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Canadian Rail 397 1987

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Canadian Rail 397 1987

Canadian Rail ;8


No. 397
MARCH-APRIL
1987

Published bi -monthly by the Canadian Railroad
Historical Association P.O. Box 148
St. Constant P.Q.
JOL 1 XO. Subscription rates $25.00
($ 22.00 US funds if outside Canada)
EDITOR: Fred F Angus
CO-EDITOR: M. Peter Murphy
OFFICIAL CARTOGRAPHER: William A Germaniuk
LAYOUT: Michel Paulet
FRONT COVER:
Late in 1986 VIA Rail took delivery of the first of its new
passenger locomotives. This vivid night v
iew shows No. 6400,
the first of the new units, together with Alco(M.L. W.) No.
6773 on train No. l/, the Atlantic , atSaintJohnN.B. on
February 14 1987.
Photo by David Morris.
INSIDE FRONT COVER:
The Atlantic , No. 11 westbound, engine 6400 meets its
counterpart No.
12 eastbound, engine 6418 at Jackman
Maine in the early hours of February 15 1987. The first and
second -to -last units of the series are about to pass.
Photo by David Morris.
Not even a scratch
on thepaint of the controls ofbrand new VIA
/ocomotive6400 as it waits
atJackman Maine on February 15
1987.
Photo by David Morris.
ISSN 0008-4875
NEW BRUNSWICK DIVISION
P.O. Box 1162
Saint
John.
New Brunswick E2 L 4G 7
ST. LAWRENCE VALLEY DIVISION
P. O. Box 22 Station B
Montreal. Que. H3B 3 J5
TORONTO & YORK DIVISION
P.
O. Box 5849. Terminal A.
Toronto. Ontario M5 W 1 P3
WINDSOR· ESSEX DIVISION
300 Cabana Road East.
Windsor. Ontario N9G 1
A2
GRAND RIVER DIVISION
P.O. Box 603
Cambridge. Ontario N1 R 5 W1
NIAGARA DIVISION
P.O. Box 593
St. Catharines. Ontario L2 R 6 W 8
RIDEAU VALLEY DIVISION
P.O.
Box 962
Smiths Falls. Ontario K 7 A 5 A 5
ROCKY MOUNTAIN DIVISION
P.
O. Box 6102. Station C.
Edmonton. Alberta
T5B 2 NO
CALGARY & SOUTH WESTERN DIVISION
60 -6100. 4th Ave. NE.
Calgary. Alberta
T2 A 5Z8
CROWSNEST & KETTLE· VALLEY DIVISION
P.O. Box 400
Cranbrook. British Columbia V1 C 4 H 9
PACIFIC COAST DIVISION
P.
O. Box 1006. Station A.
Vancouver. British Columbia V6C 2P1
KEYSTONE DIVISION
14 Reynolds Bay
Winnipeg. Manitoba R3 K 0 M 4
KINGSTON DIVISION
P.
O. Box 103
Kingston. Ontario K 7 M 6
P9
Le Ptit Train du Nord
Montreal/ Labelle/ Mont-Laurier
1876-1981
par: Daniel Poirier
LIDEE QUI DONNA NAISSANCE AU PTIT TRAIN
du Nord fut d abord d ordre pratique. Peu apres les annees
1850, nous sommes en plein bourn de la colonisation. La
situation agricole dans Ie Bas-Canada etait vraiment acca­
blante. Les seigneuries etaient sous-divisees au maximum et les
terres ne pouvaient plus nourrir une famille entiere.
A cette
e
poque, la fertilisation Hait peu connu au Bas-Canada et les
peres
de famille n avaient pas assez grand de terrain a donner a
leurs enfants. Ceci a eu comme resultat qu un grand nombre de
jeunes quebecois sont partis et ils sont alles
chercher du travail
dans les villes industrielles de I Etat de la Nouvelle-Angleterre,
aux
Etats-Unis. Pres dun demi-million de personnes ont ainsi
THE IDEA WHICH GAVE BIRTH TO THE LITTLE
Train of the North was, from the first, practical. Soon
after the
1850 s we were in a colonization boom. The
seigniories had been divided to their maximum and the land was
unable to
support the entire family. At this time the fathers of
Lower Canada did not have enough land to give to their children,
so many young people
went to New England in the United States
to find work
in the industrial cities. Almost half a million persons
left
Quebec in the 19 th century to seek their fortune.
The Provincial government and the church favoured building
new railway lines to colonize
Quebec and keep the young people
in the province. The Jesuits and the government set on foot a
Void la gare de St-Martin Jet photographiee dans l apres-midi du 25 janvier 1986.
The station at St. Martin Junction
on the afternoon of January 25, 1986.
Toutes les photographies sont de Daniel Poirier, a moins dindications contraires.
All photographs by Daniel Poirier unless indicated otherwise.
CANADIAN
41
R A L
l

Voici limpressionnante gare Jean-Talon, a Montreal, photographiee Ie 2 mars 1986. Plusieurs voyageurs qui se
rendaient dans les Laurentides prenaient
Ie Ptit Train du Nord a cette gare.
The impressive Park A
venuel Jean Talon station photographed on March 2, 1986. Many travellers to the Laurentians
took the train at this station.
quittes la Province de Quebec au XIXe siecle pour trouver du
travail ailleurs.
Le
Gouvernement Provincial et lEglise voyaient done dun
bon oeill etablissement de nouvelles lignes de chemin de fer afin
de coloniser
Ie Quebec et ainsi garder les jeunes dans la
Province.
Les Jesuites et
Ie Gouvernement ont done mis sur pied une
politique de colonisation de la
Rive-Nord du St-Laurent des
Laurentides
et de lOutaouais.
II fallait donc un chemin de fer pour coloniser ces terres.
Frans;ois-
Xavier-Antoine Labelle, cure de St-Jerome, est
devenu Ie principal promoteur du projet de chemin de fer. II fut
un homme remarquable dans
Ie deve]oppement des Laurentides.
II y fonda personnellement quelques 60 communautes.
Le 5 avril 1869, on passa un bill de subvention pour les
chemins de fer, la
Montreal Northem Colonization Railway
Company vit Ie jour et a ete incorporee pour construire un
chemin de fer entre Montreal et St-
Jerome. Le Gouvernement
allait done payer 60% des frais de construction jusqua un
maximum de $5000 par mille. La subvention etait payee en
terres inhabitees qui pourraient etre revendues
au Gouvernement
a raison de. 70¢ I acre. La naissance du Ptit Train du Nord est
done en bonne voie!
Cependant, la faillite bancaire de 1873 rend it difficile la
vente de bons. Le resultat fut que la construction continua
lentement
et s arreta completement en 1875 . policy
01 colonizing the North shore of the St. Lawrence, the
Laurentians and the
Ottawa river valley. Fran~oix -Xavier­
Antoine Labelle,
Cure of St. Jerome, was the principal
promoter
of the railway line. He was a remarkable man in the
development
of the Laurentians having founded personaly some
60 communities.
April 5 1869 a bill was passed incorporating
the Montreal
Northern Colonization Railway Company to build a line from
Montreal to St. Jerome.
The government would pay 60% of the
construction cost up to a maximum
of$5000 per mile. The grant
was paid in lands which be
re-sold to the government for70¢ per
acre. The Little Train of the North was on the way!
However the depression
of 1873 made it difficult to sell the
bonds.
The result was that construction proceeded slowly and
stopped completely in 1875. In
1874, during this disturbing
period, it was decided to modify the
charter because it was
desired to build along the north
shore of the Ottawa river. In
1875 its name was changed to
the Montreal Ottawa and
Occidental
Railway.
In 1875 the Conservative government of Charles Boucher
gave help to the project. However instead
of direct help to the
promoters, the government transferred, in
November 1875, the
rights and franchises
of two railway companies: The Montreal
Ottawa and Occidental, and the North Shore Railway (between
Montreal and Quebec City) to contractors who would build
them and relieve the government
of all debt. The two companies
CANADIAN
42
R A L
CANADIAN
43
R A L
This map, dated 1911, shows the entire route 0/ Le Ptit Train Du Nord from Montreal to Mont Laurier, soon after the lines
completion. The map was prepared by Canadian Pacific as
part o/a/older intended to promote the region in this era be/ore the ski
trains.
Collection
0/ Fred Angus.
CANADIAN 44 R A I L
SCALE OF MIL[.5
J e t 10
C~fQ,(Jf~.unnMOUl lbolt ~
0,1t c.i.panln· –n
COIIIII,~d
r.W_~
En 1874, durant cette periode perturbee du chemin de fer, on
decida de modifier la
charte parce qu on voulait construire une
ligne
Ie long de la Rive-Nord de la riviere Outaouais. On
changea donc, en 1875, son nom pour celui de Chemin de fer
de Montreal,
Ottawa et Occidental .
En 1875, Ie Gouvernement Conservateur de Charles
Boucher
est donc venu au secours du projet. Cependant, au lieu
d aider avec des subventions, Ie Gouvernement transferra, au
mois de novembre
1875, les droits et les franchises des deux
compagnies ferroviaires
( Chemin de fer de Montreal, Ottawa
et Occidental et North Shore Railway Company -entre
Montreal et Quebec) aux entrepreneurs qui les construisaient,
qui a leur tour relevaient
Ie Gouvernement de toute dette. Ainsi,
les deux compagnies se sont fusionnees pour devenir
Ie
.< Quebec, Montreal, Ottawa and Occidental Railway. Par la
suite, on continua la construction du chemin de fer
et la section
entre Montreal
et St-Jerome fut la premiere a etre achevee par
I entrepreneur McDonald.
Cette section de chemin de fer ouvrit otliciellement Ie
dimanche, 8 oClobre 1876. Un convoi special, debordant de
hauts dignitaires,
Ie Premier Minislre Boucher et Ie Cure
Labelle en tete, roula majestueusement en gare de St-Jerome.
Aux pieds de la rutilante locomotive, une grande fete a eu lieu,
marquee
par de brill ants discours. Pour cette occasion historique,
la mere du Cure Labelle
servit un delicieux rep as aux invites
dans
Ie presbytere de la paroisse.
Cependant, Ie service reguJier ne commen~a que Ie lundi, 16
oetobre J 876, sous les hospices de I entrepreneur. A ce
moment-la, un train mix te (passagers et marchandises) partait
alors quotidiennement de la gare Hochelaga (situee dans
Ie Sud­
Est de Montreal) a 17 h30 (5: 30 pm) et se rendait a St-Jerome
90 minutes plus tard. Le train revenait a Montreal Ie lendemain
et
il partait a 6hOO du matin de St-Jerome.
La gare Hochelaga Hait Ie terminus a Montreal. Cette
derniere etait situee a I angle des rues Ste-Catherine et
NOlls appercevons la gare de Prevost(Shawbridge) qui a ete
protegee contre
Ie vandalisme. Cette photographie a ete prise
dans
/ apres-midi du 22 mars 1986. A noter la banderole
sur Ie cote de la gare portant Ie message Sauvons nos Gares .
The station at Prevost (Shalvbridge) on March
22, 1986. This
station
is protected against vandalism. Note the banner
reading Sauvons Nos Gares (Save our Stations).
were combined and became the Quebec Montreal Ottawa and
Occidental Railway.
The section between Montreal was build by a contractor
named McDonald and was officially opened on Sunday October
8, 1876. A special train carrying high dignataries rolled
majestically into the station at
St. Jerome. Chief among the
guests present were Premier Boucher and
Cure Labelle. For this
historic occasion the mother
of Cure Labelle served a delicious
meal to the guests in the
presbytary of the parish.
