Canadian National Railway Company on 31 Ja~uary 1923.
During the forty years from 1870 to 1910
most of todays rail
ways in Manitobo)Yere built and this pe_-riod rightfulLy deserves the
title of the Railway Era in Manitoba. New lines were built/through
with perhaps the most ambitious project being the Hudson
Bay Railway from The Pas
Manitoba to Churchill on Hudson Bay. The
509.89-mile line was completed by the Canadian National in 1928-1929
and the first train over the whole line operated on 14-16 Septemberl
1929. This remarkable railway has added new branches over the years
to serve new mining communities in northern Manitoba.
The experience gained in the construction of the Hudson Bay
Railway is being used today to evaluate the possibility of building
a railway down the Mackenzie River Valley from Hay River to Aklavik
in the North West Territories.
Several smaller railways were built subsequently in Manitoba to
serve power projects along the Winnipeg River and to assist in the
construction and maintenance of the City of Winnipegs aqueduct from
the Lake of the Woods.
The diminishing importance of branch lines to the ~gricultural
industry of Manitoba has already been mentioned. There ~Sl however 1
a new emphasis on more diversified industry for the province/of both
primary and secondary type. Indeed
new industry has been established
in various sections and
in some instances 1 this has led to a recon-
sideration by the railways of their abandonment proposals 1 thereby
stimulating further studies to determine whether or not existing
branch lines should be retained and rehabilitated. The final decis
ion to abandon branch lines -and it would appear that close to 90%
of all such lines in Manitoba have been petitioned for abandonment -_
should not be made in haste. Both federal and provincial governments
ALTHOUGH NOT POSITIVELY IDENTIFIEDI THIS APPEARS TO BE A $00 LINE
passenger train southbound across the International Boundary at
about 1910. The white sign
beside the track
apparently marks the boundary line. Photo courtesy Archives of
CANADIAN NATIONALS STATION AT WAWANESA, MANITOBA, WAS BUILT ORIGIN
ally to serve the Northern Pacific & Manitoba Railway, on their Mor
ris to Brandon branch. It is still in use. Photo by G.A.Moore.
seem to be adopting a responsible attitude to this important question
and, -although a temporary government moratorium on railway abandon
ment came to an end early in 1975, there is every indication that
its intent will be respected and perpetuated.
Times change, as the railway companies well know. The Canadian
National, for instance, is presently double-tracking its main line
from Winnipeg to Portage La Prairie, after having abandoned their
grode-separated dual line a few years ago. CP RAIL is also consider
ing the feasability of rebuilding its double-track west of Portage
La Prairie, abandoned some years since. Both railways are actively
examining the possibility of relocating their freight yards in Win-
nipeg, in order to make available for development valuable tracts
of land hitherto occupied by rail facilities.
The economic bose of Manitoba is changing and the r.o.ilways, th
rough innovative consideration of both main and branch lil1.e service,
have on important role in the development and prosperity 6f new,
diversified industry. .
While the railways of Manitoba have come full circle in th~
short span of 100 years, their most prosperous era did not end in
1910 and has not yet really terminated. They will continue to write
their own story in the history books throughout the next 100 years
and beyond, no doubt with special mention of their continuing, im
portant emphasis on energy conservation and environmental protection.
A PORTION OF THE TOWN OF RAT PORTAGE, ONTARIO, ABOUT THE TURN OF THE
century. The Castellated Canadian Pacific station and yard was photo
graphed from the overbridge just west of the station. Later on, this
western Ontario town was renamed Kenora.
Photo coll. Mr. Barry Russell.
R A I L
5 By Section, Township and Range -Tyman, John L.
Assiniboine Historical Society, Brandon, Manitoba, 1972.
Chapter VII, p. 56.
7 Coal Fields of Manitoba, Saskatchew,an, Alberta and East-
ern B.C. -Dowling, D.B., Canada Department of Mines;
1914, p 7.
