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Canadian Rail 403 1988

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Canadian Rail 403 1988

Canadian il
No. 403
——–_________________ lSSH 0008·4875 —–
EDITOR: Fred F. Angus For your membership in the CAHA which includes a
CO-EDITOR: Douglas N. W. Smith subscription to Canadian Rail write to:
M. Peter Murphy CAHA, P.O. Box 282, 51. Eustache, Quebec J7R 4K6
CARTOGRAPHER: William A. Germaniuk Rates: in Canada … . . . . . . . $27.
LAYOUT: Michel Paulet outside Canada:
… . .. $23. in U.S. FUNDS.
TYPESETTING: Belvedere Photo·Graphique Inc.
PRINTING: Procer Printing
,——————-~TABLE OFCONTENTS——————-,
CanadUIn Rail is continually in need 01 news. sto,ies. hislO1ical data, photos. maps and other reproductlble material. Please send all
contributions to theedilOr: Fred F. Angus. 3021 Trafalgar Ave. Montreal. P.Q. H 3Y 1 H3. No paymenl can be made for contributions. but
contributor will be given credit lor material submitted. Material will be returned to the contributor il requested. Remember. Knowlodge is
ollinla value unless it IS sharad with olhe~ .
Frederick F. Angus Charles De Jean M. Peter Murphy David W. Strong
C. Ballard Gerard Frechette Robert V. V. Nicholls Laurence M. Unwin
Jack A. Beatty
DaVid W. Johnson Andrew W. Pank.o Richard Viberg
Walter J. Sedbrook J. Christopher Kyle Douglas N. W. Smith A. Stephen Walbridge
C. Black.burn Bernard Martin DelYk Sparks
The CRHA hDS a number 01 local divisions across the coonlry. Many hold regullr
meellngs end issue newslelle~. Further infonnalion mly be obtlmed by wtiling 10 Ihe
P.O. 8o~ 1162
Sa .)olin.
New Brunswick E2l 4G7
Manu.. 01.1 •• H38 3J5
PO Bo.9152
Srnoillc F.III. On!ttrio lOA SAIS
P.O. 80x 103
Ki~!on. O,,~ K 7M 619
p.o. Bo. ~8 Torono.O,u .. o M5W IP3
P.O. Box 593
51. C.tIaoinH. On,;o 12R ewe
300 C.!»on. ROld E .. I.
o N9G 101.2
14 Reynolds 8.y
Winnll*;!. Mln;loba RJI( eM.
60 _ 8100. 4th AVII. NE.
C.lg.IY. Alberuo T2A 528
P.O. 80 5102. 51, C.
Edmonlon_ AlbeN T~8 2ND
P.O. 80. 39
R.~,lil0k~. 8 C. VOf 250
P.O. 80. 400
C,..,OIOOI<. 8nh.,. Columbia VIC 4H9
P.O Bo, 10C16. Stlt.en A.
V.>(;ow~. 8r~I,1l Col~rhb,. Ve.c 2PI
John C. Weir
III 1938. th recalWlt3 for I~ Wiscoo/ Cflfrtll
rook rit:1iv1llY of lour nonh, ryp .rpn Ioco­
fT/Oflvas !rom Um. The., _ th (lilly mod~
srurn Iocomo,tv •• VrI OWf!ftd by (lny consrm.Jl!Hlt
of th. Soo Lin. ThY wtl bougM 0 pow, M
r,mrl trttighrs NtwflltfI ChiC(lfIIJ lind M,,, •• poli •.
EmmlWfIlft .ucc.urul. twv ,«Jucftd ,h. flHd fur
doub! hdingwhi/r: shommfnrJ tl.ruit Ilfn.s (nI1N
,hi. imsrl1v COIM! rout. C(lugj>r ;U81 WrlS/
of STvn Polm . .,3002 is pulling th n CillS
whiCh com(m6tl rtI 11260 JII/y 26. 1948.
Cred;,: P~~Qt1-GINHfl~ CoIIIICtKJlt
As part of liS eellvilles. the CRHA operates
Canadian Railway Museum al Delson/51
Coost!!nl. Ouebec
WhlCh IS 14 miles (23 Km.)
from oownoWfl Montre.l. II IS open daily
from late M.y 0 early October. Members and
their immediate
f~milies ere admitted free of
The Barbados Railway
By Peter Murphy
The old time people used to say that the Barbados Railway was mentioned in the Bible,
among the creeping things
of this earth.
For a timely change at this time of the year we are pleased to
take you to the Caribbean Island
of Barbados. Most easterly of
the Caribbean Islands, Barbados has long been a favorite sun
destination for thousands of Canadians trying to escape the
winter blues. Located in the southern Caribbean, this pear­
shaped island measures
14 miles wide x 21 long and has an area
of approximately 166 square miles. The population of Barbados
is approximately 275,000 friendly natives; this is expanded in
the winter season by the addition of several thousand tourists
who visit the spectacular beaches and beautiful scenery.
To the visiting rail enthusiast, there is one additional point of
interest, the local Barbados Museum, and if time permits, a day
spent exploring the old Barbados Railway. Several local
journal and magazine articles have been written about the
Railway, nostalgic
in nature they often speculate as to
the nature of the tourist attraction that would be, should the
railway exist today.
Barbados had up until its independance
in 1966 always been
an English colony since its discovery in 1637. In the year 1845
railways in England were booming and men thought they saw unlimited possibilities in the development
of the iron road.
Public roads in Barbados were in terrible condition and when a
survey was made,
it was decided that the construction of a
railway was indeed feasible.
The first attempt at raising capital
fell through, the second
attempt in 1873 saw a proposal
by Joseph A. Haynes of
Newcastle, Samuel Collymore, John Inniss, David Da Costa
and others join
in writing subscriptions for 20,000 shares at £5
in a company formed to build a railway line from
Bridgetown to St. Andrews. In 1878 the act was amended to
permit promotion
of the proposed railway in England.
The famous light railway engineer Robert Fairlie visited the
island and prepared a new cost estimate. A revised Fairlie report
was published
by the directors in the spring of 1877 and called
for the railway gauge to be 3 feet 6 inches, the passenger cars
be in the American style of the period. Seven stations
were planned over the
21 Y.! mile line and on Saturday , June
23rd, 1877 the first sod was turned
by Lt. Governor Dundas.
H.E. the Lt. Governor was presented with a painted
barrow and spade ; in a short speech he expressed the
The Barbados Railway in its earliest days, 36 gauge. This goods train is loaded with bags oj sugar and hogs heads oj
molasses, the locomotive No. I was built by Avonside in England in 1880/81. Original photo in the collection oj Mr. Tom
oj Barbados, reproduced through the courtesy oj The Bajan magazine.
pleasure he felt in performing the task allotted to him. and
congratulating the Directors
and the Colony on the inaugura­
of an enterprise which hefelt sure would notfail to promote
the interests and prosperity
of the Colony. He proceeded in a
workmanlike manner
to trundle his barrow to the edge of the
enbankment and deposit theftrst barrowful
of earth amid three
hearty cheers/rom the spectators and a large body
of labourers
willftnd empoyment on the works.
Despite the turning of the first sod, legal and financial
difficulties prevented the signing
of the construction contract
until May 1879. The contract was awarded to Leathom Earle
Ross and Edward Davis Mathews Civil Engineers, London for
£200,000 to build and equip the railway.
The specifications of the contract called for 21.5 miles of
main line, 3.5 miles of sidings, 14 miles of fencing, 98,147 cu.
of rock and 178,600 cu. yards of earthwork. Bridges,
viaducts and culverts called for 8283 cu. yards
of masonry,
4764 cu. feet of timber and the purchase and erection of 404 tons
of girders. Rails were to be 40 lb. laid on sleepers 8 in wide, 4 in
deep and 6 feet long, the gauge was 36 and 2080 sleepers were
to be laid per mile. Curves were to be banked, ballasted to I W
of top of rail. The rolling stock was specified as follows:
4 locomotives
6 composite
1st and 2nd class coaches
6 3rd class carriages
10 open goods trucks
6 covered goods trucks
20 sugar wagons
All cars both passenger and goods were supplied with 4 wheels
and not bogies. This was a critical mistake-on the passenger cars
as we will see later. The original locomotives on the railway
were the following:
St. Michael Contractors engine later acquired by the
0-4-0 probably Black Hawthorne No. 575, 4 ft.
wheelbase with 7 inch cylinders.
No.1. 2-4-0 tender locomotive built by Avonside in 1880/
1881 builders number 1286.
No . 2. As above, builders number 1287.
No.3. 2-6-2 side tank locomotive built by Vulcan foundry in
1882, builders number 951.
4. As above builders number 952.
in 1881 the manager Mr. Grundy came to Barbados
from the
Great Western Railway at Paddington, a Foreman and
Driver were also brought out to train local crews
in the operation
of steam. The railway opened from Bridgetown to Carrington on
Thursday October 20, 1881 with little fanfare as Mr. Grundy
had recently died
of yellow fever and never lived to see the line
completed. A car derailed on the first day (an omen
of things to
come) and service was suspended on October 27th, until
December 15th, to permit the track to
be levelled. As of
December 15th, three trains
in each direction operated between
Bridgetown and Three Houses.
On Saturday 18th August 1883 the first train operated over
the entire line. The most spectacular and indeed dangerous part
of the line had finally been put into service. Just beyond Three
Houses at Consetts Cutting the railway descended a 1
in 33
grade from the escarpment to sea level. This grade was to prove
most challenging throughout the entire life
of the railway. The
This engraving entitled The new railway at Barbadoes. British West Indies appeared in The Graphic on February 18. 1882.
Photo courtesy CRHA Archives.
grade was so steep that southbound trains had to be broken at
Bath and hauled up in two sections. Passengers were often asked
to alight and even push to get the train up to the crest
of the
incline. This embankment and grade was located on the wind
swept Atlantic side (east)
of the Island and was subject to
vicious sea storms and erosion.
The now-completed railway line served several sugar
factories along the route hauling cane wagons in and sugar and
out to port in Bridgetown.
Regular passenger service existed but even more important to
the railway was the operation
of special excursion trains and
Sunday Picnic specials to the beautiful east coast
of the Island.
Financial records for the years 1930-1934 show that
80% of all
passenger revenue was earned over this portion
of the line and
50% of that was from special trains.
The company drew up its Rules, Regulations and Bye­
Laws just prior to the 1881 opening. A copy of the rules,
printed in the Island by Barclay &
Fraser, is still extant and may
be unique as the only surviving example
of a document of this
kind printed in Barbados.
The Rules themselves throw some light on the original
of working which probably changed little throughout the
entire history
of the railway. There was a system of flxed signals
at each station and indicating the state of the road and
whether the gates had been opened; a reference to signal wires
seems to indicate that signal posts were expected to be some
distance from stations and indeed we know
of one such signal at
Halls Road which was apparently controlled from Bridgetown.