However regular service did not begin until Monday October
16 1876 when a mixed train departed from Hochelaga station, in
southeast Montreal, at 5:30 P.M. and arrived at St. Jerome 90
minutes later. The train returned to Montreal the next morning,
leaving St.
Jerome at 6:00 A. M. The Hochelaga station was
situated at the corner of St. Catherine and Harbour streets. To
reach St. Jerome the train, in later days went by way of Mile
End (station burned Jan. 5 1986), Park Avenue, Bordeaux,
Laval Des Rapides, St. Martin, St. Rose, Ste. Therese, St.
Janvier, St. Jerome.
In 1882 the government of Adolphe Chapleau decided to get
out of the railway business. The Canadian Pacific, then building
its transcontinental line, wanted to reach
Montreal so it bought
the western end
of the Q.M.O. & O. Then the C.P.R. built a
line from
Hochelaga to the new Dalhousie Square station in
downtown Montreal. This station was completed and opened in
December 1882. It should be noted that the Dalhousie Square
station has been closed for many years, but
it is now in the
process
of being completely renovated. This work is not yet
completed as this article
is being written. The trains for St.
Jerome began to use this station until they were transferred to
Place Viger in 1898 and to Windsor station in 1951 .
On May 25 1883 the name of the railway was changed to
Montreal and Western Railway Company and gradually
extended its line northward. Ste. Adele was reached on
September 28, 1891 , Ste. Agathe on September 1 , 1893, and a

=-
Voici la gare de Mont-Rolland/Ste-Adele tel quelle
appara[ssait dans /apres-midi dll 22 mars 1986.
Mont Rolland/ Ste. Adele station on March 22, 1986.
Ie ptit train du nord
Harbour. Pour se rendre a St-Jerome, Ie train partait de la gare
Hochelaga et les arrets se trouvaient
a Mile End (gare detruite
par Ie feu Ie 5 janvier 1986), Park Ave., Bordeaux, Laval des
Rapides, St-Martin, St-Martin Jet, Ste-Rose, Ste-Therese,
St-Janvier et St-Jerome.
En 1882, Ie Gouvernement d Adolphe Chapleau decida de
se defaire du chemin de fer. Le
Canadien Pacifique, qui
construisait alors
sa ligne transcontinentale, voulait atteindre
Montreal et acheta la section
ouest du Quebec, Montreal,
Ottawa & Occidental Railway. Cest alors que Ie Canadien
Pacifique a commence la construction
dune section de chemin
de fer( vers Iouest, longeant
Ie fleuve St-Laurent), a partir de la
gare Hochelaga pour atteindre Ie Centre-Ville de Montreal. Le
nouveau terminus,
connu sous Ie nom de Dalhousie Square
Station , se trouva a I angle des rues Notre-Dame et Berri (cote
sud-est), dans Ie Vieux-Montreal. Cette section fut completee
en decembre
1882.
d::ek later service began to Summit Lake. Finally on December
4, 1893 the terminus was established at Chute aux Iroquois
which
had just been named Labelle in honour of Cure Labelle
who had died in 1891. Meanwhile the
Canadian Pacific had
leased the
M. & W. in 1890 and purchased it outright on March
25,1897.
Under C. P. R. ownership construction continued in the early
20 th century. On November 30, 1903 the rails reached
L Annonciation, and continued on to Nominingue by June 27,
1904. In 1907 work began on the last ex tension, to Mont
Laurier, and on the beautiful autumn day of October 5, 1909 the
Little
Train of the North steamed into Mont Laurier (also
then called Duhamel, but renamed in honour of Prime Minister
Sir Wilfrid Laurier) to the acclamations of a crowd who had
come to see the arrival. The last 34 .74 miles had been built by a
company called the Northern Colonization Railway Com­
pany which had been incorporated on July 10, 1899 and which
A noter que la gare Dalhousie est fermee depuis tres
iongtemps au public voyageur.
Heureusement, elle na pas ete
demolie et elle est conser vee
par Ie Ministere des Affaires
Culturelles du
Quebec. Depuis longtemps, Ie toit de la gare
avait
cependant ete modifie et on y retrouvait une plaque
rappelant
Ie depart du premier train transcontinental de cette
gare.
Au cours de I ete 1986, on a procede a la renovation
complete de cette ancienne gare. Les travaux netaient pas
encore completes au moment ou
j ai prepare cet article.
Les trains
pour St-Jerome partaient donc, en 1882, de la
ga
re Dalhousie, directement en face du futur emplacement de la
gare Place
Viger. Ayant, a ce moment-la, la charte de la
compagnie,
Ie Canadien Pacifique a pu alors continuer la
construction vers
Ie Nord. Le 25 mai 1883, la compagnie,
pouvant construire
un chemin de fer entre St-Jerome et Labelle,
modifia
Ie nom Montreal, Ottawa and Western Railway Co
pourdevenir la Montreal and Western Railway Company.
Le chemin de fer entre St-Jerome et Labelle a eli! complete
par etape. Ainsi, la section entre St-Jerome et Ste-Adele (18
milles) ouvrit officiellement
Ie 28 septembre 1891. On completa
alors
la construction du chemin de fer jusqu a Labelle en 1893.
Le
Ie, septembre, on a ouvert la section entre St-Jerome et Ste­
Agathe (30.5 millcs) et une
semaine plus tard, soit Ie 8
septembre, commen<;:a
Ie service ferroviaire entre St-Jerome et
Ie lac Sommet, un total de60 milles. Enfin, le4 decembre 1893,
on a
ouvert la section integralejusqua la Chute aux Iroquois,
maintenant appele
Labelle. Le Canadien Pacifique louait la was leased by
Canadian Pacific on January 1 , 1905 to a term of
999 years. So the railway had accomplished its destiny, had
opened the
Laurentians to colonization and was preparing for
the future coming
of the ski traffic.
In the 1920s Herman Jack Rabbit Johannsen from
Norway was the first developer of skiing in the Laurentians. He
established the Maple Leaf trail, 90 miles long, which
stretched from
Shawbridge to Mont Tremblanl. Soon skiing
transformed the way
of life of the Laurentians, and, in the
1930
s, little by little, cars of merchandise gave way to cars of
passengers. In contrast to the serious colonists of earlier times,
the new travellers
boarded the trains laughing, and with their
long pairs of skis.
For the next 25 years the Little Train of the North was at the
heart of the festivities. There were memorable nights when one
could count up to 12 cars behind the locomotive, and some
Fridays six or seven trains left Montreal for the Laurentians. A
second locomotive
sometimes helped the train up the grade near
Ste. Marguerite station. Then, at the end of the 1960 season the
train, a victim
of the car and bus, was reduced to only three days
a week, often provided by a rail diesel car.
To celebrate the 100 th birthday of Herman Jack Rabbit
Johannsen, a group of friends decided to organize, in 1975 a
party to pay homage to the living legend that he represented. On
March 9, 1975 the Jack Rabbit Special Ski Train carried
more than 1000 skiers from Montreal to Val David. This train
was
made up of seven double-decker commuter cars which left
En cette apres-midi du 22 mars 1986, voici La gare de Ste-Agathe. A remarquer que cette gare n a pas ete protegee contre
Ie vandaLisme puisqu un petit commerce s est installe dans La partie arriere de La gare.
The station at Ste. Agathe
in the afternoon of March 22, 1986. A small store is installed in the rear part of the station.
CANADIAN
48
R A L
Montreal and Western Railway Company entre 1896 et
1897. Le 25 mars 1897, Ie Canadien Pacifique a achete au
complet cette me me compagnie avec ses voies ferrees all ant de
St-Jerome 3 Labelle. Ainsi, la courageuse ascension du Ptit
Train du Nord Ie menait maintenant juSqu3 Labelle.
Par la suite, on assistait Ie 30 novembre 1903, 3 I inauguration
de
13 milles de voies ferrees entre Labelle et I Annonciation et
de 10 miJles de voies ferrees entre
I Annonciation et Nominingue
Ie 27 juin 1904.
Des 1907, on commen~a 3 construire une voie ferree entre
Nominingue et Rapide 3 lOrignal, maintenant appele Mont­
Laurier. Le 15 septembre 1909, la derniere section du chemin
de fer fut completee. Le 5
octobre 1909, en pleine maturite et
par une belle journee dautomne, Ie Ptit Train du Nord se
dirigea vers
Mont-Laurier (alors appele Duhamel) et il entra en
gare de
Mont-Laurier sous les acclamations de la foule venue Ie
voir arriver. II y avait donc un service completjusqu a la ville de
Duhamel, auparavant connu sous Ie nom de Rapide a 1.Orignal
et
maintenant appele Mont-Laurier. Le Ptit Train du Nord est
rapidement devenu Ie meilleur ami du colon et Ie reve du Cure
Labelle commen~ait 3 devenir une realite. De plus en plus
d emplois devenaient disponible pour les residents de la region.
Ces 34.74 milles de chemin de fer avaient ete incorpores Ie 10
juillet 1899 comme etant la Compagnie de chemin de fer de la
Colonisation du Nord. Le Canadien Pacifique a ensuite loue
cette compagnie Ie ler janvier 1905 pour une periode de 999
annees.
Ainsi, Ie Ptit Train du Nord accomplissait sa destinee, soit
douvrir les Laurentides
11 la colonisation et preparer I avenement
du~ki.
Vels les annees 1920, M. Herman « Jack Rabbit» Johannsen,
venu de Norvege, fut Ie precurseur du developpement du ski
dans les Laurentides.
Cet homme qui filait comme Iecair sur
ses deux skis en hiver, croisa un jour de fevrier Ie chemin de fer
du
Ptit Train du Nord. Pour lui, ce fut Ie coup de foudre. II
comprit tout de suite que Ie Ptit Train du Nord ouvrait la voie au
plein air.
M. Johannsen a donc etabli une piste de ski de fond
longue de
90 milles. Cette piste appetee la «Maple Leaf»,
debutait a Shawbridge, se terminait au Mont-Tremblant, et
etait
con~ue de fa~on a alimenter toutes les gares du Ptit Train
du Nord. Ainsi, Ie ski allait completement transformer la
vocation des Laurentides.
Dans les annees 1930, petit a petit, les wagons de
marchandises cederent leur place aux wagons de passagers.
Constrastant avec les colons severes des premiers temps, ces
nouveaux voyageurs
montaient a bord des trains en riant,
accompagncs de leurs longues
paires de ski.
Pendant les 25 annees qui suivirent, Ie Ptit Train du Nord
fut au coeur de la fete. 11 y a eu des nuits memo rabIes OU I on
pouvait compter jusqu a 12 wagons derriere la locomotive 1000.
Ces vendredis-Ia, six ou sept trains quittaient Montreal pour les
Laurentides. Une seconde locomotive ctait accrochee au Ptit
Train du Nord a la gare de Ste-Marguerite parce qua partir de
la,
~a montait trop raide!
Puis, a la fin de la saison 1960, Ie Ptit Train du Nurd,
Voici fa gore de SI-Faustin, photographiee fe 22 mars 1986.
St. Faustin station March
22, 1986.
Rigaud a little before 7:00 A. M. and picked up skiers en route to
Windsor station. From there it went north to Shawbridge where
it picked up Jack Rabbit and other skiers, and then continued
to Val
David. The return trip to Montreal took place about7:00
P.M. that evening.