8 Along the Old Melita Trail -Reekie, Isabel
Saskatoon, 1965: Memoirs of G.F.Morrison, first Canadian
Pacific Railway agent at Pierson, Manitoba.
Hopper, A.B. & Kearney, T.,
Tyman, John L.
The Marvellous Achievements of the Nine-
teenth Century -ca. 1900.
Frontispiece missing; identity of author
and publisher unknown.
Synoptical History of Organization,Cap
ital Stock, Funded Debt and Other Gen
eral Information: Canadian National Ra
ilways: as of December 31, 1960.
Canadian National Railways: Volume II,
Towards the Inevitable (1896-1922)
Clarke, Irwin & Company, Toronto, 1962.
By Section, Township and Range
Assiniboine Historical Society, Brandon,
~ IN 1904, THE CANADIAN PACIFIC RAILWAY BUILT THE MONUMENTAL STATION IN
Winnipeg which has become so well-known to travellers. This view of
the stations imposing facade was taken from Sir William Whyte Park,
longtime display site of Joseph Whiteheads equally famous Countess
of Dufferin. Photo colI. Mr. B. Russell.
lr 111t¥l ~
fter the tremendous, stupendous trip of ex-Nickel
Plate Berkshire Number 759 to Promontory, Utah
~ in 1969, most enthusiasts concluded that any other
special trains powered by this famous locomotive
would be a little anticlimactic. It was with regret,
intermingled with relief and peace of mind, that the
news was received that Number 759 would be returned
to Steamtown, U.S.A., near Bellows Falls, Vermont,
What no one could have anticipated was the energy and persis
tence of those steam locomotive enthusiasts who were determined to
put Number 759 back on the main line somewhere, just one more time~
They finally did it. On October 27, 1973, Number 759 and train
headed north from Boston, Massachusetts, over the rails of the Bos-
ton and Maine Corporation, to Concord, New Hampshire and White
River Junction, Vermont, with a full load of wildly excited en-
thusiasts. Complete with extra tender, Number 759 layed down a
long cloud of bright, white smoke and steam, along the edge of
Mascoma Lake, New Hampshire, on the way north.
At White River Junction, Number 759 rolled north on the B&M
iron across the White River into the Town of Hartford, Vermont, in
the processing of wyeing the train for the run north. She was photo
graphed in a foreground filled with ex-Boston and Maine Railroad
4-4-0, Number 494 -and her caboose -for many years a static dis
play in Hartford.
Without doubt, the most magnificent view of Number 759 and her
train was that obtained from the east bank of th~ White River at West
Hartford, Vermont, the following day, after the special had run north
to the State Capital City of Montpelier, Vermont. On the historic br
idge 7.3 miles north of White River Junction, the Central Vermont Ra
ilways main line crosses the White River. In the afternoon sunshine,
the 759 Special rumbled over this famous bridge, on and over the
original piers which, in the 1850s, supported a multi-span, wooden,
Not much less impressive was the scene at the through-truss cr
ossing of the Dog River at Northfield, Vermont, on the southbound
run on October 28. Number 759 moved her train up to the summit be-
yond Northfield at a grisk rate, her white flags snapping in the
Although some people thought the cost of a seat on the
Special was a little steep, the two-day venture over the 8&M
CVR lines was a great success, which suggested that in 1973
popularity of the steam engine and steam-hauled exc~rsions w;s
great as it ever was.
In the intervening months, many other things have happened. The
D&H has acquired two Baldwin sharknoses, now in freight and ex-
cursion service. The American Freedom Train has visited most east-
ern state capitols with ex-Reading steam engine Number 2101 on the
head-end and the four famous D&H PA Is are on their way to becoming
PA 4s, with Number 16 leading the way.
And on June 21, 1975, ex-NKP Number 759 paused in Mechanicville,
NY, returning to Bellows Falls, VT, via East Deerfield and the 8&M ,
after an extended stay at the D&H roundhouse at Rouses Point, NY.