There were regulations governing the working by Train Staff
and Ticket and it seems likely that this system obtained
throughout the history
of the line. This system is commonly
applied where separate tracks are not provided for
Up and
Down ttains and where passing can only take place at loops
specially provided. Under the system, trains can only proceed
from one station
to the next if drivers are in possession o/the
Staff controlling that section. The staff was specially
designed and incorporated a key which opens the box containing
the tickets. A driver proceeding in possession
of the staff
it when he reached the station at the other end of the
section; this enabled a train to proceed with the staff
in the
reverse direction. Where more than
one train was to proceed in
one direction before a train was due to arrive in the contrary
direction, tickets were used to authorise drivers to proceed, the
last train carrying the staff which cancelled the tickets; the
tickets were kept under lock and key
and could only therefore be
issued by someone in possession
of the staff in which the key was
incorporated. There were seven sections originally and the Rule
Book stipulated the colours
of the staffs applicable in each
The rules include instructions for the ascent and descent of
Consetts incline, both guards and drivers being exhorted to
have their trains well under control and to use every exertion
to stop any runaway vehicles that may become detached from a
train whilst it
is ascending before the impetus has become too
great .
Guards are advised,
if the engine be defective, the sooner
the train can be stopped the better , and,
if any of the vehicles
be off the rails, the breaks
(sic) in the rear must be instantly
applied .
is also a quaint injunction to guards that, persons
amicted with insanity must not be placed with other passengers,
in a separate compartment; it had apparently been
overlooked that, as the coaching stock was to
be of the American
pattern, there would be no separate compartments!
Guards are
also to use all gentle means to stop the nuisance caused by
drunk or disorderly passengers; if gentleness availed not, the
One of the original 36, 2-6-2 side tank Barbados locomotives built by Vulcan Foundry Ltd., Avonside Works, Newton Ie
Willows, Lancashire, England in 1880/81.
Photo courtesy Hunslet (Holdings) Ltd., collection s.s. Worthen.
Consetl Cutting, soon ojIer completion in August, 1883. Contractors
0-4-0 engine is in the cut, photo courtesy The Bajan magazine
from the collection
of Tom McKenzie.
recalcitrant passenger was to be removed at the first station,
apparently by force though the rules are prudently silent on the
In 1891 two new 0-6-0 heavy tank engines were acquired
from Bagnalls
of Stafford, they carried numbers 6 and 7. Their
weight was carried over a 9 foot wheelbase and consequently
severe track damage resulted. These two locomotives were
of in 1898 probablY to the Demerara Railway in
Guyana, South America who also had a 36: operation and was
also a British Colony at that time.
By 1892 the track on the East Coast was deteriorating
rapidly, rains had caused landslides and bridges were suspect.
The first terminal in Bridgetown, Barbados showing the broad
36 in use. Photo courtesy The Bajan magazine.
Heavier rails were laid as finances permitted but the engineers
were fighting a losing battle.
By 1896 a petition for voluntary
winding up was presented before the House, which was rejected.
Track on the Windward coast had deteriorated to such an
that the rails have in many instances lost over one half of the
of their flanges, in fact some are to a knife edge. This
of course, due to the corrosion of materials, some of which
had been in situ since the opening in 1883. At Three Houses the
report states that, rails
of main line require renewing as trains
have often to be backed for a good distance, and run through the
Station to tackle the
The weather in November and December, 1896 was
This is a photo of either the inaugural run, or a trial run prior to the official opening of the line. The contractors engine
St. Michael is ahead
of the train, note the four wheel cars. Photo collection of Mr. E.A. Stoute Esq.
Man.go.; G. V. do 1 .. B.stide, C.E.
—o • ,.,
STAtJO~g ~~
,,~ .b
, ~ . STAtiONS
u· M ~ 0 ;;,go

~~ .
V> ~ I<

P,M. A.M. A.M. A.M. P.M. P..
Bridgetown . 4.30 7.45 7.40 St. AndrolV •. 7.40 4.20 7.10
Rouen 4.43 7.67 7.62 B.thabob 8.00 4.40 7.30
6, Bulkoley 4.55 8.10 8.05 Bath 8.20 6.00 7.50
7 Windaoe 6.02 8.17 8.12 Threo House; 8.33 5.15 8.0~
0 Corrington {d
5.00 8.25 8.10
8.41 6.22 8.12
6.13 8.20 8.23 8.44. 5.24 8.1~
10 Sunbury . 5.18 8.34 8.28 Sunbury . 8.40 5.20 8.10
11 BUBhyPark{d
6.23 8.30 8.33
C~rrington {d
8.63 5.33 8.2J 5.26 8.42
8.35 8.67 5.37 8.27
Threa Houses 6.36 8.51 8.43 Wind.o. 9.04 5.44 8.34 10
Bath 5.50 0.06 8.60 Bulkoloy 0.11 5.51 8.(1
Bathahcb 0.10 9.26 0.15 Rouen . 0.23 6.03 8.53
24 St. Androw. 6.30 0.45 0.35 Bridgetown 0.36 6.15 O.O~
. SAME DAY RRTUBN TRIls from Bndgetown to Bath.hebo, etc., can bo m.d.
on Sundaya and Wednesdoya.
Combined r.iland holol tickets issued. Spociol touri.sts excursiona arranged.
Tho compony will not b. liable foe foiluro to convey po.sengor. from o.
to any plnccs othor. t.bnn ata.tioDB, nod a.l1 tickot.s, singla o. rotufo, are issued
on theso conditioDs. .
Mile. (rom
Through Fore. from .nd to Bridgetown ;
St.tions and H.lts Fir.tCI …
Rouen 6
Bulkoley 12
Windso •. 18
Carrington 24
Sunbur~ . 30
Dushy ark 36
Threo House. 42 48
n.thahobn 60
St. Andrews 60
Local Faru per Sec/ion:
Fir.~ Cln ••
Third .. • 6 e.
Mnximum Far.
. ~ o.
~i o.
notoriously bad and the railway suffered in consequence. Parts
of the coastal section were almost completely destroyed and a
new line had to be constructed; this so impressed the Govern­
ment Inspector, Mr. Law, that he lamented that the whole line
had not been built to a comparable standard.
The section
between the City and Three Houses had nevertheless been
improved by taking good lengths
of rail out of the sidings and
putting them
in the main line! This was indeed a complete
of accepted railway practice which usually relegates
worn-out rails from the main line to the sidings; such was not the
of affairs on the Barbados Railway where so many of the
of railway engineering were, as we shall see, deliberately
outed. Some of the difficulties were attributable to the two
heavy engines bought in
1891. Engine No.7 seems to have been
the worst offender.
So long, complains Mr. Law, as this
is in use, the line will never be kept in good condition and
it has, in fact, actually been observed to deteriorate since the
of inspection. Mr. Law concluded that he could not
describe the line as being
in proper working order though he
admitted to an improvement since his last inspection; he
apostrophised the rolling stock as inadequate, considered that
two new engines were required for passenger traffic and thought
the coaches should be of lighter construction. The whole of the
permanent way needed ballasting.
Desperate remedies were called for; the petition for winding
up had been rejected and additional borrowing powers were
The bondholders decided that a full report was
necessary and they accordingly dispatched to Barbados one
Everard R. Calthrop, Engineer
of the Barsi Light Railway in
India, to assess the position and future prospects. Mr.
Calthrops findings were startlingly fundamental; he suggested
all basic principles of railway construction had, in the
Barbados Railway, been
violated not venially only, but in the
most serious degree
. The 3 feet 6 inches gauge was too wide for
the inevitably sharp curves, the rolling stock was unsuitable and
the axle-loads were excessive for the weight
of rail. Dealing with
curves, there were three possible remedies: either the radius
could be increased, or the rolling stock could be rebuilt with
or the gauge could be narrowed. Mr. Calthrop
unhesitatingly recommended the reduction
of the gauge to 2 feet
6 inches as the best solution. Such a gauge would suit the curves
and the conversion
of the rolling stock could include the
substitution of bogies for fixed wheelbases thus reducing the
axle-loads automatically.
The locomotives would have to be
discarded but these were, in any case, mostly worn out.
In 1898 railway service was curtailed and the company re­
in the name of the Bridgetown and St. Andrews
Railway Limited.
The gauge was narrowed to 26 and bogies
were added to the cars locally.
Four new locomotives were
purchased from Baldwin in Philadelphia to serve the newly re­
gauged line. A fifth Baldwin was added
in 1920, all locomotives
remained on the island until the end.
The 26 gauge
locomotives were as follows:
No. I.
ALICE 2-8-2 side tank Baldwin, 30 ton, 1898
Number 16269.
No.2. BEATRICE as above BIN 16270.
No.3. CATHERINE 0-6-0 side tank Baldwin, 20 ton.
1898 BIN 16331. Rebuilt in 1920 as a 2-6-0,
converted from coal to oil and re-numbered as No.5.
2-8-2 side tank Baldwin, 30 ton, 1920, oil burner
BIN 52196 carried No.3 as original No.3 was re­
numbered to
No.5 see above.
Newly completed Joes River Bridge on the outer portion
0/ the line.
Photo courtesy Carib Publicity Ltd.
Bridgetown & St. Andrews Railway Limited 2-8-2 No.2 Beatrice builders photo courtesy H.L. Broadbelt Collection,
through the courtesy
of s.s. Worthen.
& St. Andrews Railway Limited 0-6-0 No.3 Catherine built by Baldwin Locomotive Works in 1898, builders
16331. Photo H.L. Broadbelt Collection, courtesy of S.S. Worthen.
& St. Andrews Railway Limited 2-6-0 No.4 Dorothy Baldwin 1898, builders number 16332. Photo H.L.
Broadbelt Collection, courtesy of S. S. Worthen.
No.4. DOROTHY 2-6-0 side tank Baldwin, 20 ton,
1898, BIN 16332.
All 1898 built locomotives were converted from coal
to oil
in 1920.
An ambitious timetable was drawn up; there were down
in the early morning on Sundays, Tuesday, Thursday and
Saturdays and daily at 4.30 p.m. Corresponding up trains ran in
the evenings
of Sundays, Tuesdays, Thursday and Saturdays
and there was a daily
up train at 7.40 a.m. By October, 1906, the
company was complaining that many
of the trains were so little
patronised that they were unremunerative;
in particular, all
Wednesday and Thursday trains were little used.