The popularity of this speciallrain soon paid dividends, for,
in 1977 thanks to the efforts of the Laurentian Regional
Development Council and the Laurentian Tourist Association,
the Little
Train of the North was restored to carry Montrealers
and tourists to and from the mountains. The train ran from 1977
to 1981 during the winter and
summer months. As before, it
stopped
at all stations on its sinuous course which had never
been changed. Three departures from Montreal were listed in
the timetable: Friday night, and Saturday and Sunday morning.
The return to Montreal was in the evenings of Saturday and
Sunday.
It should be noted that the Little Train of the North had
several departure points from Montreal in the course of its
history. In
1876 it left from the Hochelaga station, then, in 1882
it left from the Dalhousie Square station. With the opening of
Windsor station in 1889, some trains to the north started from
there while
others continued departing from Dalhousie Square,
being
switched to nearby Place Viger in 1898. Then, on May
31 , 1951 the last passenger train left Place Viger for Labelle and
the station was closed. From that date on, all Canadian Pacific
passenger trains to and from Montreal used Windsor station.
Finally, on November 15 , 1981, under a rationalization plan
of the then minister of Transport, Jean-Luc Pepin, the Little
Train of the North made its final run.
Before
completing this article I went, in March 1986, to the
different stations between Montreal and Mont Tremblant and
looked at the actual condition of them. Here are the principal
facts:
Sine 1981 the stations at Bordeaux, St. Rose, Piedmont and
Val David have been demolished. Most of the remaining
CANA.DIAN
49
R A L
t.
.•. /-
.~~-e:. ..
/.
~.,
l
~
Nous appercevons la gare de St-lovite, photographiee dans Iapres-midi du 22 mars 1986. SUI fa photo, on
distingue tres bien
la voie devitement en face de fa gare. A remarquer que fa gare a ete protegee contre Ie vandalisme.
Voici
fa gare de St-lovite, tel quelle apparaissaitle 22 mars
1986. On aper(:oit au centre
de la photo une des rues
principales de
St-lovite.
Sur Ie cote gauche de fagare de St-lovite, on aper(:oit une carte
geographique comprenant les difJerents sen tiers
de ski de fond
de la region. Les gares du Ptit Train du Nord etaient reliees
entre elles grace
a une piste de ski defond qui a ete etablie par
M. Herman «lackRabbit» lohannsen dans fes annees 1920.
Cette photographie a ete prise dans lapres-midi du
22 mars 1986.
Four views
of the station at St, lovite all taken on March 22, 1986. Note the map of the ski trails of the
region; the first was laid out by
Herman lack Rabbit lohannsen in the 1920 so
fortement concurrence par J automobile et I autobus, a ete retire
du service.
Par la suite, Ie Canadien Pacifique remettait en service Ie
Ptit Train du Nord et les voyageurs beneficiaient de trois
departs par semaine.
Pour reter Ie centieme anniversaire de naissance de, M.
Herman «Jack Rabbit» Johannsen, un groupe damis a decide
dorganiser, en 1975, une fete pour lui rendre hommage dune
fa~on convenant a la legende vivante qui! represente. Un train
specialement baptise Train Special-Ski
Jack Rabbit emprunta
les voies ferrees du
Ptit Train du Nord pour se rendre dans les
Laurentides. Ainsi,
Ie 9 mars 1975, plus de 1000 skieurs de
randonnees envahissaient Val-
David.
Se composant de sept voitures a deux etages (double decker),
ce train avait quitte Rigaud,
40 milles situe a lOuest de
Montreal, peu avant 7 hOO du matin et avait recueilli plusieurs
skieurs durant son trajet vers la gare
Windsor. De la, il setait
dirige vers Shawbridge, au pied des Laurentides, pour prendre a
son bord
Jack Rabbit et dautres skieurs. Le train avait par la
suite file vers Val-David. Pour revenir, les skieurs avaient pris
Ie train pour Ie retour a Montreal vers 19 hOO.
La popularite quengendra cette excursion en 1975 a
rapportee des dividendes par la suite.
Ainsi, en 1977, grace aux efforts conjugues du Conseil
Regional de Developpement des Laurentides
et de I Association
Touristique des Laurentides,
Ie Ptit Train du Nord a repris la
route pour transporter les
tOUlistes et les Montrealais( es) vels
les montagnes.
Le
Ptit Train du Nord a donc roule de 1977 a 1981 pendant
les mois
d ete et dhiver, soit du mois de juin a octobre en ete et
de decembre au mois de mars pour cette autre partie de I an nee .
Comme autrefois,
Ie train arretait aux gares Ie long du parcours.
De Montreal, il partait de la gare Windsor, passait et arretait
aux gares de Westmount, Montreal-
Ouest, Jean-Talon et
Bordeaux avant
datteindre Laval. Par la suite, il se dirigeait
vels
St-Jerome. De la, il empruntait un trace sinueux qui
navait jamais ete change.
Trois departs de Montreal etaient a I horaire:
Ie vendredi
soir, Ie samedi et dimanche matin. II revenait a Montreal Ie
samedi etle dimanche dans la soiree.
II est a noter que Ie Ptit Train du Nord a eu plusieurs points
de depart de Montreal
au cours de son histoire. En 1876, il
partait de Montreal a la gare Hochelaga. Par la suite, en 1882, il
effectuait son depart de la gare Dalhousie. Puis, en 1889, avec
I ouverture de la gare Windsor, certains trains qui se dirigeaient
dans les Laurentides partaient de cette gare tandis que
d autres
effectuaient leur depart de la gare
Place Viger. Ainsi, jusquen
195 I, Ie Ptit Train du Nord avait deux points de depart de
Montreal. Puis,
Ie 31 mai 1951, Ie dernier train de passagers
quitta la gare Viger vers Labelle
et la gare fut fermee. A partir de
cette date, tous les trains de passagers du Canadien Pacifique
quittaient Montreal par la gare
Windsor.
Le 15 novembre 1981, suite a un plan de rationalisation du
Ministre des Transports,
Jean-Luc Pepin, Ie Ptit Train du
Nord effectua son dernier voyage.
Afin de completer cet article,
je me suis rendu au mois de
mars 1986 aux ditTerentes gares du
Ptit Train du Nord entre
Montreal et Mont-Tremblant afin de
constater I etat actuel des
gares.
En voici les principaux faits:
Depuis 1981 , les gares de Bordeaux, Ste-Rose, Piedmont et
Val-
David ont ete demolies. stations between St.
Jerome and Mont Tremblant are protected
against vandalism.
At Ste. Agathe a small store is installed in
the rear part of the station. Some of the residents of the area are
trying to save the stations
of the line. At Shawbridge(Prevost) a
banner
on the left side of the station says Sauvons Nos Gares
(Save Our Stations).
Certainly the fares
on the ski trains were very affordable and
the trains were much appreciated by the residents
of the
Laurentians.
For example, in 1979 the return fare from
Montreal to Ste. Agathe was only
$6.00 while that from
Montreal to
Mont Laurier was $ 13.00.
In the happy days of 40 years ago no one would have tought
that the Little
Train of the North would disappear. I often
travelled on this train between 1977 and 1981, and it
is with
great pleasure
that I have prepared this article, and I hope that it
will give pleasure to the reader.
EDITORS NOTE:
As this article was being prepared to go to press the news came
from Norway
a/the death a/Herman Jackrabbit Johannsen
at the very advanced age 0/111 years. Having been born in
1875, he
was alive when thejirst train arrived at SI. Jerome in
1876, and his lifetime spanned almost the entire history
a/the
line.
Ie ptit
train du nord
ETE -AUTOMNE 1979
MONTREAL· LABELLE· MONT·LAURIER
……. ~
Sam. Dim. Vend. Dim. Sam.
09.00 09.00 18.15 DP Montreal AR 21.00 21.00
09.05 09.05 18.20
Westmount 20.52 20.52
09.10 09.10 18.25
Montreal ouest 20.45 20.45
09.23 09.23
18.38 Jean Talon 20.32 20.32
09.34 09.34 18.49
St·Martin Jct. 20.20 20.20
09.43
09.43 18.58
Ste-Therese 20.10 20.10
10.05
10.05 19.18
St·Jerome 19.50 19.50
10.19 10.19 19.32 Prevost 19.36 19.36
10.26 10.26 19.38 Piedmont 19.29 19.29
10.32 10.32 19.44
Mont-Rolland 19.23 1923
10.42 10.42 19.53 Ste-Marguerite St. 19.14 19.14
(Ste·Adele)
10.49 10.49 19.59 Val·Morin 19.07 19.07
10.54 10.54 20.03 Val-David 19.03 19.03
11.07
11.07 20.15 Ste-Agathe 18.55 18.55
11.34 11.34 20.40
Lac Carre (St-Faustin) 18.30 18.30
11.51
11.51 20.50 St-Jovite 18.15 18.15
12.01 12.01 21.04 Mont·Tremblant 18.05 18.05
12.15
12.15 21.17
AR. Labelle DP 17.52 17.52
12.33 21.35 LAnnonciation 17.32
12.52 21.54 Nominingue 17.16
13.09
22.11
Lac Saguay 17.00
13.34
22.36
Val Barette 16.36
13.50 22.50 AR Mont-Laurier DP 16.36
Nous appercevons la gare Mont-Tremblant au milieu dun des villages tres populaires des Laurentides. Cette photographie
a ete prise
Ie 22 mars 1986.
Mont Tremblant station, March
22, 1986. This is in the middle oj one oj the most popular areas oj the Laurentians.
La plupart des gares, entre St-Jerome et Mont-Tremblant
sont protegees contre Ie vandalisme.
A la gare de Ste-Agathe, un petit commerce s est installe
dans
la partie arriere de la gare.
l ai aussi remarque une volonte populaire des residents des
Laurentides visant
a conserver les gares du Ptit Train du Nord.
Les gens
ont meme installes du cote gauche de la gare de Prevost
(Shawbridge) une banderole portant
Ie message Sauvons nos
Gares .
CHait certainement devenu Ie Grand Train du ski et cela a
bas prix.
Le tarif excursion aller-retour eta
it tres abordable, ce qui Ie
rendit tres populaire aupres de la population de Montreal et des
environs.
De plus, ce service Hait tres apprecie par les residents
des diverses localites des Laurentides parce
quen plus de
beneficier
dun moyen de transport economique, il constituait
un apport important dans
Ie domaine touristique des Laurentides.
Par exemple, en 1979, un aller-retour Montreal! Ste-Agathe
ne
coutait que $6.00 tandis quil nen coutait que $13.00 pour
un aller-retour entre Montreal et
Mont-Laurier.
Ayant ete pendant tant dannees au coeur de la fete,
personnes
n auraientjamais imaginees, il y a40 ans, que Ie Ptit
Train du Nord finirait par disparaitre.
Ayant moi-meme souvent voyage a bord du Ptit Train du
Nord entre 1977 et 1981, cest avec un grand plaisir que jai
prepare cet article etj espere que vous avez eu autant de plaisir a
Ie lire.
Collaboration speciale: Andre Poirier
References: -Nouvelles
CP Rail-26 mars 1975
-Le chemin de fer du Nord -par
Jonathan B.
Hanna p. 1 a 3 mars 1979.
-Le guide touristique des Laurentides collection
Desclez
1981 p. 277 a281.