It is thus reasonoble to suppose that some enthusiastic rail-
road society will haul Number 759 out again, one of these days, pol-
ish and fire her up and take her out on the high iron -just one
WHEN THE NEW SYSTEM PUBLIC TIMETABLES FOR CP RAIL AND CANADIAN NA
tional Railways emerged in April 1975, Mark Paul, our mem
ber in Vancouver, B.C. was mystified to find that CN seem
ed to have reverted to their August 1936 transcontinental times for
Trains 1-2, the Supercontinental and Trains 3-4, the Toronto por
tion thereof. Responding to a question, a spokesman for CN said that
extensive track maintenance work in central and western Canada neces
sitated a reduction in the average speed of the Supercontinental
for this summers operation. It is expected that the total time from
Montreal to Vancouver will be reduced when the maintenance program ~s
CP RAIL has rescheduled the Canadian to a morning departure
from Montreal and a similar increase in total transcontinental time
to Vancouver. This new schedule was advertised as providing more con
venient rail service to Ottowa, with an early afternoon arrival, and
the earlier schedule through the Rockies and Selkirks, west of Cal
gary, with the opportunity of seeing more of the Rockies, was featur
Both railways had distances in the system public timetables in
miles and kilometers, but not in the Montreal commuter schedules,wh
ich clung tenaciously to the English system.
John Welsh noted at once that CNs new folder did not show Tra
ins 18-19, the Chaleur, so it appears that the Scotian, Trains
11-12, will continue to handle the traffic, in sections if required.
Rumors are flying that, come October 1975, CNs Scotian will
travel to Halifax via Sherbrooke to Lennoxville, where it will take
CP RAILs Short Line to Megantic, McAdam and Saint John, New Bruns
wick, regaining its own rails for the trip to Moncton on the main
line for the onward trip to Truro and Halifax. This would allow CP
RAIL to withdraw the Atlantic Limited, Trains 40-41, for the winter
months. It is probable that summer 76 passenger traffic will re-
quire the restitution of the Atlantic Limited on CP RAIL and the
rerouteing of the Scotian via Levis and the Matapedia Valley-Camp
In the meantime, the rumor mill continues to grind out dire pre
dictions for transcontinental train service on both CN and CP RAIL,
but it is likely that travel to and from the summer Olympic Gomes in
Montreal will dissuade Transport Canada and Minister Jean Marchand
from taking any definitive action until summer-77 at the earliest.
PREMIER DAVIS OF ONTARIO SAYS TORONTOS UNION STATION WILL BE EXPAN
ded to serve as a new transportation terminal for metro
politan Toronto. Mayor David Crombie, committee member,
said that the original proposal for the $ 1.5 million Metro Centre
development is dead.
CANADIAN 319 R A I L
DURING THE EARLY PART OF JULY 1975, MLW INDUSTRIES DELIVERED EIGHT
M-420 B units to the British Columbia Railway; they were
assigned rood numbers 681 to 688. These are the first
booster type units delivered by MLW Industries and are intended
to be used as mid-train helpers: hence, the letters RCL before the
rood number, meaning radio-controlled locomotive. Pierre Patenaude
photographed Number 685 at Montreal Yard, CNR, on 5 July 1975.
BRITISH COLUMBIA RAILWAY REPORTED ON 28 MAY 1975 THAT THE FIRST TWO
of 400 wood-chip railcars rolled off the production line
at the new Squamish, B.C. plant. The wood-chip cars are
to be followed by 500 bulkhead flatcars to transport lumber products.
CANADIAN NATIONAL RAILWAYS HAS APPROACHED THE CITY OF EDMONTON ABOUT
the development of 85 acres of CN property in downtown Ed
monton. Tentative plans for the property include a trans
portation corridor to protect passenger train access to the station
and provide a right-of-way for the projected northwest arm of Ed-
montons rapid-transit system.