For some
unknown reason, the down morning train on Saturdays had to
worked back empty and involved the company in an annual loss
of £572. Total passenger receipts for that year were well below
average at a mere £ 1 ,762 but with freight at
£3,243 and the
of £2,000, enough was earned to cover current
1911 and 1912 seem to have been the peak years but,
by the early war period, maintenance expenditure was inevitably
mounting and necessary repairs were being shelved with a
consequent cut
in subsidy in 1914. No doubt, depreciation was
still being ignored and the company was forced into liquidation,
the Government finally agreeing to take over at the end of
Governments purchase
of the railway marks the opening of
the final phase; £20,000 was paid for the undertaking, £15,000
being public money, the balance being raised by private
subscription. After the take-over on 5th December, 1916,
repairs were put
in hand with a consequent disruption of
services. Goods traffic was resumed in February, 1917 and
passenger traffic
in the following August. Surpluses on revenue
account were achieved
in 1920, 1922, 1923 and 1927 but the
intervening years were notable for large deficits so that there was
a continuing drain on the Treasury.
The last
of the five Baldwin locomotives was acquired at the
of this period and the original four, as already noted,
were converted to bum oil instead
of coal. All the original
locomotives received their last major overhauls during the first
seven years
of Government ownership when they were all re­
Despite Government take-over and re-gauging riding the line
remained as exciting
as ever, noted Barbadian Historian
Edward Stoute recalls:
] remember one Sunday when we were down at Bathsheba,
we left at 4 a clock by the train, and it started raining, and by
the time
we got to Bath it was a real tropical bucket-a-drop
rain. Thunder
and lightning. Going up Consett Cutting wed
to a point where the engine would actually stop the whole
and you could hear this rumbling, wheels spinning not
and the train going back down the road. Shed catch,
come forward a few feet and suddenly start spinning again.
Eventually, they had two boxes on the side
of the engine in
which they carried sand. Two
of the crew got out and walked in
of the engine sprinkling sand on the railway lines for it to
grip, and try to get up. That night we got back into Bridgetown
about a quarter past seven.
They used
to say, First Class passengers remain in your
seats, Second Class passengers get out
and walk, and Third
Class passengers get out
and push. But they only had two
This photo had to be taken shortly ajler the change of gauge from 36
to 26 in 1898. Note some ties have been replaced while others are obviously the broad gauge ties
with one rail moved inward. Photo courtesy Barbados Museum Historical Society.
A straight section
of line along the East (Atlantic) Coast, this portion
of the railway was subject to vicious erosion throughout its
life. Photo courtesy BMHS.
One of the Baldwin Built side tank locomotives hauling four cars and a brake van near Tent Bay
in the Parish of St. Joseph circa 1920. Photo courtesy
Public ca/I./i. .filla/
di Or tellders lvay
ICo/.zS/!OSitiOIi OF lh for the
Ilig e rail
the equip1?z Slocle Iii 1937 –
/ ellt lvas all
Y thereafter. Scrapped
.Barbados fovernment Railway. ~…j
. ~~ ,
Inventory of the most important itemsl Rolling Stock, Tlack, Machines. etc: for disposal.
Offers for all 01 any of these will be{received by the Secretary, Railway Disposal Committee, P.
O. Box 173, Bridgetown, up to the 30th October, 1937.
No. 1 30 Tons.
No.2 30
No.3 30
Out of Commission, hole in boiler. Serviceable. .
Nos. 4 & 5 20 each.
Locomotives :-
Nos. 1, 2, 3-30 Tons each.
Builders-Baldwin Loco: Works, Philadelphia. Cylinders 13
x 16, Driving wheels 8 Connected.
30 Diam:, Two-wheeled Trucks flont and real. Gauge 2
6, Side Tanks 800 Imp: gallons.
Firebox-Copper. Tubes (96) Brass. Oil fired.
General Condition:-
No. 1. Dismantled, requires a boiler Can be put back into service.
No.2. Out of Commission due to a hole in the boiler. General condition fail.
No.3. Serviceable.
Locomotives :-
Nos. 4 & 5-20 Tons each. Builclels,-Baldwin Loco: Works, Philadelphia. Cylinders
11 x 16 Dliving wheels 6 Connected. 30 Diam: Two-wheeled Truck (Front) 20 Diam:, Gauge 2
6, side Tanks 300 gallons.
Firebox-Copper. Tubes (96) Brass.
Oil fired. Both of these Locos. are
at present in service. A limited quantity of spares in stock.
No. lIst Class-8 Tons.
No.2 Or 3rd:: 8
No.3 3rcl Class-l0
Nos. 4, 5, 6, 7, & 8 Carry
24 Pass:
Good Condition.
3rd Class-10 Tons each. ,,50 Serviceable.
No. 9 3rd Class-3 Tons. Inspection Car-Not Serviceable. Coach
16 ~,~ Original M. Coach. Serviceable. Engine out.
1 Bogie
1-4 Wheel
High side,
Other Types.
N.B. 1 Tempot·ulY
8 Tons 12 Tons.
S Tons G Tons.
3.5 Tons. g Tons. Serviceable.
In need of repair. Scrap.
In need of repair. Scrap.
Passenget: Coach Included in above.
. .
~lr,~~~Gm,~~~« ~ .. ~,~;,;.:-:i)~~~~ .;v J::.;~ ~,S:-i(f ~~ .. :#~,%&~ .. :::~~7:::.,~m-:: .. x: .. .;;,~~, … , ,&11:< ::~~2f~*
r ,~
The Bathsheba Coast with the 26 narrow gauge railway clearly visible around 1920. Photo Credit Barbados Yesterday & Today Barbadian Heritage Publications Trust.
classes, First and Third, no Second Class. At least not in my
time o/travelling. Thefirst time 1 ever travelled the train, I paid
2/6 togo to Bathsheba First Class. On the next train I decidedI
was not going
to sit down in one o/those plush velvet seats; two
and a half hours sitting in that and youre soaking wet. I said
Im not doing that, .. and went into Third Class. They had
wooden seats that ran the length o/the carriage, and it was very
much cooler. First Class was usually empty in comparison
the crowd in Third Class …
In a few short years the railway was again in trouble and
consultants were engaged in England to access the situation.
The records
of the consulting engineers, Messrs. Law &
Connell, show that from about the middle of the period
inadequate standards
of maintenance were causing anxiety.
There were complaints
of the lack of brakes on the locomotives
of the system of lubricating the connecting rod bearings;
these cleared the rails
by only a few inches and were
consequently subject to inordinate wear and tear from exposure
to dust and moisture. Improper use
of train brakes was a frequent
of derailment; there was apparently a system of loco­
motive whistle signals to inform the member
of the train crew
for the operation of the hand brake when it should be
applied or released. There was inevitable confusion; if the
brakes were not released at the rear
of the train as the locomotive
accelerated on coming out
of a curve, the train tended to
straighten itself out thus causing one or more bogies to leave the
rails. There was an instance
of this in 1928 atBauva House near
181-1 mile post.
Deterioration was setting in rapidly by
1931 and a serious
derailment occurred on 24th August that year when the 4.15
train from Bridgetown fouled the points at Carrington Factory
siding; the consulting engineers reported that, although the
switch lever was chained and locked, it could be rocked from
to side so that the tongue of the switch was clear of the rail by
:Vs, sufficient to admit the flange of any wheel.
The permanent way continued to give trouble;
I have never
seen quite so much vegetation as there
is at present, bewailed
Mr. Connell
in 1932, though he was generous enough to admit that this might be due to two consecutive seasons
of severe rain.
He draws attention to the perennial lack of adequate ballasting
and the chronic difficulties
of cross drainage. By 1933, Mr.
Connell was complaining that no notice had been taken
matters on which he had made adverse reports during the past
five years and, early
in 1934 he was instrumental in preventing a
tourist special being run for passengers from the
s.s. Viceroy of
India . On I 7th January in the same year, Mr. Connell advised
the suspension
of passenger traffic until repairs to the Belle
Gully bridge had been completed; the I ast passenger train to run
was the
4.20 p.m. from St. Andrew on Saturday, 20th
The end is quickly told; in 1934 the consultants again
reported, criticising the state
of the permanent way and of
certain of the bridges, particularly that over the Long Pond. The
carriage and locomotive sheds were described
as being beyond
repair whilst the locomotives needed complete stripping and
overhaul. Passenger carriages were in a perilous state, many
wheels having
flats and brake systems being in erratic
condition. All carriages required paint, the absence of which
on the entire system
is most noticeable. Stocks of spares were
run down and the staff was dispirited.
Following this report, the inevitable expert was summoned
from England;
Mr. Gillings report confirms the findings of the
consultants and describes the present state
of the undertaking to
the failure to take reasonable precautions at the appropriate
time to make good obvious damages and to provide for ordinary
wear and tear.
It is the old story of the failure to provide
The track he describes as undulating and the
rails composing it
of four different sections so that the difficulties
of jointing had become fantastic; this had already been noted in
previous reports and it seems extraordinary that no steps had
been taken to remedy the unsatisfactory state
of affairs. Even the
gauge needed checking since, he said,
the straight runs are full
of kinks and bends and the curves made up of straight lengths
having no relation to the radius.
The Bathsheba/St. Andrew section had already been closed
entirely because
of the failure of the Long Pond bridge. Of this
bridge Mr. Gillings comment is,
It has either been ordered too
or there has been a bad mistake in erecting the stonework,
Bathsheba Railway Station date unknown. Note the old passenger cars serving as a beach house
in the background and the raised plat/orm/or loading molasses
in the/oreground. Photo Credit Barbados Yesterday & Today Barbadian Heritage Publications Trust.
The mixed train at Caulewash near the outer terminus of the line.
Photo Courtesy Carib Publicity Limited.
Close up
of the right of way at Martins Bay.
Photo Courtesy Carib Publicity Limited.
This three car train and brake
van is pulling out of Carrington Station
headed for Belleplaine. Note the siding leading
to the sugar factory.
High side flat cars are loaded
with cut cane waiting to be processed into
sugar and molasses and finally rum.
Carib Publicity Photo.

Changes Conte to the G TW
and Soo Line
By Douglas N. W. Smith
In October 1980, the United States government passed the
Act which deregulated the rail industri.-Under the
of this legislation, the process to abandon unprofitable
lines was considerably simplified and streamlined.
Up to 1987,
the Class I railroads have put thousands
of miles of rail lines on
the chopping block. Over 14,000 miles
of trackage has been sold
to 200 buyers comprised
of state and municipal governments,
private individuals and major shippers. These lines have been
reconstituted as over 200 so-called short line railways. With
revised labour conditions and pay scales, more attentive service
and government assistance with major rehabilitation costs, most
of these lines have become economically viable and serve
feeders to the Class I railroads. Todate, over 80% of these new
lines remain
in operation.