187
VENDREDI
FRIDAY
1815
® 1820
®1825
®1838
®1843
®1849
®1854
®1856
®1859
1904
®1910
®1914
1924
®1939
®1947
1954
®2012
®2017
2029
®2056
®2104
®2112
®2123
2138
®2159
®2207
®2220
®2240
®2306
2320
1979 -1980
MONTREAL -LABELLE -MONT-LAURIER
165 175 176 168
SAMEDI DIMANCHE HEURE DE LEST OIMANCHE SAMEDI
SATURDAY SUNDAY EASTERN TIME SUNDAY SATURDAY
0900 0900 DP Montreal. Quebec … … AR 2140 2140
(Gare Windsor IWindsor Stn)
®0905 ®0905 Westmount ……….. 2132 2132
®0910 ®0910 Montreal Ouest/West .. 2125 2125
®0923 ®0923 Park Avenue (Jean Talon) 2112 2112
®0928 ®0928 Bordeaux ….. …. ®2104 ®2104
®0934 ®0934 St-Martin Jct. ……… @2100 @2100
®0930 ®0939 Ste-Rose …………. ®2054 ®2054
®0941 ®0941
Rosemere … . …….. ®2053 ®2053
®0944
®0944
AR
Ste-Therese
DP 2050 2050
0949 0949 DP AR 2045 2045
®0955 ®0955 Bouchard …. ….. ®2036 ®2036
®0959 ®0959 St-Janvier .. .. ……. ®2031 ®2031
1009 1009 St-Jerome . . . . . . . . . . . . 2023 2023
®1024 ®1024 Prevost …. ………. ®2007 ®2007
® 1032 ®1032 Piedmont. …… …. ®1959 ® 1959
1039
1039 Mont-Rolland ……… 1952 1952
®1057 .®1057 Val-Morin ……….. _ ® 1935 ® 1935
®1102 ®ll02 Val David ………… ®1930 ®1930
1114 1114 Ste-Agathe … …….. 1920 1920
®1141 ®1141 St-Faustin (Lac Carre) . ®1852 ®1852
®1149
®1149 Morrison …. ……… ® 1843 ®1843
®1157 ®1157 SI-Jovite. ……….. ®1834 ®1834
®1208 ®1208 Monl-Tremblant ……. ®1823 ®1823
1223 1223 AR Labelle …………… DP 1808 1808
®1244 Annonciation .. _ .. … ® 1746
®1252 Lacoste …… . . , . . . . . ®1737
®1305 Nominingue …… … ® 1727
®1325 Lac Saguay ………. ®1705
®1351 Barrette .. ………… ® 1645
1405
AR Mont-Laurier, Que ….. DP 1630
CANADIAN
52
R A L
Ie ptit train du nord
Three views o/the Jack Rabbit Special train o/March 9, (1)0 (1)®
1975, seen at Val David.
(1)0 (1)® @!
HEURE DE VEST
@ (1)®
167 165 175 176 166
NOTE NOTE
EASTERN TIME
NOTE
Photos by Fred Angus.
Ven.lFri.
Sam./Sat. Dim.!Sun.
DlmJSun.
S.m./Sal.
1815 0830 0830 Op …. Montreal. OUH. A, 2110 2110
Gare Windsor/WmdlO( Sin
1820 0835 117 0835 WeSlmounl 2102 2102
1825 0840 117 0840 Montrhl Que&l/Wesl . 2055 2055
1838 0853 Jean·TalonfPark Avenue. 2042 20<12
Bordeaux
t 2034
f 20~ 0904 SI·Marlln Jet 118 2030 11 2030
0909 0909 Ste·Rose 9 2024 9 2024
0911 0911 .. Rosem~re 9 2023 9 2023
11 0914 A, Dp 2020 2020
190<1 0919 0919 Op
St8-Thththe.
A, 2015 2015
1910
~ 0925 ~ 0925
. Bouchard
~
2006
ffi
2006
1914 9 0929 9 0929 .51·Janvler 200 2001
1924 0939 0939 St.JE!r6me. 1953 1953
939
~ 0954 ~ 0954
Prevost
~
1937
~
1937
1947 9 1002 9 1002 Piedmont 1929 1929
1009 1009 Mont·ROlland (Ste·Adllle) 1922 1921
~
1027
~ 1027
.Val-Morln
~
1905
~
1905
1037 9 1032 Val·Oavld 1900 1900
1044 1044 Ste·Agathe. 1850 1850
m
1111
m
1111 . St~9ustln (Lac Carre)
~
1822
~
1822
1119 1119 MorrIson 1813 1813
1127 1127 St·Jovlle 1804 1804
1138 1138 Monl·Tremblant 1753 1753
1153 1153 A, Labelle. Dp 1738 1738
2159
I
12,4 Annonl:19tlon
I
1716
Le demier horaire du P tit Train du Nordfut emis Ie 20 juin
2207 222 Lal:oste. 1707
1981 et demeura en vigueur jusqu au mois de novembre
2220 1235 Nommmgue 1657
2240 1255 Lac·Saguay 639
1981.
2306 1321 Ba(rcne 161S
2320 1335 A, . Mont·Launer, Que. Dp 1600
Collection: Daniel Poirier.
CANADIAN
53
R A I L
Two views of an excursion train to Mont Laurier on June 23, 1973.
Photos by Fred Angus.
On a rainy October 1, 1978, the Little Train of the North,
consisting
of three Budd cars, departs from Shawbndge
station.
Photo by Fred Angus.
1981: Nous appercevons Ie Ptit Train du Nord no. 175 compose
dautorails
Budd, arnvant a fa gare de Montreal-Ouest au
mois de janvier
1981. Photo de: Alain Champagne.
Here
we see train No. 175, made up of Budd cars, arriving at
Montreal West station
in January 1981.
Photo by Alain Champagne.
A fATEfUL COINCIDENCE
SEVENTY -FIVE YEARS AGO, ON APRIL 13 1912,
the Montreal Daily Star ran a full-page article about the
proposed tunnel to be dug under
Mount Royal for the
Canadian Northern Railway. The article described the problems
and procedures to be faced as well as showing a progress
diagram which predicted
that the tunnel would be holed
through in December 1913 . In fact the pilot bores did meet
that month on schedule, but due to such reasons as the outbreak
of World War I as well as lack of money , it was October21 1918
before the first train ran through. In 1912 there was still
unbounded optimism and confidence in the s
afety and reliability
of modem transportation, a confidence that would last only one
more
day,
FOR
Late in the evening of the very nex t day, April 14 1912, the
brand -new ocean liner
TITANIC struck an iceberg and soon

sank, creating a shock and a sense of insecurity that still persists
three-quarters of a century later. Among the more than 1500
victims
of this, the most famous shipwreck of all time, was
Charles
M. Hays the President of the Grand Trunk. Just two
issues after the tunnel feature, the
Stars front page was entirely
devoted to the
disaster. Among the names of those on the list of
the saved is Miss Margaret Hays who would, many years later,
help to endow the building at the
Canadian Railway Museum as
a
memorial to her father. The loss of Mr. Hays was a great
blow to the Grand Trunk as we will read in the following
article.
Reproductions
of newspaper pages courtesy of Public
Archives of
Canada , Photos Nos. L-3268 and L-3272.
A propos d un certain
Charles Melville
HAYS.
Par: Jacques Messier
SANS DOUTE, A VEZ-VOUS DEJA VISITE LA PETITE
gare HAYS au musee ferroviaire de Saint-Constant.
Habilement construite, elle offre aux visiteurs un charme
tout particulier
par les richesses qu elle contient. La visiter,
c est s offrir pour un court instant, un voyage dans un passe
memorable.
Mais ce qui nous inquiete alors,
c est de connaitre ce
messieur
HAYS dont la gare commemore Ie nom. C est alors
que
I on apprend que messieur HAYS, en plus, d etre
intimement lie au chemin de fer canadien perdit la vie lors du
voyage inaugural du
TITANIC en 1912, en pleine apogee de sa
carriere comme president du
Grand-Tronc.
Charles Melville HAYS (1856 -1912), est ne a Rock Island
Illinois
Ie 16 mai 1856 et fit des etudes a I ecole publique de la
region.
A dix sept ans, il entra comme commis a la compagnie
de chemin de fer Atlantique et Pacifique de
Saint-Louis
Missouri.
En 1889 , iI devint directeur general de la Wabash Ry.
quil reorganisa. En 1896, il fit son entree au Canada pour
travailler
a la Grand-Tronc Ry., dont il fut un des directeurs de
1896
a 1901. De retour aux Etats-Unis, il devint directeur de la
Southern Pacific en
1901 , pour une duree de 6 a 8 mois, puis de
retour au
Canada, il devint president du Grand-Tronc (I 910-
1912). II epousa Clara Gregg en 1881, fille de William H.
Gregg, et native de Saint-Louis, Missouri: ils eurent quatre
filles.
II succomba au nauffrage du TITANIC durant la nuit du
14 au
15 avril 1912 .
WITHOUT DOUBT, THOSE WHO HAVE VISITED THE
little HAYS station at the Canadian Railway Museum has
. noticed its charm and the richness
of the exhibits it
contains.
The visitor is offered, for a moment, a trip back to a
memorable past.
But, we may inquire, who was this Mr.
Hays who is
commemorated by this station? Mr. Hays was closely connected
with the development
of railways in Canada, and he lost his life,
on the voyage
of the TITANIC in 1912 , while at the height Of his
career as President
of the Grand Trunk Railway.
Charles Melville
Hays(1856 -1912) was born at Rock Island
Illinois on
May 16,1856 and studied at the public schools of the
region.
At the age of17 he entered into the service of the Atlantic
and Pacific Railroad at St. Louis Missouri. In 1889 he became
director general
of the Wabash Railroad which he reorganized.
In 1896 he came to
Canada to work for the Grand Trunk, and
was a director from 1896 to 1901. Returning to the United
States, he was president
of the Southern Pacific for 6 or 8
months
in 190 I. Later he returned to Canada and was president
of the
Grand Trunk from 1910 to 1912. In 1881 he had married
Clara Gregg, daughter of William H. Gregg of St. Louis: they
had four daughters.
He died in the sinking of the TITANIC on
the night
of April 14 -15, 1912.
Charles Melville Hays was a purist in railway matters.
Decended from a British family, he negotiated the completion
of
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CANADIAN
56
R A L
::.::~~, •. outr,a1 J~!!~ Slat I ~~~5.~~::iil
_ TOt. XLIV .• N0.)!,. . w_ ……. COO.. • JIDlftBE.&~:r.!!!.~~~[!.: 1_~ .. ~n~~. . PBJIlE ONE CENT.
Titanic. Death List .ay Reach Over 1300
CARPATHIA STEAMSFOR WHOLEWORLD STANDS
N.Y. WITH 868 SURVIVORS AGHAST AT DISASTER
i
IUtIe Hope That Others of the I
lIore Than 2000 Persoas Aboardj
The Titaatic Have Beea Saved-I
VirgiDian Arrived at SceDe T 04:
Late–Po88ibility That Parisian.
May Have Picked up Additional;
Sunivon
But is Extremely Ua-
likely.
A~·_–Now–y-… -.. -yo-tho Nowy .. i.1
of/Ioo of tho Wbloo Stu ….. fi._ tho ~ 1Ioat:
Mr. c. M. Hayo II oa/o. :
nil … IDt o,.,M lI, ,.II. O.T …. __ • t.lo. Y ••• :
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New yook, April 18.-n.. Whlto Stu IJao -…. 1
___ .ffldolb. 01 11 o·~ thol tbq _
.-…! ooooiIIft _ thol tho ._bor of­
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THE
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LeadiDg CeDtr A,tounded at
Complete Lo •• of largest Venet
Afloat With the Terrible T!IIl
of Hamln Ufe-Loadon and
New York Office. of the White
Star Liae Be,ieged by Ani iou,
Thronga~.any Dhtreuing
Scenet.