CANADIAN NATIONALS COWICHAN SUBDIVISION ON VANCOUVER ISLAND APPEARS
to have suffered additional erosion from highway con-
struction, IHites John Hoffmeister of Victoria. On a
Tuesday in April 1975, the Tidewater Subdivision, Cowichan Bay to
Deerholme and that port of the Cowichan SiD from Deerholme to Youbou was
still in operation, with a roughly semi-weekly freight making the
turn, handling about 20 cars per week or less.
CANADIAN 320 R A I L
Power on the Island is generally one of the G-12s, Number 991 or
992, but, once in a while, an SW-9 appears.
The Victoria-Deerholme portion of the Cowichan SiD is severed in
four places by road construction, resulting in three completely iso
lated sections of abandoned railway in the first 10 miles, disused for
nearly 10 years and heavily overgrown with weeds and bushes. The
equipment of the Victoria Pacific Railway, the tourist line which used
to operate on this stretch, is trapped in one of these segments.
John wonders why 10 miles of salvageable rails have been left
in place for so long. Further north, towards Deerholme, two bridges
have collapsed; it is probable that the entire Cowichan SiD from Vic
toria, 58.2 miles north to Deerholme, will never be re-opened.
LATE IN JULY, MLW INDUSTRIES COMPLETED AN ORDER FOR FIFTEEN M-420 TR
diesel units for the Ferrocarril Del Pacifico (1800 hp.)
These units are equipped with Adirondack AAR Type B
trucks and control stand located on the left side of the cab. Here
is FCP Number 523 dead in a train at Montreal Yard on 20 July 1975.
Pierre Patenaude sends the picture and the information.
NOW THAT THE BALDWIN UNITS OF CP RAIL HAVE LEFT VANCOUVER ISLAND,THE
Nanaimo CP RAIL ALCO switcher, Number 7112, a sister unit
to Number 7115, the power for WORK-TRAIN TO TYE by Hal
Riegger in the March 1974 issue Number 266 of CANADIAN RAIL, handles
maybe a dozen cars a week from Osborne Bay Junction, CP RAIL, to the
large pulp mill of British Columbia Forest Products at Crofton,a bit
more than 2 miles away. Because of weight restrictions on the spur,
CP RAIL GP 9s are not permitted to work portions of main-line Trains
51 & 52 over the spur. Rail service to the mill is only required once
CANADIAN 321 R A I L
or twice a week, since most of the traffic moves directly from BCFP
facilities at Crofton by cor-barge.
LOGGING OPERATIONS AROUND CHEMAINUS, LADYSMITH AND CROFTON ON VAN
couver Island sure arent what they used to be, observes
John Hoffmeister. Until December 1969, logs from MacMil
lan Bloedels Nanaimo River Camp were hauled over their own terminal
railway 16.5 miles by steam locomotives to the junction with the
Esquimalt & Nanaimo Railway (CPR) at Ladysmith, where the CPR picked
up the loads for the intermediate 9-mile haul to Chemainus,where an
other M-B steam engine took them down the switchback to the log
dump. Today, only Crown-Zellerbach schedule log-trains in this area,
using one ex-Delaware & Hudson RS 3 for motive power.
THE CANADIAN TRANSPORT COMMISSION AUTHORIZED CANADIAN NATIONAL RAIL-ways on
21 July 1975 to abandon (a) the Pickering town
spur at Mile 311.1 of the Kingston SiD and about 6.5 miles
of the Penetang SiD, from Hendrie to Elmvale, Ontario. The Pickering
spur is 0.7 miles long and is unusual in that it is one of two roil
lines which cross Highway 401 -the Macdonald-Cartier Freeway -at
g ra de.
FROM CAPE BRETON ISLAND, BARRIE MACLEOD WRITES THAT MORE NEW DIESELS
have °arrived at Sydney, this time for the Sydney Steel
Corporations internal railway. The first one to arrive
was a 36-inch-gauge GE centre-cab unit, resting comfortably on a
flat cor in the consist of CN freight Train 410. According to the
builders plate, this unit was built by GE in 1952 and rebuilt in
February 1975. The unit has two GE 741 prime movers.