Initially, the new short lines were created from marginal
branch lines and were usually less than 50 miles long. However,
the Class I railroads have now started to dispose
of secondary
main lines as well
as branch lines. These lines are forming the
basis for what are called regional railroads. These companies,
which control at a minimum several hundred miles
of trackage,
are significantly longer than short lines and handle much larger
of traffic.
While practically all the major railroads
in the United States
have been divesting themselves
of unwanted trackage, it was not
until the fall
of 1987 that the Grand Trunk Western (GTW) and the Soo Line (Soo) completed their first significant divestitures
of trackage. The GTW is a wholly owned subsidiary of
Canadian National. Canadian Pacific owns a controlling
in the Soo Line.
Grand Trunk Western Divestitures
On September 4th, 202 miles ofGTW lines were sold to the
Central Michigan Railway (CMR).
The CMR is a subsidiary of
Straits Corporation which also controls the Detroit & Mackinac
Railroad, a long established Michigan short line. Transferred to
CMR are the lines from Durand to Saginaw-Bay City,
Durand to Muskegon via
Grand Rapids, and Saginaw-Bay City
to Midland.
The CMR expects to provide Monday to Friday
service over the lines to Muskegon and Midland, and Monday to
Saturday service over the line to Bay City. The new line
work closely with the GTW who will do the waybilling and
of freight charges for the CMR. It is expected that the
Detroit & Mackinac will close its Bay City yard and consolidate
in the former GTW facility in that city.
in this deal is some of the oldest lines owned by the
GTW. The Detroit & Milwaukee Railway puilt the rail line from
Detroit to Grand Rapids and Grand Haven, which
is on Lake
Michigan, between 1838 and 1858. The portion sold to the
CMR was built during 1857 and 1858. The Great Western
Railway acquired control of the company when it was
The Chic~go & Grand .Trnnk Railwa:y purchased this handsome American Type locomotive from the Rhode Island Company
In 1882. It tOlled for the C&GT and its successor the Grand Trnnk Western for forty jive years
before being scrapped by the Grand Trnnk Western
in 1927.
Credit: National Museum
of Science and Technology.
Heavy Pacific #5633 heads up a six car consist o/Train #21 near Durand, Michigan on March 31, 1956. The Pacific was
built by Baldwin in 1929 and removed/rom service in 1958. Passenger service between Detroit and Muskegon ended when Train
#21 and #22 were discontinued in October 1960.
Credit: Paterson-George Collection
# 702 0/ the Duluth South Shore & Atlantic double heads Train * 28 with CP Pacific 1267 across the
international Bridge between Sault Ste Marie, Ontario and Michigan. Train
# 28, which originated in Sudbury, included a
through sleeping car/rom Toronto
to Sault Ste Marie, Michigan. While passengers travelling to Minneapolis on the Soo
Line had
to change trains at Sault Ste Marie, Michigan, connecting times were 0/ a reasonable duration.
Credit: Paterson-George Collection
OCTOBER 11,1987
Road Orig. No. New No. Type BN 6502 6502 SD45
0582 0582 SDL39 BN 6504 6504 SD45
0583 0583 SDL39 BN 6505 6505 SD45
MILW 0584 0584 SDL39 BN 6506 6506 SD45
MILW 0585 0585 SDL39 BN 6507 6507 SD45
0700 0700 GP30 BN 6508 6508 SD45
0703 0703 GP30 BN 6510 6510 SD45
0704 0704 GP30 BN
6511 6511 SD45
0706 0706 GP30 BN 6517 6517 SD45
0707 0707 GP30 BN 6522 6522 SD45
0708 0708 GP30 BN 6523 6523 SD45
0709 0709 GP30 BN 6524 6524 SD45
07LO GP30 BN 6526 6526 SD45
0711 0711 GP30 BN 6527 6527 SD45
0712 0712 GP30 BN 6530 6530 SD45
0713 0713 GP30 BN
6531 6531 SD45
0715 0715 GP30 BN 6532 6532 SD45
0716 0716 GP30 BN 6533 6533 SD45
0717 0717 GP30 BN 6534 6534 SD45
0718 0718 GP30 BN 6535 6t35 SD45
0719 0719 GP30
EN 6537 6537 SD45
0721 0721 GP30 BN 6538 6538 SD45
0723 0723 GP35 BN 6539 6539 SD45
0724 0724 GP35 BN 6541
6541 SD45
0726 0726 GP35 BN 6543 6543 SD45
0728 0728 GP35 BN 6548 6548 SD45
0731 0731 GP35 BN 6553 6553 SD45
HBT 0031 1231 SW1200 BN 6554 6554 SD45
HBT 0033 1233 SW1200 BN 6559 6559 SD45
HBT 0034 1234 SW1200 BN 6560 6560 SD45
MP 1278 1278 SW1200 BN 6572 6572 SD45
SW1200 BN 6655 6655 SD45
SP 2260 2260 SW1200 BN 6660 6660 SD45
SP 2287 2287 SW1200 BN 6677 6677 SD45
SP 2288 2288 SW1200 BN 6690 6690 SD45
MP 2602 4001 GP38 Notes:
MP 2603 4002 GP38
MP 2605 4003 GP38
MILW-Chicago, Milwaukee, St. Paul & Pacific Railroad
MP 2608 4004 GP38 SOO -Soo Line Railroad
MP 2609 4005 GP38
HBT -Houston Belt & Thrminal Railroad
MP 2610 4006 GP38
MP -Missouri Pacific Railroad
MP 2611 4007 GP38 SP -Southern Pacific Railroad
MP 2612 4008 GP38 BN -Burlington Northern Railroad
MP 2613 4009 GP38 GP38 class locomotives are rebuilt and upgraded GP35s.
MP 2614 4010 GP38
MP 2616 4011 GP38 This work was done by
MP prior to sale to WC.
BN 6417 6417 SD45 • Number
of unit not yet determined.
6494 6494 SD45 Many of these
units have not yet been delivered to WC. BN 6498 6498 SD45
6499 6499 SD45
Data and information provided by Robert Nadrowski,
6501 6501 SD45 Vice President -Mechanical, Wisconsin Central Ltd.
Credit: Soo Line Historical and Technical Society
reorganized as the Detroit, Grand Haven & Milwaukee Railway
in 1878. When the Great Western became part of the Grand
Trunk in 1882, the Detroit, Grand Haven & Milwaukee was
included in the deal. The asperations
of the founders of the
Detroit & Milwaukee were fulfilled when a
car barge service was
inaugurated from Grand Haven to Milwaukee in 1902.
GTW maintained the cross-lake service until 1978.
The lines to Saginaw and Muskegon were built by companies
by Grand Trunk interests. The Cincinnati, Saginaw
& Mackinaw Railway completed the line from Durand to
in 1888. The Chicago & Grand Trunk Railway
tookover the line in 1890. The Toledo, Saginaw & Muskegon
Railway was built from a point near Saginaw to Muskegon
1888. The Chicago & Grand Trunk entered into a traffic
agreement with the road when it was completed.
The Chicago & Grand Trunk properties constituting the main
line between Port Huron and Chicago were reorganized as the
GTW in 1900. In 1928, the Detroit, Grand Haven &
Milwaukee; the Cincinnati, Saginaw & Mackinaw; and the
Toledo, Saginaw & Muskegon were formally incorporated into
In 1933, the
GTW concluded a trackage rights agreement
with the Pennsylvania Railroad whereby it could operate over
the Pennsylvania line from Grand Rapids to Muskegon. This
cleared the way for the
GTW to abandon the middle 56 miles of
its Saginaw-Muskegon line in 1946. Following the 1976
of the Penn Central Transportation Company, the
of the Pennsylvania, the GTW acquired this line.
800 Line Divestitures
On October 12th, the Soo Line completed the sale of 2,000
miles of lines to a new company called Wisconsin Central
Limited. This
is the single largest new regional railroad to be
created through a divestiture by a Class I carrier. Like the G TW,
this sale marks the first major contraction of the Soo Line. The
reasons for this sale has their roots in the restructuring
of rail
in the midwestern United States following the bank­
of the Rock Island and Milwaukee Road.
In the early
1980s, the company made headlines by entering
into a bidding war against the
GTW and the Chicago &
(C&NW) for the Milwaukee Road. When the
Milwaukee Road entered bankruptcy in 1977, it was a 10,000
mile transcontinental railway.
By 1982, it had been slimmed
down to a trim 3,100 miles with main lines radiating from
Chicago to Louisville, Kentucky; Kansas City, Missouri; and
Minneapolis, Minnesota.
For the Soo, an equally important
asset was the main line between Minneapolis and Kansas
Having been outbid by the
C&NW for the Minneapolis­
Kansas City main line
of the defunct Rock Island Railroad in
1983, the Soo was not about to see it lose another chance at
acquiring an outlet to Kansas City. In 1984, the Soo outbid the
C&NW with an ofTer which included $148 million payment in
cash and acceptance of $420 million in current and long-term
Milwaukee debt. With this acquisition, the Soo grew by 75%,
from 4,400 to
7,800 miles.
ALca RS-1 #.10~ heads up Tr~in # 1 on the Duluth South Shore & Atlantic. Trains # 1 and #2 operatedJrom Mackinaw City
to Ca~umet, Mlch~gan. ConnectIOns were m~de at Mackinaw City with the New York Centrals overnight train service from
Detroll. These trams
were the only dIrect raIl passenger between the two portions oj the State oj Michigan which are separated by
the Stralls
oj Mackmac. Th~ through cars were ha.ndled across the Straits by the rail car Jerry ChieJ Wawapum. Dwindling
passenger counts saw the trams first reduced to a Single
RDC in 1955 and then discontinued beJore the end oj the decade CredIt: Paterson-George Collection .
Prior to the 1984 acquisition of the Milwaukee Road, the Soo
Line was made up largely
of three railways which were late
comers in the upper Midwest: the Minneapolis, St. Paul & Sault
Ste Marie
(MSP&SSM), the Dduth, South Shore & Atlantic
(DSS&A), and the Wisconsin Central (WC).
The original main line of the MSP&SSM ran from
Minneapolis to Sault Ste Marie where a connection was made
with the
Canadian Pacific in 1888. The line was backed by the
flour milling interests
of Minneapolis who sought an in­
dependant outlet to the markets in the Northeastern United
When finances for the line faltered in the mid 1880s,
George Stephen and Donald Smith came up with the needed
In 1890, these two sold their controlling interest in the
Canadian Pacific. During the 1890s, the MSP&SSM
built an extensive network of lines into the grain growing areas
of Minneapolis.
Following the completion
of transcontinental line between
Duluth and Tacoma, Washington in 1883, the Northern Pacific
(NP) undertook to develop its own line to Chicago.
St. Paul and Chicago, the NP decided to promote the
of the WC, then a small railway in central Wisconsin.