With (Of? IlCfft(!lnr 0<.1 Iht 111:11..11 mlr(in 01 hope If I! •
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Thert rnnllMd OIIly II ItR)tt (iunct Ihll Iht Puh.! •• 01
IoOIIUI odMr u.,1 mlchl 1I.a. … , rucat4 _ lorvi … on. hoQah wfdI.
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for dW p.,iIiAn _. boIuId fo, f1Iil,dtlphi •. and II ….. ~ t …. ,
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KNOWN SURVIVORS.
t~ Atllfttk. U7mg .llh it, II Iht wul..-on ItKlltd by Ihf UI·
f*M •• ft .. n. _ 1.jOt pplr,
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ACTUAL DETAILS OF niE
WRECK ARE STIlJ. MISSING.
Charles Melville HAYS etait un puriste en matiere de
chemin de fer. Descendant d
une famille britannique, il
comptait completer seul Ie chemin de fer du Central Vermont
jusqua New-York, sans laide des polititiens dOttawa. Mais
comme
il n en etait pas ainsi au Canada, HAYS decida de se
rendre en Angleterre pour negocier un emprunt sur les marches
britanniques. Passager du
TITANIC, il garda pour lui seulles
resultats de ses negociations a I etranger.
Lhistoire raconte
qu apres la collision du navire avec un
iceberg,
un certain Arthur Godfroy Peuchen demanda a HAYS
s il avait vu la glace tombee du iceberg sur Ie pont inferieur avant
du navire. HAYS repondit que non et tous deux se rendirent sur
Ie pont superieur OU des gens en bas s amusaient a se lancer des
morceaux de glace. Mais cela etait loin
de representer une
simple partie de plaisir. Peuchen
fit la remarque a HA YS que Ie
navire semblait s etre incline malgre Ie calme de la mer. HAYS
voulut Ie rassurer en lui disant que Ie TITANIC Hait
insubmersible. Cependant,
HAYS avait predit quelques
instants avant la collision, que la plus impressionnante
catastrophe maritime allait bientot se produire.
Et c est ce que
I histoire confirma.
Au moment
devacuer Ie navire, HAYS resta a bord tandis
que sa femme monta a bord du canot
#3. Apres que Ie navire
sombra, on dit
quelle appelait desesperement son epoux a
chaque canot que
Ie #3 croisait. CHait en vain. Etait
egalement vain ce train special qui attendait Ie couple a
larrivee a
New-York.
Outre C. M.
HAYS, dautres sommites canadiennes
allaient trouver la mort de la me me
fa~on. On note entre autres,
M.
V. Payne son secrHaire, Markland Molson, directeur de la
Molson Bank, J. Hugo Ross de Winnipeg, Thompson Beattie,
M et Mme. Allison, ainsi que Mlle. Allison, tous trois de
Montreal, et de nombreux autres.
Et dire qu une si petite gare abritant un musee, allait cacher
dans ses
mUTS, Ie souvenir dune si incroyable tragedie. the connection
of the Grand Trunk towards New York, via the
Central Vermont, without the help
of the politicians in Ottawa.
He decided to
go to England to negotiate entry into the British
market, and it was at the end
of these negotiations that he was
returning on the
TITANIC.
History tells that, after the collision of the ship with the
iceberg, a certain
Arthur Godfroy Peuchen asked Hays ifhe had
seen the ice fall from the iceberg unto the deck
of the ship. Hays
replied no,
so they went and watched some people amusing
themselves throwing pieces
of ice. It seemed almost like a
pleasure
party! Peuchen remarked to Hays that the ship was
listing despite the calm
sea, but Hays reassured him, saying that
the
TITANIC was unsinkable. However, sometime before the
collision, Hays had predicted that soon there would be one
ofthe
worst maritime disasters. This was very soon confirmed by
history. .
When the ship was evacuated, Hays remained on board
although his wife and daughter boarded lifeboat
No.3. After the
ship
sank, one heard his wife calling desparately to her husband
as each boat came near lifeboat No.3. It was in vain. Equally in
vain was the special train that waited for their arrival in New
York.
Besides Mr. Hays, several other prominent
Canadians met
their death
in the same manner. Among them were Mr. Payne
and his secretary, Markland Molson, director
of the Molsons
Bank, J. Hugo Ross of Winnipeg, Thompson Beattie, Mr. and
Mrs. Allison and their daughter, all three from
Montreal, as
well as numerous others.
So it is that the little station at the museum has hidden within
its walls the memory
of an unbelievable tragedy.
The Individuality of Locomotives
Charles Dickens.
From: Household Words September 21, 1850.
ITIS A REMARKABLE TRUTH, AND, WELLAPPLIED,
it might be profitable to us, in helping
us to make fair
allowance for the differences between the temperatures
of
different men -that every Locomotive Engine running on a
Railway, has a distinct individuality and character
of its own.
It is perfectly well known to experienced practical engineers,
that if a dozen different Locomotive Engines were
made, at the
same time,
of the same power, for the same purpose, of like
materials, in the same
Factory -each of those Locomotive
Engines would come out with its own peculiar whims and ways,
only ascertainable by experience. One engine will take a great
meal
of coke and water at once; another will not hear of such a
thing, but will insist on being coaxed by spades -full and
buckets -full. One
is disposed to start off, when required J at the
top
of his speed; another must have a little time to warm at his work, and to get well into it. These peCUliarities are so
accurately mastered by skiful drivers, that only
particular men
can persuade particular engines to do their best.
It would seem
as if some of these excellent monsters declared, on being
brought out
of the stable, If its Smith who is to drive me, I
wont go. If its my friend Stokes, I am agreeable to
anything!
All Locomotive Engines are low-spirited in damp and foggy
weather.
They have a great satisfaction in their work when the
air
is crisp and frosty. At such a time they are very cheerful and
brisk;
but they strongly object to haze and Scotch mists. These
are points of character on which they are all united. It is in their
peculiarities and varieties
of character that they are most
remarkable.
CANADIAN
The Railway Company who should consign all tijeir
Locomotives to one
unifonn standard of treatment, without any
allowance for varying
shades of character and opinion, would
58
R A I L
soon fall as much behind -hand in the world as those greater
Governments are, and ever will be , who pursue the same course
with the finer piece
of work called Man.
The JENNY LIND, a2-2-2 o/the Midland Railway. This engine, built in1847, was typical
o/the British passenger locomotive o/the mid-19th century when Dickens wrote his article on
the individuality
0/ locomotives. Coincidently 1850, the year 0/ the article, was the year in
which singer Jenny Lind, after whom this engine was named, made her North American
concert tour.
1986 Activities
at the
Canadian Railway Museum
by: David W. Johnson
The new foundation being prepared for Barrington station.
Ken Carroll.
THE TWENTY-FIFTH ANNIVERSARY SEASON AT
the CANADIAN RAILWAY MUSEUM proved to be
one
of the most active in the Museums history. Both the
stafT and volunteers worked industriously to accomplish many
new and exciting project
s. In this article I will try to bring you up
to date on what has been happening at your Railway Museum.
It
should be remembered that all the projects presented below were
done
in addition to the normal operation of the Museum, such
as the provision
of volunteer crews for the streetcar and the train
service on weekends and the operation
of the JOHN MOLSON
on holidays weekends. It is indeed a dedicated group ofstafT and
volunteers that make the Museum function as effectively as it
does. The whole membership
of the C. R. H . A. owes a large
vote
of thanks to them all .
The outstanding quality of the work put into your Museum
also recognized by the Quebec Ministere des Affaires Culturelles
who provides ongoing operating grants to the Canadian Railway
Museum. The latest report of their evaluating committee stated
that the committee
was very impressed by the quality of the
museology and the practices
of the Museum …. The exhibi­
tions, the educational and animation programmes are intelligent,
dynamic and based
on solid research. They also appreciated
–1
Banington station on its new foundation.
David Johnson.
very much that all the activities were directly related to the
Museums objectives. The collaboration with the Montreal
History Centre was seen as very pertinent and innovative. On
the other hand, the Museum is managed with efficency and
competence.
BARRINGTON FINALLY ON A FIRM FOUNDATION
In the spring the C. R. H . A . Board of Directors approved the
expenditure
of $8000.00 on 102 year old Barrington Station.
These funds came from interest earned on grants given to the
Association for various projects, plus donations received from
the membership.
It was decided to move Barrington Station
about twenty feet closer to the diamond crossing
of the main line
and streetcar loop that had been installed last fall since
Barrington would have to be raised anyway
in order to put the
concrete foundation under it. Here
it could serve more
efTectively as the transfer point from the streetcar to the train
operated on Sundays and holidays.
Since its arrival on at the
CRM from Barrington, Quebec,
twenty -two years ago, B arrington had rested on concrete block
piles and rails as supporting beams.
The piles had shifted and
settled unevenly over the years to the point of becoming
dangerous.
The Director and Museum Committee agreed that
CANADIAN
Barrington should be closed to the general public until the
situation was rectified.
The new foundation was installed in
August and the Station moved onto it. Electrical wiring was run
from Building 1 to Barrington so it can now be lit and heated
properly.
Funds remain to landscape the grounds immediately
around the station and hopefully to install the gingerbread
detailing that existed on the station
in its earlier career as a
station on the
Canada Atlantic Railway.
The volunteers removed the wooden platform at Barrington
prior to its move and later constructed a new gravel platform
along the front and eastern end using old bridge timbers and ties
for the platform walls. This greatly reduces the risk
of a fire on
tl}e platform, spreading to the station. Earlier platforms around
such stations were frequently make with cinders but unfortunately
theyre rather hard to come by today. Next year after the
installation
of the trim, the whole exterior of the station will be
painted.
STREETCARS RECEIVE MUCH ATTENTION
After several years of doing preventative maintenance and
restoration on locomotives and the pre -1925 freight car
collection, the preservation efforts focused on some
of the
streetcars this past summer.
Montreal Tramways
Company # 3200, a pay car, later
converted to a tool
car, was completely restored. Doors and
windows were carefully rebuilt.
The interior was cleaned and
painted, and the exterior was carefully returned to its original
colours. Even the black pinstripping around the yellow stripe on
the green lower panels and around the numbers
is done. The
interior had not been repainted since the car was built in 1928 !
60
R A L
Odillon Perrault headed up the efforts to restore this car. By the
commencement
of the operating season nex t year, the interior of
this car will be used for an interpretive display on the streetcars
in Building 2 . Stairs will permit access through the motormans
compartment and egress through one
of the large side doors.
The other end will house a rear screen slide projector. The walls
will provide space for texts and photographs. This interepretive
display
is funded by part of a special grant of$26,000.00 from
the Quebec Ministry des Affairs Culturalles for additional
signage
at the Museum.
MONTREAL & SOUTHERN COUNTIES # 104 also
received a fresh coat
of paint and new lettering this summer.
This interurban
car is now in prestine condition thanks again to
Odillon
Perrault.
MTC # 1959 continued to receive care and attention from Ed
Lambert, who painted this car the previous year. Muqh of the
electrical and mechanical systems have now been restored to
operating conditi0n with the intention that this
car willpperate
on the extended streetcar loop next year. One of the most
difficult
parts to restore to operating condition was the treadle to
open the rear exit.
It had seized years ago due to the salt and
rusting in the stairwell from when
it was in service. Ed also
carefully restored
alJ the wicker seats so the wicker is pliable
enough to
stand up to daily usage again.