DOMTAR SW 2 WAS ONCE CANADIAN NATIONAL RAILWAYS NUMBER 7961,B/N 5157
built 28 November 1947. The unit was sold to DOMTAR in November 1966,
and was captured on film at Montreal Yard, in transit, on 1 March 1975.
Pierre Patenaude sends us the picture and the information.
CANADIAN 322 R A I L
ROLLING DOWN THE HILL TO BAYVIEW JUNCTION, AT DUNDAS, ONTARIO, TEMPO
Train 146, CNs flyer from Windsor and London to Toronto,
was snapped by H.L.Holland of Hamilton on 1 March 1975.
JEAN-MICHEL LECLERCQ, OUR EUROPEAN REPRESENTATIVE, REPORTS THAT AFTER
1 September 1975, the French National Railways will place
in service TURBOtrains between Geneva,Grenoble and Valence.
At the outset, there will be three Geneva-Valence trains, with one
from Geneva to Grenoble. In the northbound direction, there will be two
Valence-Geneva trains and two Grenoble-Geneva trains, the latter
taking 2.02 hours. After 28 September, the Catelan express from Ge-
neva to Barcelona will run via Lyon and not via Grenoble, with a
consequent acceleration of 30 minutes in its schedule.
THE GLOBE & MAIL OF TORONTO SAID ON 2 AUGUST 1975 THAT ONTARIO CANNOT
wait for the federal government to make up its mind whe
ther or not it will partially pay for the new double-deck
er coaches for GO Transit. John Rhodes, Ontarios Minister of Trans
portation, said that Ontario would just have to find the money some
where else for the 80 double-deckers, costing upwards of $ 25 mil
lion, to be added in mid-1977 to increase the lines capacity by 75%
while not adding to the length or number of GO trains. Contracts for
these cars were to be awarded in September; tenders have been re
ceived from Hawker Siddeley Canada Limited of Thunder Bay and Canadian
Vickers Limited of Montreal.
PIERRE PATENAUDE SENDS US COMPARISON PHOTOGRAPHS TO ILLUSTRATE CANAD
ian National Railways new paint scheme for its units. The
cabs are bright orange-red, with the CN logo on the nose;
the long hood has black and white stripes, with a yellow reflector
band on the frame. RS 18 Number 3117 posed at Montreal Yard on 9 March
1975, while M-636 Number 2310 was photographed by Pierre at the
same location on 28 March 1975.
ON BEHALF OF THE OFFICERS AND MEHBERS OF THE ASSOCIATION, THE STAFF
of CANADIAN RAIL would like to congratulate Mr. Morvin A. Davi$, the
Chief Rood Foreman of Engine, for the Delaware &. Hudson Railway, who
been honoured by hi. Co~pony by having the rebuilt PA 4 diesel u
nit Number 16 named after hill. Mr. Dovi$ has been with the D&H for 34
years and Mr. Bruce Sterzing, President and Chief Executive Of_
icer of the D&.H was very pleosed to recognize Mr. Oovisocco.plish
lIents in this fashion. Jim Shaughnessy took Hr. Davis photograph in
ngineers ,eat of NUliber 16.
is published monthly by the
Canadian __ icaI Association
P.o. 8o.r. 22, Station B, Montrell.~CanedlVH38 3J5
Editof;s.s.~ Production; P.1AJIl>hy
CALGARY & SOUTH WESTERN
L,H.U .. in, Sec,..tory 1727 23rd. Avenue N.W, Col;,) Alta,12K
!I.R.Linley,Socretory P.O.Bo~ !41,Station .to Ott,,o,Conodo KIN
R.H.Hey S,crlla) P.O,!. l006,Stotion A Vantowv.t,B.C.V6C
J ..lIei ~ 1.,5 Ie utory. P. O. Box 6102,5 tat ion C, EdOlonton,Al to. T SB 4XS
TOROJITO 4 YORK DIVISlON
P,Shugold,Secutory P.O. Box 589, Teulnol A Toronto,Ont.tI!!iW
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