While the
WC completed its line from St. Paul to Chicago in
1887, it was not until 1890 that satisfactory terminal facilities
were completed
in the latter city. Subsequently, the WC built
added lines to Ashland and the twin cities
of Duluth and
In 1890, the NP leased the WC. The financial panic of 1893
lead to the collapse
of the NP which caused the NP to repudiate
its lease
of the WC. After sixteen years of fending for itself, the
MSP&SSM acquired 51% of the WCs common stock and
tookover operations
of the WC under the terms of an operating
lease in 1909. While the equipment was subsequently lettered
for the
MSP&SSM, a small WC remained to indicate actual
The DSS&A was conceived in 1887 as part of a grand plan to
link the
Duluth to the eastern seaboard. Absorbing several small
railway whose trackage stretched from St. Ignace to Houghton
in the upper penninsula region
of Michigan , the DSS&A rapidly
laid plans expand its lines to points both
east and west. Under
this scheme, an obscure Ontario short line, known as the
Westport & Sault Ste Marie, was to be extended to
from the central link between Sault Ste Marie, Ontario and the
St. Lawrence River where the line would re-enter the United
Financing for this grand plan faltered soon after the
was formed. The Grand Trunk, however, was ready with
scheme to extend its lines to a connection with the Northern
Pacific via Sault Ste Marie. In order to prevent the Grand Trunk
from using the
DSS &A, it was acquired by George Stephen and
Donald Smith. With the backing
of these two men, the DSS&A
completed its line to Sault Ste Marie in 1888. The main was
supplemented by an extensive network
of branch lines in upper
Michigan to numerous mines. As was the care with their
MSP&SSM holdings, Stephen and Smith sold the DSS&A to
CP, in 1890.
During the depression
of the 1930s, the three lines slipped
into receivership. The cause was the decline in traffic which
occurred due to the failure
of the grain crop for several years in a
row and the reduced demand for iron
and copper ores. The frail
WC entered receivership first in 1932, followed by the DSS&A
in 1936 and the MSP&SSM in 1937.
All three railways were successfully reorganized with the
MSP&SSM emerging from receivership in 1944, the DSS&A
in 1949, and the WC in 1954. In 1950, the MSP&SSM and WC
officially adopted the trade name Soo Line which had been used
for many years as the unofficial name for the two companies.
The old names were retained for corporate purposes. In 1961,
the three companies were mergered to form the Soo Line
Company. CP retained control over the new company
as it held the majority
of its voting stock.
The merger gave credence to the expression, In unity there
is strength. After 1961, the Soo went on to become one of the
best paying railroads in the United States. One measure
success of particular concern to CP is the return on investment.
In this area, the Soos performance has been stellar. Between
1978 and 1982, it lead
Fortune Magazine s list of the 50 top
transportation companies in the United States.
While the financially strong Soo swallowed the Milwaukee,
the Milwaukee trackage has come to dominate the Soo.
Following the creation
of the Wisconsin Central Limited, only
% of the Soo is composed of lines it owned before taking over
the Milwaukee.
Most of the retained Soo Line trackage is
located in grain belt north and west of Minneapolis.
The following two factors lead to the decision by the Soo to
otT so much of its trackage:
1. the desire to rationalize the amount
of main line trackage
duplicated by the Soo and former Milwaukee; and
2. the need to either improve earnings to pay the increase in
funded debt charges caused by the takeover
of the
The takeover of the Milwaukee Road in 1984 lead to
tremendous changes in traffic patterns over the former Soo
trackage east
of Minneapolis. The Milwaukees Chicago­
Minneapolis main line
is both shorter and on a better aligrunent
than that
of the old WC. For this reason, through traffic which
formerly had been routed over the old
WC main line was
channelled onto the former Milwaukee line. International traffic
which formerly moved between Minneapolis and Montreal via
Sault Ste Marie has been rerouted over the former Milwaukee
line between Minneapolis and Chicago, over
CSX trackage
between Chicago and
Detroit where it is turned over to CPo
These reroutings stripped the former
main lines of their through traffic and reduced them to the status
of feeder lines. In recognition of this changes, the Soo set up the
Lake States Transportation Division
in 1985 to operate 2,000
miles of lightly trafficed lines including practically all the former
WC and the MSP&SSM trackage east of Minneapolis.
Attempts to negotiate more economical regional-rail road-type
labour agreements with came to nought. While these lines were
generating a profit for the Soo, there future potential was viewed
as marginal. This lead the Soo to place these lines up for
sale in
January 1987. The income from the sale will be used to decrease
the funded debt, which had increased sharply following the
of the Milwaukee Road.
Thus on October 11, 1987, the new Wisconsin Central
operated its first freight train.
The Wisconsin Central has not
forgotten its past. Its corporate symbol
is the old shield emblem
of the original WC. The cream and maroon paint scheme on its
diesels reflects the livery worn by the first generation of WC
diesels in the late 1940s and 1950s.
The resurrection of the Wisconsin Central name is appro­
as more than 67% of the lines are in Wisconsin. All is not
quite the same as the new
WC is approximately twice the size of
its original namesake. The property sold consists of 1801 miles
of track which includes the former WC main line from Chicago
to Withrow
(a point near Minneapolis), the WC line from
Spencer to Ashland, the former
MSP&SSM main line from
Withrow to Sault Ste Marie, the reman ant
of the former
DSS&A main line from Trout Lake to Baraga, and the former
Milwaukee lines from North Milwaukee to
Green Bay and from
New Lisbon to Tomahawk.
The deal also includes 174 miles of
trackage rights over Soo lines. The longest such route extends
105 miles over the former WC line from Ladysmith to Superior.
Equally important, however,
is the running rights over the Soo
Line from Withrow to Minneapolis and
St. Paul as well as over
the former Milwaukee main line from Dauplainville to Mil­
waukee. Rounding out the deal are 28 miles
of incidental
trackage rights over other railroads and 207 miles
of the
of lines abandoned by the Soo.
The company is expected to field 85 locomotives and 3,000
freight cars.
The Wisconsin Central has purchased 26 loco­
motives and 2,800 cars from the Soo. Traffic is anticipated to
total 145,000 carloads
in the first year of operation. The
Wisconsin Central GP 35 m loco­motive 4007 (ex. Missouri Pacific) at the station
of the Wisconsin Central
in Waukesha Wisconsin on
January 1 1988. The paint scheme is
maroon and gold. Photo by Guy
N. Kieckhefer of
Waukesha Wisc.
principal commodity shipped over the lines is paper. While the
headquarters for the new Wisconsin Central are in Chicago, the
operational headquarters will be
in Stevens Point, Wisconsin in
the old station complex. The former WC car and diesel shops at
Fond du Lac, Wisconsin are being reactivated to serve the needs
of the new carrier.
It is paradoxical that many of the men who will head up the
Wisconsin Central were involved with the Milwaukee. The
executive vice president
T. F. Power, Jr. is a former vice
president and chief financial officer
of the Milwaukee, while one
of the financial backers is R. B. Ogilvie, the trustee of the
Milwaukee during its years in bankruptcy.
Application to Canada
On January 1st of this year, the Canadian rail transportation
picture changed significantly as the new National Transporta­
Act came into force. Included within the new legislation are
large scale revisions to the regulations governing rail line
abandonments and transfers to new rail companies. As
CN and
CP have indicated that upwards of 70% of their lines generate
less than
10% of all their revenues, it is most likely that there will
be a number
of new railway companies joining the Canadian rail
in the coming months and years as CN and CP divest
of these lines.
In 1947, the Minneapolis, St. Paul & Sault Ste Marie received its jirst cab units. Pleased
with the perform­ance
of this units, the MSP&SSM
placed an additional order to diesel­
ize its main line services. F 3A # 204 was delivered
with jive similar units
to the MSP&SSM in September 1948. In this
view taken at ChafJey, Michigan,
# 204 and an unidentified
sister unit head up the 55 cars which comprised train
# 15 on July 16, 1950. Credit: Paterson-George Coll
75 Years Of
Montreal Transfers
Jacques Pharand, Eng.
From the onset, all transportation companies operating the
Montreal system at one time or another agreed to grant
commuters the privilege
of physically moving from one end of
the system to the other, for the price of a single fare. While this
was implemented fairly easily in the horsecar era, by
merely having one car waiting for another
at intersecting points,
it soon grew evident that, with the electric streetcars, waiting
at transfer points would tie up the system beyond
practicability. The nex t step was
of course to confirm the
of a commuter to board another car, although the
original one had long disappeared in the sunset. This was
achieved by issuing this person a slip
of paper upon request at the
time the fare was paid, which became commonly known (in both
official languages, one must point out) as a
transfer: this
document usually showed sufficient information about the
original conditions
of boarding to confirm its one-time user
rights to continue
his/her journey on other lines of the
. system.
While streetcar companies willingly allowed for such
transferring privileges to take
place, they wanted to ensure by
same token that same could not and would not be abused.
Therefore punches were issued to conductors, each producing a
distinct punchmark that would uniquely identify whoever issued
a transfer on behalf
of the Company. On the other hand, in
order to prevent users from taking round -trips or stopping
over for errands before resuming their
journey, indications such
as the time
of issue, direction and line identification were
in, thereby limiting the use of a transfer to a a single
uninterrupted trip along the shortest available
route -at least,
theoretically. Counterfeiting was usually dealt with by issuing
consecutive numbers to transfers
at time of printing.
Faced with these general criteria as they were, the Montreal
Street Railway actually went many steps further into bringing
the humble transfer almost to the artwork level. One must
course remember that both paper and manpower cost very little
back then and various experiments could be tested without
driving the
Companys finances into receivership.
Therefore the
MSR started out with the unbelievable -at
least, from
todays viewpoint -that is, pre printing transfers for
EACH route and EVERY day of the year, complete with day
and date spelled out. One can only be flabbergasted at the
of unissued transfers reduced to worthless paper the
day, through lack of adequate volume estimates!
by these considerations however, the MSR and,
subsequently, the Montreal Tramways
Co. carried this practice
well into the mid -twenties, probably on the belief that a would­
be trickster would hesitate using a Christmas -dated transfer on a
sweltering summer
day, however refreshing the idea might
As a convenience to its patrons, the MSR also believed that
indicating a list
of transfer points on any given line would be
deemed useful.
It is doubtful however that such a practice,
requiring reprinting
of transfer pattern with every line addition or
modification, was given more than a passing glance by
commuters repeatedly travelling the
same line, day after day,
whereas tourists would readily ask directions of the conductor,
rather than crosschecking transfer points with passing streets.
Nevertheless, the Companies steadfastly modified and reprinted
transfers showing these indications, with very
few exceptions,
throughout the electric era.