MTC #1953 has returned from its sojourn at La Ronde and
is now stored inside awaiting further restoration.
MTC #200 provided the daily service again this summer.
Between runs at the end of the season the staff member
responsible for operating the car, Phillip Terriault, managed to
paint both the ex terior and the interior floor!
M. T. C. Tool car 3200 after restoration.
Ken Carroll.
CANADIAN
61
R A L
Some views of the construction of the street car track at the Museum during the summer and early
autumn
of 1986.
Photo of car 3151 by Ken Carroll, all others by David Johnson.
CANADIAN
OTC # 696 which, due to lack of covered storage, has
resided outside will have received
some much needed attention
by the time this article
is printed. The material stored in the car
will be removed, plywood will be placed over the roof and the
whole
car covered with a reinforced plastic sheet. Hopefully this
will slow down the rate
of deterioration of this car until it has a
permanent home.
STREETCAR LINE
The track gang headed by Chief Engineer , Charles DeJean,
tackled its biggest trackJayingjob in many years. At the end of
the 1985 season, material had been stockpiled around the edge
of the main 40 acre site for construction of2500 feet of streetcar
line. Track laying along the western end of the property began at
Hays Station as soon as the snow was off the ground. Just
beyond the turntable a street railway switch and spur up to the
turntable was installed
so that streetcars can be turned
easily.
Track laying proceeded every Saturday except when most of
the crew were at Steam Expo. The crew of up to eight members
managed to lay
320 feet one Saturday (which is a new Museum
record), and immediately broke that record the next week by
laying
349 feet! A brief description of what had to be done might
give
some idea of the work involved. The sub-grade laid in the
fall
of 1985 . had any ruts and humps leveled by the tractor. Ties
were hauled from stockpiles
and positioned on the sub -grade.
Rails weighing 1300 Ibs each were then lifted into place and
bolted to the previous
ones. Ties were then positioned precisely
for spacing and length.
The rails were then jacked up and tics
plates positioned under
them. Spikes were placed on each tic
ready for the spiking
crew. This crew, of four men, had one
spiker on the pneumatic
hammer, one spike holder and two tie
holders as each tie had to be
securely held up against the rail to
get a good tight hold by the spike
on the rail. The spiking crew
would
do several rail lengths on one side of the track and then go
back and using track gauges to assure good tight gauging, spike
every ,ourth tie into gauge
on the other rail. Finally they would
go back along this rail rapidly doing the intervening tics.
Tracklaying progressed steadily along the
western, southern
and eastern portions
of the property until the last 200 feet. This
portion included an
S curve to align with the diamond
crossing and another
streetcar switch to permit access to the
storage line
north of building 2 . This switch had been recovered
from the rear approaches to the Youville Shops
in Montreal and
delivered to the
CRM in 1963 . It was at this switch on October
18, 1986, that a gold painted and dated spike was driven home,
marking the completion of just over 2000 feet of track laying .
The track crew consisted of Charles DeJean, David
Johnson, Ed Lambert, Steve Walbridge, Odillon Perrault,
Ken Carroll, Chris Seton and the youngest member, Thomas
Johnson. Thomas, at nine, found many jobs such as jacking
track, putting out spikes and pushing lorries, well within his
capabilities and
he is very proud of his contribution.
The only expenses involved in the streetcar line were the
installation
of the poles, the purchase of some ties and the
provision
of stone for ballast. The rail material used was all
donated by CP Rail several years ago; the poles came from Bell
Canada and most of the material for the overhead came from the
62
R A L
production of the Plouffie Family which was filmed in the Pointe
St. Charles district of Montreal (see Canadian Rail, # 351 ,
April 1981 ).
Since October 18 , the crew, augmented by Roger Desaultels ,
an installer with Bell
Canada, has put up all the hangers required
for the
overhead wire and has installed the overhead itself. The
overhead was completed in just 4 weeks!
Throughout the summer and fall Odillon Perrault had a
number of teenage benevoles assigned to the Museum to do a
number of hours of community work, clearing underbrush on the
property to improve its appearance for when the streetcar
service opens it doors to public view.
As the overhead is completed, and until freeze -up and then
again in the spring, the track crew will be using Y – 5 , a MTC
yard goat, to distribute ballast around the loop. With good
weather, the whole streetcar line will be in service for the public
early next summer.
TWO OTHER JOBS
Two boxcars purchased for their arch -bar trucks and K­
triple brake rigging, were set off onto bridge timber blocks and
set up for
storage. One is being used to store wood and the other
for the many electrical fittings required for the museum buildings
and
streetcar lines. One end of the other car was set up as
quarters for the train crews. The train crews wanted a
headquarters separate from the section house at Webb.
The Museum also saw the loading and unloading of the John
Molson for its trip to Steam Expo. As the journey and stay at
Steam Expo was a C.R.H.A. undertaking it wont be
described in detail
here.
WINTER PROJECTS
The major project during the winter will be the reconstruction
of the side ofCP Van #435288 . This van built in 1884 at Perth
Ontario and rebuilt around 1908 at Farnham, Quebec, has
already had one side rebuilt and its interior restored. The rot on
the second side has reached a stage where much of the tongue
and grove siding must be replaced and probably
some of the
framing underneath it. When the weather prevents working on
the van, there are streetcar windows to be rebuilt and the interior
ofMTC # 1953 to be replaced, as this car has just been returned
after three years at La Ronde, Montreals large amusement
park.
STAFF PROJECTS
As well as carrying on the regular daily operation of the
CRM, the staff were very successful at preparing and presenting
a number of major events this year, some of which received such
high praise from the Evaluating Committee, mentioned at the
beginning
of this article.
PUPPETS AT THE MUSEUM
Thanks to the efforts of our animatrice, Louise Gagnon, the
former CP Safety Instruction Car # 56 (The Malahat) housed
the Theatre I A vant-pays puppet presentation especially
written and performed for the 150th anniversary of public
railway operation in Canada. Jointly funded by the CRM, Pratt
& Whitney, CN and VIA, the puppets presented an amusing
intrepretation of ajoumey by train to the children who visited the
Museum throughout the summer.
The last spike on the new tramway line.
David Johnson.
MOBILE EXHIBITS
David Monaghan, the Director of the Museum established
an area
for temporary exhibits in the Hays Building this year .
Four different displays were mounted over the course
of the
summer. First was the Alice Macreadie paintings. Miss
Macreadies father and grandfather were construction engineers
on many of the major railway projects of the early 20th century,
such
as the Connaught Tunnel and the Lethbridge Viaduct. The
paintings all centre on these projects. The second exhibit
featured the locomotive paintings
of Cameron King. Some of
these paintings were featured in CANADIAN RAIL, # 357,
of October 1981 . The Museum was very fortunate to have Mr.
King present at the vernnisage that launched this exhibit. The
third exhibit was
of the Champlain and St. Lawrence Rail
Road, on its sesquicentennial. The final exhibit of 150 years of
railway publicity, featuring 25 advertising posters will continue
at the beginning
of the season next year. These exhibits, except
for Cameron
Kings, were loaned to other institutions,
particularly the communities
of St. Jean and LaPrairie, who
had established specific exhibit areas as
part of their sesqui­
centennial celebrations.
SESQUICENTENNIAL CELEBRA nONS
Other activities to mark the 150th anniversary of Canadian
railways, included restoring the
full size wooden replica of the

Dorchester and loaning it and the Quebec Hydro gas­
mechanical loco
to LaPrairie for its sesquicentennial parade. It
was viewed there by the official party including Her Excellency
the Governor General, Jeanne Sauve and the
Hon. Maurice
Sauve.
The Dorchester also featured in the first CRM model
building contest held this summer. Judging occurred on August
31 st, and the best model by Mr. Ive Poire earned him the top
prize
of$500.00. Mr. Rene Toundreaus model placed second
and
Mr. Michel Goyettes was third. The model building
Putting up the bracket arms before stringing the overhead.
Ken Carroll.
CANADIAN
contest was so successful, it will be repeated next year.
From November 27 ,1986 toSeptember12, 1987, theCRM
is participating in the exhibit at the Centre d histoire de
Montreal, celebrating the 125 th anniversary
of public street
railway transportation
in Montreal. The CRM is providing
funding, material (photographs etc.) and staff support to this
exhibit.
NEW OPERATING LOCOMOTIVE ACQUIRED
National Harbours Board # 1002 , an S -2 , is now residing at
the C.R.M.
as a result of the National Museums Corporations
Heritage Surplus Assets Act. The # 1002 , which operated in
the Port of Montreal , is in excellent condition. The locomotive
will be officially handed over to the Museum in the spring
of
1987.
64
R A I L
C.R.H.A. ARCHIVES
The Canadian Car and Foundry collection in the Archives is
being organized and catalogued as a result of a$ 7500 grant from
the Archives national
du Quebec ,and $ 2500 from the
C.R. H.A. s coffers. These funds come from the members
donations, and made it possible to acquire the funds from
Quebec. This large collection may be available to Association
members for research purposes
by March 1987, twenty -five
years after
it was acquired.
CONCLUSION
From the above I trust that you can appreciate the efforts of
so many people, both professional and volunteer, that make the
CANADIAN RAILWAY MUSEUM function effectively.
Locomotive JOHN MOLSON at Vancouver in May 1986.
Sad News from Australia
By: Fred Angus.
ON THE NIGHT OF AUGUST2 1986 AN ERA ENDED
in Australia as the Southern Aurora and the Spirit of
Progress made their last runs between Sydney and
Melbourne.
On the following day the two trains were replaced
by a single train with the uninspiring name
of the Melbourne
Express. While the combining of two trains into one may not
seem like the end
of an era, the fact is that this marks the end of a
type of service once quite widespread and now very rare; the
all -sleeper overnight service.
The Spirit of Progress carried
both coaches and sleepers, while
the Southern Aurora had
sleepers only.
The combined Melbourne Express also has
both coaches and sleepers, but the total
capacity is much less
than the former two trains. Both trains suffered from
poor
advertising in recent years; in fact the existance of the service
has been
called the best kept secret of Australian railways.
The Spirit of Progress began life on November23 1937 as
a broad -gauge
steam -powered streamline train between
Melbourne and
Albury where the broad -gauge railways of
Victoria met the standard -gauge ones of New South Wales. At
that point passengers had to change trains for the run to Sydney
or Canberra. In 1962 the standard-gauge track was extended
into Melbourne,
and the Spirit of Progress then became an
overnight coach -and –
sleeper train. On Monday April 16 1962
a new stainless -steel
all-sleeper train, named the Southern
Aurora was introduced; the only all-sleeper train in Australia
and one
of the most modern and luxurious trains in the world.
This service continued until this
year, although latterly it has
become more run –
down, and the ex teriors of the cars were
sorely in need
of cleaning.
Your editor well recalls a trip on
the Southern Aurora on a
warm
summer night in January 1976 in the days when the
service was still truly first –
class. Several things come to mind in
remembering this train. The clean comfortable stainless steel
cars, much like those of the Canadian when they were new.
The luxurous dining cars which were open for service an hour
before train
departure so people seeing passengers off could dine
TH~ SOUTHEf!-N A URORA about to leave Melbourne/or the overnight run to Sydney in the early evening 0/ January 7 1976.
Behmd locomotl~e S309 were/ourteen spotlessly clean stainless-steel cars including sleepers, lounge cars and a diner, but NO
COACHES. ThiS was a true first-class train between the two largest cities in Australia.