At any rate, the MSR soon departed from its original idea
time, it figured, had not come -and adopted with the
of the century a most austere design, merely showing line
identification, time and direction, coupled with an ex tremely
small format
of 4 x 1.5 . Obviously, its contents could not be
checked, even by the
most alert conductor, and thus, it was
eventually enlarged
to the opposite extreme (6.5 x 2). The time
frame was indicated to the nearest lO-minute interval and was
repeated for every
hour, thereby eliminating one punch hole
from the original clock design. Apparently however,
the AM/
PM hour designation was lost in the process, a flagrant
loophole for occasional cheaters.
When the M. T. Co. took over the operation in 1911, it
eventually got down to the most serious business
of improving its
transfer design, and it did so with a flourish
of details. This
included not only the
date, AM/ PM indication and a more
15 -minute time frame, but also introduced new items,
such as the type of fare paid (night or scholar) , names of lines
crossed at transfer points and the approximate travelling time
from terminals to transfer points.
The back of the form was used
to cram a maximum
of restrictions and attached penalties, in an
attempt to deter the omnipresent fraud. This pushed transfer
dimensions to their largest
ever, a fat 6.75 x 2.25 . In less
than three years however, restrictions were boiled down to the
basics and , with the help
of a smaller typeface, dimensions were
trimmed to
an acceptable 5 18 by I Ys , which subsisted until
the end
of the traction era.
It seems however that the M. T. Co. was never truly satisfied
with the standards it strived to establish, even to the point
abandoning all its criteria up to that point. Evidence shows that
it toyed with the idea of the tear -type format, then widely
in the United States. The latter required a conductor to
adjust a bundle
of transfers under a spring -retained cutting
wedge, at such an angle as to rip away issued transfers through
the appropriate time (hours and quarters) indication. While this
would have eliminated the
conductors punch altogether, it
required a certain dexterity on the part
of the operator and
provided for admittedly bizarre formats, from the
were highly ephemeral documents, intended to have a useful lifetime measured in
minutes. Therefore they were printed on poor quality paper which was not expected to last for
very long.
Those fortunate few transfers that have survived for decades are often fragile and
discoloured with age, making it difficult to obtain first class reproductions for illustrations.
editor hopes that the readers will bear this in mind when noting that some of the illustrations are of
questionable quality. We have tried our best, and ifsome are a little indistinct we have decided to
use them anyway
in view of the rarity of the items depicted.
All transfers illustrated 80%
of actual size.
lM~~t:e&l StIferR~ii-~~i ~
;JUNE 6th, 1895
!UEC.· 2594
St. CatherineR

~:~7 -f8 49293
~N 8 IE W CU::£lj
NS E Iii N S
E wI
mhers 0 W II.
Ble ry~ P Aye SI C ~e n~
; Cr g8 Ce lIre I. en ~
8~y LI Ie e
oN Ire Da e IWII ,& t, aw.
I * 10 * 20 * 30 * to * 60 *
:z * 10 * 20 * 30* to * eo * ,
3 * 10 * 20 * 30 * to * . ,~
4 * 10 * 20 * 30 * to * eo *
!5 * 10 * 20 * 30 * to * GO *
6 * 10 * 20 30 * 40 * 60, *
r 7 * 10 * 20 * 30 * 40 * 50 *
B * 10 * 20 * 30 * 10 * &0 *
:. 9 * 10 * 2C * .0 * 40 * 1;0 ;-
10 * 10 * 20 * 30 * 40 * 50 ~
If * 10 * 20 * ~ * 40 * 60 *
12 * 10 * 20 * 30 * 40 * 50 *

·fhl.l. ,!!~TA STOP OYIR and I, NOT TRAI ;UA8l!, &ud oilly g?Ud It p8l11e~
llr:5t. cur leaving jUbctlon whOre trausfer Is
mnde arterH.o time punohed. The bAll.
TIME Rnd DIII(OTIOH punched lou9L be ~
Ce blt10t net. pA9 un hHlft OARRET et
n·~tlt. prl9 TRANSFERABLE et 0011 80~l81
Ie pa9sngor prcllu Jo prCJohnin chM Inl,::unt.
I~ jODctlon ou Ie ltnus(e elt Ia.ll fl~r~8
lheuro 1 IfLqueJlo II a dtA polutOnnd. LB
dolve.nt. ~tre v~rHJ~n88Agor.
Six dijJerent types of transfers issued by
the Montreal Street Railway between
1894 and 1904. Within three years
the 1890s no less than five dijJerent
were used as the company made
frequent chang
es to find the most effi­
cient type. By late
1897 the clock face
had disappeared as the plainer format
evolved, to be followed in the early
1900s by a somewhat similar but much
smaller form.
Top lefl. City
of Montreal Archives.
Others from collection
Fred Angus.
Cartierville Line
~. P. * :1:. ~y 00.
68~~!3o~rllfi~:~crb:~ ~:~. O;I!~ lcra~~;
i~;t;lclrrJ~~s.wiU1oul. !url.ber twos-
I 8 14
~~I~~ .JAN. FEB, 2 9 15
MAR. AP,IL 3 10 16
22 28
II 17 23 29
SEPT. ~OT. 6
12 18 24 , ,
NO. DEC. 7 13,19 25 31
A,M, I 32310 Ip::,
I * 10 * 20 * 30 * 10 * ;0*
2 * 10 * 20 * 30 * 10 * 50 *
3 * 10 * 20 * 30 * 10 * 50 *
4 * 10 * 20 * 30 * 10 * 50 *
5 * 10 * 20 * 30 * 10 * 60 *
.9 ,* 10 * 20 * 30 *~O * 50 *
7 *
10 *: *30*40*50*
8 * 10 * 20 * 30 * 10 * 50 *
9 *
10 * 20 .. 30 * 10 * 50 *
10 * 10 * 20 * 30 * 40 * 50 *
II *
10 * 20 .. 30 * 10 * 50 ..
12 * 10*20*30* 10*60*
The suburban lines continued to use the larger sized transfer pioneered by the street railway in the 1890s. Note that even
as late
as 1915 the name Montreal Park & Island Ry. was still in use, as was also the initials M. S. R. when referring
to the city cars.
of Fred Angus.
IN tuaJ
. Ul
130 40lsc
21Q 20 30 406C
-3 10 20 30 14C
lu; 20 30 j4Cl 16Cl
5 I(j 2q 30 40 110
6: 10 2c:! aq 40 110
!f: uj 20 30 4q 60
a: 10 20 3q 4q 6q
9)1 (~ 10 20 30
I lUi
3<1 40
~ Ie! 20 sci ,.q
E~vi:~m~ VI
i~j4q LP
N 1Wf1.:::rw s
I 10 20 30 40 !SO
2 10 20 30 4Cl !SO
3 10 20 30 40 50
410 20 30 40 110
510 20 30 40
8 10 20 30 40 110
1 10 20 30 40 ~o
8 10 20 30 40 50
9 10 20 30 40
1010 20 30 4Cl 50
1110 20 30 ~·o
121020 30 4~1~
E t~mr~~I.V
NOG004837 lP
P. ].1.£,
1~9!b~Il}~~~;T;~:i.rl~n~t~~,)UI1e p:ood II
(sat lea·n jUIL(tiQn …. b.ti~
Han.r nldo. –
o.M/IH mUlIt uk tOl
tr6nl mU~1 tiLI!lhM tran>lrGT beaN
¥r~~6:nddD~~It~r:~,,~~~~ ct):r~
,jJ£l~el)~ON IHe reQ!I~ledfo
~D~~~~~d ~t.~r ~(l l)uPOt>
. ~. ,; ~~~~~:~tr
: COHOITlOHs-Cibliiif.M
PAl un 1J1net drr3~, nNt
f~ ~~~ooe~~ta~~ ~~h(~~:j
par 10 voyageur au pOint .de·
corre.vomhlOO(lf:tlfurlu. Ifo­
dlrootlon detnao(j~e.
La oJRgellrdQ1 tllnn.oder
SA corrt.¥ponda..occca p.ya.o t
r~~ ~~~~~rO~:~i:~~~~~~:
0 Vou~obnJ~liIcorroQl
rrr….Jrtlur 00 billet ,uon II o. lIora.PII v
alldo. En co._ de d
tlculHIJon nmlllu payor de
~~6:~!~l!~~:Dt)t~1 add ~,r
… lE. ~~I:nEJ~~nl
, ltel 20
2 10
30 ;40 !SCI
3 10 20 30 40 50
410 20 30 40 110
5 1020 30 40,- :
8 10 20 30 i4C 150
1 10 20 30 40 !SCI
8 10 20 30
i4C 1IC1
9 10 20 30 40 6C1
1010 20 30 4(l 60
1110 20 30 40 50
1210 20 30 40 50
By the time the Montreal Tramways Co. was formed in 1911 a separate transfer was used for each route and the year
was no longer shown. Howev
er the year can be determinedfrom the calendar day; The one on the left was issued in 1913,
that on the right is 1918, all others are 1915.
Collection oj Fred Angus.
viewpoint. Consideration was also given to sacrifying restric­
space on the back, in favor of a more lucrative use for
product advertizing. At any rate, the merchandizing idea was
shelved for the
next fifty years and the tear-type solution was
abandoned altogether.
Among ideas experimented at the time emerged one design
departed radically from the one-a -day previous
schemes. While never circulated, the new arrangement sported
a format which would eventually become the skeleton of the
familiar Montreal transfer. It actually listed days from 1 to
15 or 16 to 31 on the left side of the transfer and, alternatively,
~onths from January to July or July to January on the bottom
line, the deliberate overspread allowing for semi -annual
changeovers to take place over a one -month transition
This most simplified design drastically reduced printing masters
from 365
t04 , with reusability over the years, to boot; all of this
SAT 2-5
30 4G lie
40 10 … -, SO 110
3 10 20 30 40 60
4 10 20 30 40 110
5 1020 30 40 110
6 10 20 30 40 110
1 1020 30 40 60
8 10 20 30 40 110
9 10 20 30 40 110
10 fO 20 30 40 60
II fO 20 30 40 lie
12 fO 20 SO 40 110
L~I::;T~~R .. ~ .. Y
!~ARCH -9
1 10 20 30 40 50
2 10 20 30 40 50
10 20 30 40 50
10 20 30 40 50
10 20 30 40 50
10 20 30 40 50
10 20 30 40 50
10 20 30 40 50
9 10 20 30 40 50
10 20 30 40 50
~: .
10 20 30 40 50
10 20 30 40 50
: ._.: _ ylENT DE, • .
In 1919 the size of the transfers increased dramatically
as can
be seen by these two examples, both issued that
By now the year was again being shown, but only
in the form of the last digit (following the day of the
of Fred Angus.
without increasing the number of punches required from a
conductor, as an ample supply of transfers, already indented
with the
day and month, would be supplied on each car at the
of every day. This design curiously included odd time
(the tenth, thirtieth and fiftieth minute of each hour) and
did away with crossing lines listings and time intervals between
transfer points.
Dyed -in -the -wool as it was, the M. T . Co.
retained the calendar features, but stuck to transfer points and
quarter-hour time spans, introducing instead the notion of the
famous transfer
stub. The topmost part of the transfer,
duplicating its serial
number, was to be retained by the
conductor for the first twelve hours
of operation, while it
became an essential
part of same for the remaining daily hours of
operation. The changeover hour (4 PM) was most appropriately
scheduled to match with the evening rush
hour, easing control
for conductors and motormen alike.
Finally satisfied with these latter changes, the Montreal
Tramways Company and its successor maintained this design,
with little alterations, for nearly forty years, the only visible
The type of transfer issued by the Montreal Tramways
in the early 1920s before a long-lasting standard
design evolved about 1924.
of the author.
changes being a yearly cycle of three printing colors (black, red •
and green), taking place every July, and a further reduction
four printing masters to two, by mere adjunction of the last
fifteen days
of a month on the right-hand side of the transfer. But
it took almost sixty years to finally get to a single pattern for each
transfer, a task which was completed in the early fifties,
wrapping all twelve calendar months around the bottom area of
the transfer.
Some oddities, however, are worth mentioning.
instance, although lines numbers were identified on cars as early
1923, it took a full twenty years for them to appear on
(one notable exception being the Mountain line no.
II , until converted to bus operation) .
at first, the M. T . Co. strived to issue transfers for
all its lines, it grew evident that this was not economically
feasible, nor practical. Therefore a practice became
place, where spur feeder lines (such as the Davidson 87) used
ark .Ave.
11~li 8/4:1
~ i~~I~I::J07l246
~ I~ ~ ~ ffi!:J00
~ VJ til 0.. co I 4 4S
I 00 16 30
I 500 15 80 45
. 6
0016 30
~I 7 45
9 81 g: 00 16 80
~ ~ ~.< ~ 980015 80
o …. 0« I …. 45
~ ~ ~ ?5 21000 16 30
…. :r: I-< ~ l.Ll 45
l.:) V) V) 0… co 1100 15 30
. 4S
16 80 4S
00 15 30
00 1630
15 ao 4i
Showll coinpl~te 12 hours
::,hown complete II. hours
Respectfully Submlttecl by
Conductor HOH
•• _____ •• 4. __ ~~_~~_
transfers of the line they connected to (in this case, Ontario 5 ) ,
where the line identification was
cancelled with two punches
across it. Oddly enough though, this practice was not strictly
to, as evidenced by transfers issued at a much later date
for the Legendre 98 bus line, which
fell exactly under that
oddity, still, was the association of colored
backgrounds on transfers with additional fare charges. When
bus lines expansion grew in the twenties, the newest equipment
was invariably put
in service on the posh Iines-Sherbrooke,
St-Hubert and Westmount-N.D.G. -for the comfort of
which, an additional fare of2-1/12 cents was collected. As
such, transfers issued reflected that additional payment and
were thus printed on an orange background (less flamboyant bus
lines merely carried the indication auto bus –
tramway under­
neath the line identification,
whereas humble streetcar lines
no mention at all) .
Some designs which never got off the drawing board; various tear-type essays in two-toned versions. The line number type
style (Broadway
Art Deco) suggests that these experiments date from the late twenties.
of the author.

37 CAR un
:I .; . . TUIiINUS AT
p.. rei TERMINUS A
SJOWiI. 1 15 SOl45
Mlllkd-rur.d 2 15 so .,
Slitr.·cw-I 8 15 so .s
=~.: 4153045
2$ Atwa •• CJosst :I 15 SO 4)
20 Illy-: r,e 15 80 45
15 Sl cllh8liae-PeeI 7 15 so .5
15 Dlrcbester 8 15 so 45
15 Sl AItIIII 9 16 80 5
10 SlJ_·W!a* 10 15 80 45
10 .1lir·N.n..
5 Jldllll-SL PtIIr 11 15 80 45
,Pia DAr-12 15 30 45
~r:. ~I I.e port.ur ~N
-1–rion d. W 1
LHtu Bearer .tArtod
PorIortofrom 8
s.. Ccl!iimtu II til. bet ISC7WOLAR
Vllt Ctedttkat II… 1E.JbL.IILR
J11 Au I Se I ~c 110 I De I Ja
~. –
– tl A 0 0 00 0 CAR LEn
-I S ..: 1. _ TERMINUS AT
-I ~ J d!, POI N T $ E.ST ,ART! DU
-;1 I M :V~I.-1~.SIlerIrtt 1 [15
– 5 6Q Glln·luwowne 2 15i30 45
10 55 Greene·SI. Calh. ,l,; I
-J 15 50 IAIWaln.clossa 3 30 45
~ ~~ :~ ~~dsol 4 15130 45
….. 175 40 UnlYll1l1y 5 15 30
_130 35 BleulY 6 153;) 4i
35 SI. UtiDI 7 15 30 45
I 35 30 51. Denis
-ls5 30 Amlmsl 8 15 so 45
U»I 40 75 Papineau 9 15 so 45
-I 45 20 Delorlmal
,451 10 riOnleDac.HarboI,lO 15 30 45
::155110 wile ·11 15 30 .5
551 10 l.lournelli I
-= 8; i I ViIU·NDtrl DasM 12 IS 80 45
-~~~ ~ ~=;~~ .*
-1011;:1.;;1. W ~
_ lH.uiI Be:ar~r 8Ulr1ed
W Perf.rit r from S
–SM Ctn41t1tn, … the ,xa; 16CHOL.AR
~ vttr Condition IU lNloO ECOLIER
, S P E C I A L *
JIIAul Sal OcllQjDalJa
Examples oJa long-lived type. Left: 5:00 P.M. Oct. 31 1949,
car 1274. Right: 3:15 P.M. Nov. 101950, articulated car 2500. Note number 400000, obtained purely by chance! Collection
oj Fred Angus.
YOlfC.tl6I1IontHl~ • .e tCOLttR U
~ heCtftdlll&ftlt!Jb:acSCHOLAA c:….
-CORR!!POHOHCEI3 …. 1·2 • …..-
Y1 T AI H tI ,I II ~
.CD -.ptel-:z:
Transfers issued
4 P. M. and 4 A, M. musl
have t __ :Che,~
Lee corrcs.PQnd;)nc…L~ ernl,:;!!;
entre 4 P. M. ct 4 A. M.
do,yent avoir ce COupon
. ~ ~:.;:.t{. ~ .. { :.
. .. .~ . –
~5 684502Tl:I~T
UT ,Aln DI
16 110
16 10145.
1~ soK,
5 16 30 45
7.. I~ 30 45
~.11$fICIIf 8 l~ 30 41
10 CraI&·1Iem! HII 9 15 30 ..
.10 McGl 1015 30
_S!I 5 lIMy 11 I~ 30 45
!5 T~ 121580 45
-,MIA. -I.e porteur *
-,. n.. do
III~~. t :1 E
-lHeur, Bearw .tareed
W _ fro· 8
YIk CtolltUoa:s nrw EOOL.IER
Ja I Fel MrYl1 Ma I Ju I Jl
l1$r~JAeQUES 310
;i ;ft! 3 3 5 91 0 … V~I. :
:-; ~ £tlPIlHIDIl ~
::: It It r.I, A l1li
.. –. TRAl($ffir ~-!II
.. ill Ito ITS VIhIU.ltfl;;;
r.1!~ _d Ctrrl~,I!dIn T.lIlInlll AI N
.. 5. O~Id Van HOI 1 I~ 30 45 ~.
5 00 Oturtl·Ollun MalJ 2
01 10 45 CII.·SI·LII<· I~ 30 45 iii
_. 1& 40 Mb.latll~,.lttflfl 3 t5 ~ 4~ N
.. 15 40 H.O,Q,· 4 15 3f1 15 C61SI·Anlo
ne 5 Pi .0 .. 5 ~
.. 20 35 $~b C> ,i 30 U~1tI LreNnl: G I
_~ ~1.laequH I~ 30 45 CJ
.. 30 25 SI·Rtrnl 7 1; 3O,4r, –
.. 30 26 O. C~lIuli. 8 1 N
: J5 ,,,,, II· 6 30 N
15 2Q A/WII 9 15 30 45 c
–~ 18 ~L!sor 10 I~ 30 .. lOt
~ 45 0 Un~111J 11 15 30 5 0
W 00 5 Sq. VI. III
-60 15 Blaury·SI·Plfif. 12 15 30 46 _
-: ~ l~~ ____ g)
:: MlnA L. P ~N /-
L/hlln 0-
01 P&rlOfh ,Itnt d. E ~
-~ RUrtflt~l,tI W _~r;;.;;:
en IIf11 Pc. tMm ~ _
-~ ~ocondllltllaU1.rlOl t.COlI En U
Ro) SUC.ndlt1l!JOnbJ!.k…!CItOlAR c:::a
–. r.ClRRnpOHPAt~CEI3~ ­
11 T A H S I £ R ,dl nd CI
~._~._-,,!!. ~.!.A.!-. ..:!._-=-_Z
MrlAllMalJul IAuISeIOc
T ransfers IssuOd b(·t V~ln
4 P. M. and 4 A. M, m …. t
have 1laCh(
LCIJ; corrcspontJilnccs embee
enlre 4 P. M. I 4 A. ,,~.
dol vent ~voir ceo couJ)O
lAR l!FT


[ST )UTl81

aD It Ctmo_,… HRMIU! A
-46 GIrIII.
1 CD.
~ <0 DeOOt· O. Mory
2 I!> ~ 45
00 .~
TIITJ)Rt· Mill
8 ~30415
N 10 16 M.O.G.
!l:: I~ J() SlimreoQ
4 1b30
t: lJ
,. U~l&hIwR; 5 1b30~
2& Qlen 6
25 fiICII $. H_rl
~.~ .. ,:
Ib;!i ~:
to …. :
10 153045
1.0 Banr II .. ~
1-1 lbl104&
6 Bialy: .
12 16130 5
.~ TInII/n$ ,
~~~~~r *
~ -ri …. d. W E
Il110..,.11 ..
~ . ret 8f8rtod
.. f……. •
I:~::.· 1M …. I SCHOLAR
.. 111 ,.. teoll ER
iDMHER 13 KD 20
E I9NDAHOE . liME 11011
-.:1 ·~., .• ptCIAL *

!llulSa! P~llo I Del Ja
Variations over the years, all Jrom one route. The first two areJrom the Tramways Company era (Apr. 14 1949, car 711; Oct.