Photo by Fred Angus.
with them and then disembark before the train departed. The
super -comfortable roomettes with their ex tra wide space at the
head
of the bed; made possible by the unusual zig-zag
corridor to accommodate the shape of the roomettes. The
never -to -be -forgotten sight of the two great trains, the

Spirit and the Aurora standing side by side at the
platforms
of Melbourne station in the bright late afternoon sun.
And last, but not least, the images conjured up by the vivid
names
of the trains: The Southern Aurora and the Spirit of
THE SPIRIT OF PROGRESS and THE SOUTHERN
A URORA side by side make a very impressive sight at
Melbourne station on January 7 1976. After
the Spirit
leaves, the Aurora will be switched to the same track/or its
own departure one hour later.
Photo
by Fred Angus.
IN 1987, THE PACIFIC COAST DIVISION
P.O. Box 1006, Station A, Vancouver, B.C., Canada
V6C 2Pl
WILL BE HOSTING
THE SECOND ANNUAL CRHA CONFERENCE
TO BE HELD
IN VANCOUVER
ON
MAY 22nd TO MAY 24th
TO COINCIDE WITH
THE ARRIVAL OF LOCOMOTIVE 374
AND
THE FIRST TRUE TRANS-CANADA
PASSENGER TRAIN
ONE HUNDRED YEARS AGO
Progress ; whoever thought up those names must have been a
genius
I
While the Melbourne Express is also a great train, one
cannot help but be a little sad at the passing
of the Spirit and
the
Aurora, and wish that at least one of the names could
have been used for the combined train. Somehow
it does not
seem as if the train trip between Sydney and Melbourne will ever
be the same.
(Information from the Australian Railway
Digest).
A close-up view 0/ a Southern Aurora lounge car showing the
typical Budd design stainless-steel construction. The inscription
N. S. W. & V. R. atthe end o/thecarstands/or New South
Wales and Victorian Railways. the two lines over which the
train ran.
Photo by Fred Angus. January 7 1976.
IN ORDER TO FIRM UP SOME OF THE ACCOMODA­
tion reservations would you please indicate, as soon as
possible, the number
of members from your division who
plan
to attend, and also the type of accomodation required.
(Single, double
etc.). Remember your spouses are also very
welcome.
The tentative rates at this moment are $ 29.00 for
single room and
$ 37.00 for double room. Rates include a
continental breakfast. This will
be at the Simon Fraser
University, high atop Burnaby Mountain, with a spectacular
view
of the city and Burrard Inlet, especially appealing at night
and on a clear day.
As well as the Board Meeting and some presentations, there
will be visits and trips scheduled, so it is very important to know
how many members to allow for on these activities. A brochure
outlining the
full schedule of the conference will be available at a
later
date, after we find out how many plan to be in attendance,
and the facilities
we can procure.
We look forward to hearing from you
soon.
REMEMBER – – -DONT DELA Y – – -THE SHOW IS
IN MAY!!
CANADIAN
NIAGARA DIVlSION: THE SUMMER OF 1986 WAS A
busy one for members
of the Niagara Division. The annual
« Longest Day Fiel.d Trip» was held on June 13 , taking
members
to Dundas, Guelph Junction, and Campbellville.
Another trip was held taking members
to the Niagara Peninsula.
The trip included a complete tour of CNs Fort Erie diesel
facilities where members were given a comprehens
ive overview
of the workings of a switcher. Yet another trip was held on
September 6 to Brantford, Paris and Caledonia.
As a «
reward» for those in attendance on these trips, each
got their picture and name in print in the Divisions newsletter
« Niagara Rail» .
TORONTO & YORK DIVISION: The Division has been
forced to relocate its railway equipment due to the transfer
of
ownership of the land on which the rolling stock is stored. Some
of it will be going to the Rideau Valley Division at Smiths Falls
while the remainder will be stored elsewhere in Toronto.
On
December 7, 1986, the Division held an excursion using
Toronto Transit Commission
PCC streetcar -#4600. 4600 is
one of the two PCC cars which were recently rebuilt.
RIDEA U V ALLEY DIVISION: Besides the transfer of
some of the T & Y equipment (see above) , the Rideau Valley
Division has been extremely busy with their museum project.
As if the severing
of their connection with the CN wasnt enough
during the latter
part of the year, CN did not notify them that a
contract had been placed with a company to
lift all the rail in the
yard around the station. All the yard track and a portion
of the
former mainline had been pulled up before members discovered
what was happening. Quick action resulted
in work being
stopped but funds must now be raised to acquire the remaining
track from the contractor
($ 30,000) .
At the same time efforts are being made to arrange a
connection with
CP just west of the CP station. Work is still
proceeding on the development
of the steam railway between
Smiths Fa.lls and Kingston.
NEW BRUNSWICK DIVISION: Since most of the items
that are used in
« Communications» come from the newsletters
of the Divisions, we are pleased to hear that the New Brunswick
Division has begun to publish their newsletter
« Update» again
and intend to continue on a
quarterly basis.
67
R A L
The Division has been concentrating its efforts on the Salem
& Hillsborough Railroad and the efforts seem to be paying off.
The « Sunset Diner» trains have proven extremely popular and
profitable.
The train, operated on weekends only, consists of 3
cars: a
diner, a lounge car and an entertainment car. Dinners
are prepared by S& H staff with
NB Division volunteers acting
as waiters and waitresses.
The locomotive roster is growing. Besides #42, 1009,29
and 6941, the railway has acquired DEVCOs RS1s -#208
and
209. The DEVCO engines have been renumbered 8208
and 8209 . Plans call for the refurbishing
of ex -CP 4-4-0 -#29
for her
100th birthday this year.
On Saturday December 19th 1986 the Third Annual Santa
Claus Train was run as a community service project by the
Salem and Hillsborough railroad.
Two special trains with ex­
CN # 1009 on the head end pulled over 300 passengers from
Hillsborough to Salem and returns.
The trains were manned by
members
of the division and this was the most successful event
during early winter.
To prepare for the event the line was plowed
by our
double-ended plow ex-CN 55698 which was recently
repainted, and crossings had to be cleaned along with nine
switches.
It is anticipated that a winter steam service will be
offered on Sundays during 1987 -88 .
RS-l #8208 (ex-DEVCO 208) is presently undergoing
major repairs
in the maintenance shops of the S & H. A new
rebuilt turbo
charger, water pump and right angle drive are
being instal led. In addition major radiator repairs are being done
to ensure years of dependable operation as the lead engine on the

Sunset dining train. All of this work is being done by
volunteers under the leadership of Patrick McKinley -Chairman
Diesel Committee and assisted by the railroad staff when
needed.
Ex-DEVCO -#42 2-6-0 steam engine is presently in the
back shops for firebox repairs and new tubes.
The work is
progressing very slowly and the engine is expected to return to
service during the month
of June 1987 .
Ex -CN -VIA -Lounge Car ELAN is being completely
rebuilt during the winter
of 1986 -7 and will be added to the
successful Sunset dining train during the month
of May
1987.
Ex -CP # 29 4 -4 -0 steam engine is presently stored in the
car storage shop and
is undergoing a survey to determine repairs
to be made. This locomotive will be celebrating its 100th
birthday during 1987 and a major railfan event will be held
in
late August 1987 to celebrate the anniversary.
Mr. Paul Bown of Orleans Ontario, the president of the
By town Railway Society writes:
J will not renew my membership. Canadian Rail is not
worth the
$25.00 .
Well, as Abraham Lincoln once
so aptly put it: You can not
please all
of the people all of the time.
Editors note: The editor would like to hear constructive
comments from others
who might feel as Mr. Bown does, so
that
we may endevour to please more of the people more of the
time.
Mr. John Allen Young of Outremont Writes
I WORKED FOR C.N. RAILWAY EXPRESS FROM
1924 to 1963 . In Quebec City there was the C . P . R . Palais
station, and a few hundred feet away was the station of the
Quebec Railway Light and Power which went via Montmorency
and
Ste. Anne de Beaupre to St. Joachim. The Q. R. L. & P.
took our cars over their line to St. Joachim from Quebec City.
At St. Joachim they uncoupJed their engine, and the C. N . R.
coupled on theirs and continued to La Malbaie. Same procedure
every
day except Sundays. The Q. R. L. & P. also supplied
electricity to
Quebec City. Its office was on the corner of Crown
and St. Joseph Streets.
On the same Remembrance
Day
in 1950, a C.N.R. train
is seen, hauled by a Q.R.L.
& P. electric locomotive at
Montmorency Falls.
C.R.H.A. archives.
Toohey Collection.
In Montreal, C. N. express was handled on the Montreal
and Southern Counties Railway from lower McGill Street near
Common Street
in Montreal, to Granby. They had large
electric passenger and express
cars. We handled a lot of express
on these trains from and to
Granby; the conductor was a Mr.
Hebert if I remember cOITectly. The train arrived in Granby
around I: 00 A . M. Their car sheds were located in St. Lambert
P .
Q. near the Waterman pen company.
I also worked on the C. N . R. line from Riviere du Loup
P. Q. to Edmonston N . B. I am now on pension and am 79 years
old this
January.
The Q. R . L. & P. interurban
station
in Quebec City on
November 111950. Car 401,
about
to depart, has been pre­
served at the Canadian Railway
Museum.
C.R.
H.A. archives.
Toohey Collection.
. ,
e. uSlness
car
Some Interesting Facts
From: R. D. Thomas
On
December 31 st, 1959, the last CP through freight with an
assigned sterun engine departed Toronto for Montreal, headed
by No. 5411, class P2g.
On the 28th June 1936, CP locomotive No. 2803 class Hla,
departed Montreal
for Vancouver with train No. 7 (The
Dominion) marking the 50th anniversary of the inauguration. of
the first transcontinental passenger train service. The locomotive
was decorated with the coat of arms on the boiler front and the
Provinces shields along the boiler at hand-rail level.
Former CPs Royal Hudson, No. 2839 class HI c is owned
by Ron Ziel and Mike Eagleson, real rail fans and
photographers.
No. 2839 has been restored and is in operation.
Standard
Guage, 4 8 Yl was the width of the wheel tracks
of the Roman chariots
in England a long time ago. When rails
were laid, they just laid them
in the ruts of those chariots which
were ready –
made for them!
Canadian Pacifics Windsor Station in Montreal, was built
like a medieval castle and opened for traffic in 1889.
From Interesting Facts about Railroads in Canada, the
firm
of Fleming and Hubert of Saint John was recognized as an
early
Canadian Locomotive Builder.
In the
May 1984 issue of CPs Rail News was a story
about a German saboteur who set out to blow up the railway
bridge at Vanceboro, Maine that crosses the St. Croix River,
separating the State
of Maine and the Province of New
Brunswick. During the first World War, the saboteur , after a
feeble attempt, confessed the entire plot and was eventually
taken to Boston to stand trial. His fate
is unknown.
Canadian Pacific also built three only, Atlantics, 4-4-
2 s, Nos. 209 -10 -II , at their Delorimer Works in Montreal.
CPs locomotive No. 3100 is preserved in Inipso Park,
Regina, No. 3101 is preserved at the Natural Museum of
Science and Technology in Ottawa.
During the 1939 Royal Visit of King George VI and Queen
Elizabeth, they were carried
Westward across Canada in a train
hauled, for most
of the journey, by a single CPR Hudson
locomotive.
To help pull the train over the mountains, a heavier
Selkirk engine was coupled
in front of the Hudson. At one point,
the Queen (the present
Queen Mother) rode the cab of No.
5919, sitting on the firemans seat!
Another locomotive used on the Royal Train, this time a
CN
No. 6400, the first Streamlined steam locomotive in
Canada. No. 6400 is on display at the Museum in Ottawa.
From The Spanner of 1956 (CP s former news letter)

The Fredericton a 4-4-0 of the Fredericton Railway, had
the distinction
of belonging to more railways during its career,
than any other engine
in Canada!
Also from The Spanner, in 1870 a Fredericton man,
J.M. Taylor, invented a non-fogging cab window. It was simple
enough but effective.
It consisted of two thicknesses of glass,
heated
by a fine steam coil which lay between.
One of the earliest engines of the 4-6-0 type to operate in
Canada was No. 40 of the New Brunswick Railway, which
came from the Pennsylvania Railroad in 1869.
In 1904, the
CPs Angus Shops built their first steam
locomotive.
It was a modest 0 -6 -0 switcher and was numbered
2045, later becoming No. 6045.
On September 14 th, 1853, construction got under way on the
line from Saint John to Shediac and
Point du Chene and was
completed on August 1 st,
1860.
CPs Decormier Shops also turned out No. 300, a 4-4-0
which hauled the first transcontinental train from Montreal to
Ottawa.
That was in 1886.
CPs No. 371 pulled the first transcontinental train into Port
Moody, B.C. in 1886, and a sister locomotive No. 374 pulled
the first transcontinental train into Vancouver in 1887. No. 374
is on display in! Vancouver.
Railway artist, Mr. Cameron King,
of Fredericton, is one of
two only members of the Society of Steam Artists of America
in Canada. .
Some
of the first steam locomotives used in New Brunswick
were built
in Saint John by the firm of Fleming and Hubert.
They were the LOOSTAUK, OSSEKEAG, APOHOQUI,
PRINCE OF WALES, NORTON, PRINCE ALFRED,
ROBERT JARDINE, and the BEAR. They were numbered
also as
8,9,10,12,13,14,15 and 16 respectively. Delivery
dates ranged from 1858 to 1869.
The largest of all these
locomotives was the
ROBERT JARDINE. All were wood
burners.
CPs first Pacific type engine was No. 1100 (renumbered
later as
2200) was built in 1906 as class G1p, a 4-6-2.
On October 8, 1954, the first diesel locomotive arrived in
Moncton. It was a G.M. A unit No. 6500.
CPs No. 986, a D-10 hauled the last steam train from
Woodstock to Fredericton.
The date? April 14, 1960.
Re the names of the locomotives built in Saint John, the
Prince
of Wales , later to become King Edward VII, travelled on
a train hauled by the engine so named
in his honour. The
distance was from Saint John to what was then cal.led
Kennebecasis Station. This name was changed
to Rothesay
after one of the
Princes other titles.
The George B. Doane an old wood-burning 4-4-0 was
shipped from Saint John to Digby where temporary track was
laid during low tide, across flats to the main line.
Forty yoke of
oxen were required to complete the task in May of 1887!
The trip of Maritime Steam Railway Enthusiasts, on
September25 th,
1961 signalled the end of more than 70 years of
service between Maccan and Joggins in Nova Scotia. The
Maritime Coal. Railway and Power Company closed the final
chapter
in a long history of steam railroading. The line had
carried up to 25,000 passengers annually and
20,000 tons of
coal per month as well.
January 21, 1954, after 29 years of service, a 2-6 -0 steam
switcher, which had served the Bathurst
Power & Paper
Company on a three-mile track, bowed out in favour of a more
economical and powerful 660
H.P. diesel. Both units were
manufactured by the Montreal Locomotive Works, a Company
which built its last steam locomotive
in 1950.
And another paper mill, this time at Edmundston
(Fraser
Company) retired its steam engine in 1946 after twenty years of
service. The unit was eighteen years old when purchased from
the Toronto, Hamilton and Buffalo Railway Company.
Canadian Pacifics locomotive building era lasted
61 years
(1883-1944) during which time about 1,400 locomotives were
produced.
The first CP diesel-hauled regular passenger train to arrive at
Windsor Station in Montreal, was on September 16, 1949. The
train number was 213 (Newport-Montreal) and was headed by
an
Aleo DRS-15 a road switcher No. 8404.
Passenger rail traffic down
gas prices, air fares blamed
By: Shirley Won
of The Gazette
CROWN -OWNED VIA RAIL CANADA INC. EXPECTS
a drop in passenger traffic for 1986 , the first dip in three
years.

We expect a slight decline in ridership, Paul Raynor, an
official for the
Montreal-based rail passenger agency, said
yesterday.
The trend
is indicated in the first 10 months of 1986 with
traffic dropping by
500,000 passengers to 5.4 million from the
period
in 1985.
Raynor would not make public year-end ridership figures,
saying they will be announced in Via
Rails annual report.
The decline, he said, can be partly attributed to increased
competition from cars due to lower gasoline costs and rising
car
sales in recent years.
There has also been more competition from airlines as
Canada continues to deregulate its skies, Raynor added. For
example, City Express, an upstart Toronto-based turboprop
air service, has been competing with Via Rail
in the well­
travelled Windsor –
Quebec City corridor for about two years.
Raynor said he expects a drop in traffic in the corridor. as
well
as on its other eastern routes.
Vias transcontinental and western routes were more heavily
booked last
year, he said, largely because of Expo 86 in
Vancouver.
But
Guy Chartrand, president of the Quebec chapter of
Transport 2000 , a lobby group, said a major problem is Vias
aging equipment.
(Via) has a problem
of image, especially on the long­
distance
routes, Chartrand said. The equipment makes it
more difficult to attract passengers.
While Via has replaced much
of its Windsor -Quebec City
corridor
l1eet with the more modem LRC trains, it still needs to
update its transcontinentall1eet either
by buying new equipment
and/or refurbishing the existing fleet.
Via
is still waiting for Ottawa to okay a deal to buy double­
decker Superliner passenger
cars, based on models used by
Amtrak, the U. S. passenger rail corporation.
Ottawa has been negotiating with a consortium formed by
Bombardier Inc.
of Montreal and the Urban Transportation
Development
Corp. of Toronto to buy about 110 cars in a deal
valued at about
$400 million.
Via
Rails drop in ridership will be the first since 1982 and
1983 following a former Liberal government decision to cut rail
passenger service by almost
20 per cent across Canada.
But the Tory government restored six routes in 1985,
including four trains connecting with Montreal. They included:
The Atlantic from Montreal to Halifax via Sherbrooke and Saint
John, N.B.; The Canadian, linking Montreal and Sudbury,
via Ottawa; and the regional routes of Montreal-Mont Jo1i and
Montrea1-Sherbrooke.
Via
Rails yearly ridership figures are: 7.8 million in 1981 ;
6.8 million in
1982; 6.5 million in 1983 ; 6.7 million in 1984 and
7 million
in 1985 .
Despite the drop
in traffic for 1986 , Raynor said revenues for
the rail passenger agency in the first
10 months rose to $177
million from $ 170 million, mainly due to fare increases.
Gazette, Jan. 29 , 1987 .
Group bidding
to run tourist train
By: Jack Aubry
Citizen stafT writer
A GROUP OF LOCAL BUSINESSMEN IS PREPARING
II bid to operate the Wakefield tourist train starling next
year. 8 consult,mt for the group said Tuesday.
Denis PeUers. consultant for the group. wouldnt idclltify
the businessmen involved except tosay there is a core offoUJ or
live. wilh eight to 10 others who arc interested in the
vemUTe.
Tucsda). city officials from Hull. La Peche and West Hull
SigJIcd the p Hull and Wakefield in return for a laK receipt tor $4.9
million .
Gerald McMartin. spokesman for Hull, said the municipal­
ities will ask for bids in January from thc private seclor to
operate II lOurist uain on the 17.3 -kilometre line.
PeHers said his group is interested in operating the train for
about f
ouror live months during the summer period and aboUl30
special days each year. Petters said the train probably would use
a diesel engine for most trips. using the steam engine
occasionall
y.
Pellets. who started with the group in November. is working
OUI of an office at the Onawa Riverboat Co. headquarters in
Ottawa. He ~aid the group W;jnt~ 50 per cent ofits investment to
be
from OUlaouai$ busitlcs~men .
He said it
wont be known how much Start-up capital is
necessary for the train o~ration until the municipalities
stipulate the requirements r
or the bids.
Officials fmm the National Capital Commission and the
Museum
of Science and Technology said they are interested in
helping operate
the train this summer and fall. while the tourist
tram becom
es operational.
The OttaWa Citi1:en. Wedncsday. December 17. 1986.
Wakefield train
derailed
until 1988
By: David Gamble
Gtilen starr writer
THE H
ULL-WAKEFIELD STEAM TRAfN IS UNLIKELY
10 be on track as a tourist attraction this summer. says a
H
ull councillor.
.. We would like to sec it running this summer. but it will
likely be 1988 before we can gel anything going.· Coun. Yves
Ducharme said at Tuesdays council meeling. He said there is
mudl to be Jone before tne prOject gets olT tnc ground. B
ackers had hoped to get the train running this summer.
Ducharme
said negotill.l1ons still remain with CP Rail, the
National Capital Commission and tnc National Museum of
Science and T
echnology.
However. Ducharme
is optimistic abootlne project and Hull
Council Tuesday approvcd creation of a non -profit corporation
10 oversee revival of the train.
Duchamle and r
epresentatives from Wesl Hull and La Peche
counc
ils will head up the corporation with two community
representative
s.
The corporation will $OOn begin looking 1(lT bids to operate
the tourist train on
17.3 kilometres of track between Hull and
Wakefield.
Ducharme said the tourist tra
in would be a long term
investment requiring a large amount of money and likely
wouldnt be profitable for to years.
The non _ profit corporation will take over ownership of the
tracks
lind a$280.000 fund provided by CP Rail when the line
was purchased from thc compa
ny fn~ a $4.9-million tax
receipt .
Thc line
will be leased to the prospective operator of thc
tourist
tram. Ducharme said.
01la ….. a Citizen. Jan. 14.1987.
Whale of a Tour
Gazette, Dec. 31. 1986
HALIFAX (CP) -VJA RAIL HOPES TO PROMOTE
whale _watching tours along the Bay of Fundy nex (summer
as a way to boost passenger Ifave! t>ctween Halifax and
Yarmouth,
N. S .• spokeman Nonnan Rlchard said yesterday.
Announcement
LATER THIS MONTH VOLUME 2 OF THE STEAM
Railroad Poetry Anthology will be printed.
It will feature recent phOlographs of steam engines and
steam rail poetry from across Canada.
Many of you remember Ihat Volume I . the B.C. edition.
illustrated and reaturing B. C. poetry wrillen by railroaders.
was ajoy to read. Volumc 2 curries on with four times as many
historical poems.
Y
ou may reserve your copy of Volume 2 by sendingS 10.95
to Steam Railroad Publications. Postage and handling charges
arc included.
Michael
Gee
Steam Railroad Publications
660 Pilot Street
Prince George. B.C.
Canada. V2M 5J I.
BACK COVRR:
Th~ magnifican, slaliOIl a( McAdam N. B. jorm.t (Iu! bac/..:::rfllind /(, thh /light liel (~rIi4(){)
and 6771 hf!Gding V7A Imill No. 11. the Arlumic at! February 14 1987.
Pil010 by David Morris.
Canadian Rail
P.o. Box 282 St. Eustache, Que., Canada
J7R 4K6
Postmaster: if undelivered within
10 days return 10 sender, postage guaranteed.
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