30 1950) while the others were issued by the Commission.
First tIVO, collection oj Fred Angus, others, collection oj author.
This principle was further implemented to reflect the
partitioning created
by the fare zones. While the M. T . Co.
provided service to all parts of the city, it physically isolated
some outskirt municipalities, by slapping an
extra fare on cars
in these areas. Eventually, these villages grew into
full-fledged towns, with connecting points between two or more
lines within their boundaries.
The M. T . Co. maintained the
time -honored transfer privilege
on a local basis, by printing
those transfers on a colored background, thereby invalidating
their use on
city lines. Thus, colors of orange, green, pink
and blue became associated with communities such as Montreal­
North, Lasalle, Lachine, St -Michel and the like. Vehicles
merely running into different fare zones (such as
the C6te-St­
101 and the Longueuil 74) had standard (uncolored)
transfers, with space for an additional punchmark indicating
of the additional fare. All transfers reverted to the
uncolored background when fare zones were abolished in the
early sixties, with the exception
of express lines, for which an
ex tra fare was collected.
Lastly, the idea
of group transfers was initiated in the late
fifties, when the writing was on the wall, so to
speak. It made a timid appearance in
1957, when the operation at Frontenac and
Atwater terminals became so hectic as to require passengers to
funnel through these stations,
in order to board their nex t car .
To ensure a quicker flow of traffic, inspectors collected all
transfers from incoming passengers and reissued them a

terminus transfer, showing all line numbers connecting
thereat. Besides allowing for faster vehicle boarding, an
advantage of these transfers was that these could be used on
of connecting Jines as well, should a shortage of
original transfers occur. Interestingly, group transfers were
ultimately the last type ever produced, being printed with the
header C . T . M .
1M. T . C. for lines connecting with metro
stations and those servicing the Expo 67 fairgrounds. Available
supplies provided a transition until all busses and metro stations
were equipped with transfer distributors and thus, quietly, an
came to an end.
There would be
of course much more to be said on a subject
is a fascinating area in its own right. Suffice to say that
peridromophily (transfer collecting)
in Montreal was certainly
.as rewarding as numismatics, during that
75 -year period when
transfers were truly a
part of everyday life in this city.
C t. tt 1M
puli! dt·,., -j !-
,,-ftll>C.. l·r • ~ ~
. ~~;
Transfers ISslIcd between
4-P.M. clnd 4 A.M. must
,.h.lYt> this stub attached
Some odds and ends. West­
s No. 000001 was the
first afler the elimination
fare zones. Atthe opposite
of the numbering scale St.
Laurent No.
999995 shows
the effect
of a hastily modified
numbering machine. Ex
421 (with leading zeroes
omilled from sequence
r) is the largest route
number ever
used in the city.
of the author.
~ IEGEfifRf-g-S 0

~ C
LJ V~tun t1>
– 3 ~
(II Par •• 011 N
t~d.ltll –
-!! !!

•• C.ruSDIrnUntt

1 l5?IJ .5 ,-
( .
15 30
5 –
CIIO Tlfmltms 15 ?IJ
4 15 30 5 ;
5 15 ?IJ 45 ~
6 15 30
7 1530 5 –
The end of a long-lived type aj/er forty years. We see the first group transfer, then a zone transfer for the City of
LaSalle, followed by the last single line issued and, finally, a special transfer listing lines created for Expo 67 service.
of the author.
By Douglas N. W. Smith
The Canadian Transport Commission passed out of existance
at midnight December 31, 1987.
It has been replaced by the
National Transportation Agency. The Agency will be
for regulating railway matters under the terms of the
new National Transportation
Act which came into effect on
January 1, 1988.
The new legislation will considerably speed the processing of
railway applications to abandon lines.
The railway must give the
Agency notice that it intends to file an application to abandon a
specific line ninety days before so doing.
The Agency then has
six months to evaluate the case.
The criteria to determine the economic position of a rail line
have been altered under the new legislation. In determining the
loss on any given line, the Agency shall only consider the
specific costs
of handling the traffic and the revenues. Overhead
costs, which were included in claims under the old Railway Act,
are to be excluded.
If the line is uneconomic, the Agency will order the line
abandoned unless it
is deemed necessary in the public interest
whereupon subsidies for its retention may be paid.
If a line is
deemed necessary in the public interest, its future must be
reviewed at least every three years.
In arriving
at its decision as to whether a line is required in the
public interest, the Agency has several new criteria and powers.
Several new approaches are contained
in the legislation. The
Agency may make payments to shippers to offset the additional
costs they would face due to the loss
of their rail service.
Drawing from the experience
in the United States, the
legislation makes it much easier for the railways to sell unwanted
lines to short line railways. Provision
is also made to permit VIA
to purchase any
CN or CP line approved for abandonment but
which are used by VIA. Such lines may be sold to
VIA at their
net salvage value.
During the first five years ofthe new legislation, the railways
can not abandon more than four per cent
of their total route
Up to beginning of March, no notices of intent to
abandon have yet been filed by
CN or CP.
During the last few days ot 1987, the CTC rendered a
tremendous number
of decisions on branch line abandonment
and passenger train service discontinuances. Rather than rush
these items into print and not give them the
full coverage they
deserve, your co-editor has decided to serialize these decisions
in this and upcoming issues of Canadian Rail.
On December 31, 1987, the Railway Transport Committee
issued its decision in regard to the application by
CN to
discontinue its passenger service between Bishops Falls and
Comer Brook, Newfoundland. This is the last rail passenger
in the province.
In 1969,
CN discontinued trans-island passenger train
service between Port-aux-Basques and St. Johns. While this
Reid Newfoundland Company mixed train at Lewisporte in 1906.
22, a 2-6-0 type, which heads the train was built in
1882 for the Harbour Grace Railway and originally carried the
9. In 1906, one round trip was operated by the mixed train
service on Sundays
and Mondays while two round trips were
operated on Wednesdays and Fridays to connect with the main line
trains at Notre
Dame Junction.
T. Norrell Collection, National Museum of Science
and Technology.
train was officially known as the Caribou , it was affectionately
called the Newfie Bullet, a name which satirized the slow, but
comfortable means
of transport.
In lieu
ofthe train, CN undertook to operate a bus service on
the Trans-Canada Highway. However, the segment
of line
between Millertown Junction and Howley, a distance of 47
·miles, was not accessible by road. The RTC ordered
CN to
continue to provide rail passenger service into this area. In order
to do so, the passenger equipment is switched into and out of the
trans-island freight train at the division points of Bishops Falls
and Comer Brook. Up to April 1986, service was provided on a
daily basis. Due to declining freight volumes,
eN received RTC
service on Thursday, the day the freight train does not run. Following public hearings
in September 1987 into CNs
application to completely discontinue the train, the RTC
concluded that the service
is required primarily to access remote
summer cottages. Approximately 2,000 trips are made on the
train each year. On this basis, the Committee decided that
service was necessary for the months of January, February,
March and December. During the months of April, May,
October and November,
CN has been directed to provide
service on Saturdays and Sundays. During the peak travel
encompassing the months between June and September,
CN is
to provide service on Wednesdays, Fridays, and Sundays.
When Monday
is a statutory holiday, the train will be cancelled
on Sunday and operate on the holiday. As CN may be
terminating the regular Friday trans-island freight, it is possible
that the Friday passenger trips during the summer months
operate as a full fledged passenger train -something which has
not happened
in almost twenty years.
Also, the
CTC approved applications by CN to abandon the
Lewisporte Spur and Carbonear Subdivision on December 29,
1987. The cessation of movements
of conventional freight cars
from the mainland to island points eliminated the need for these
lines. All traffic now moves
in containers which are trucked from
container terminals located on the main line to points on the
former branch lines.
For a 38 mile long line, the history of the Carbonear Sub­
is complicated as its mid portion was completed before
the two ends. In 1884, the Harbour Grace Railway was finished
from Saint Johns to Harbour Grace. The routing
of the lines to
Harbour Grace was less than direct.
From St. Johns it
stretched westwards to Whitboume, then headed north towards
Trinty Bay, and finally turned eastward to reach Harbour Grace
on Conception Bay. The ceremony marking the completion
the line was unique in that a member of the Royal Family, His
Royal Highness The Prince George, later His Majesty King
George V, drove the last spike.
A little more than a decade later steps were taken to extend
the line from Harbour Grace to Carbonear and to provide a more
direct line from points on Conception Bay to St.
Johns. Work
on the Brigus branch began on October 12, 1897. Construction
on the trans-island line had shortly before this date come to an
end for the season. With
an election campaign underway, the
Brigus Junction marked the point where the line to Carbobear
diverted from
the trans-island line. A fire destroyed the first
On April 30, 1915, the new building, which included
dining and.waiting rooms, was opened.
Credit: National Archives
of Canada, PA 141339
First Through Train to Carbonear.
At 8:30 0 clock yesterday morning the first train for Carbonear left the depot. To the people of St. Johns who are used to
the constant puff and whistle of the engines this does not signify much, but to the people of Carbonear it means the
of long cherished hopes. It is now over ten years since the first rails were laid for the Carbon ear branch. These
were laid in directly the opposite direction from those of the present; that is, instead of going by way of Mosquito they were
laid by way of Lady Lake and came out at the head of Carbonear. Passengers for all towns between Brigus and Carbon ear
joined the Placentia train
at St. Johns, and connected with the Bngus Branch train at Brigus Junction. The train was in
charge of Conductor Walsh, Engineer Byrne, Fireman Power and Brakesman Brophy and No. 11 was the engine. At 11:40
the Placentia train arrived at Brigus Junction, and all passengers changed cars.
At this place a splendid station house has
been erected, and will be under the charge of Mr. Howard who will be the Messrs. Reids agent here. At 1:45 the all on
board was given by the conductor and the first accomodation train took its way over the new line. For a couple
of miles
is very little to bl seen: on both sides of the track are high barren hills, and these do not attract the traveller. The road
is a very easy one and the ride can be enjoyed with much comfort. Just before arriving at Brigus there is some very
fine scenery
and there is something new at every turn. At 12:25 the train arrived at Brigus and the passengers were
disappointed to find that the station was over a mile from the town. Just the roofs of some of the highest houses and three or
four church spires
were all that could be seen of Brigus proper. At the station were a great many persons, who were up to see
the train. A very pretty station has
been erected here but as yet no person has been placed in charge. A short delay was
necessary here
to drop a large quantity of Feight which was on board for this station. The next station after Bngus was Clarkes Beach,
and next Bay Roberts. The train stopped here near the R. C. School and the people who were out to see the
train cheered most lustily. From Brigus
to Bay Roberts the run is a very attractive one. Between the two towns are quite a
of settlements and villages, such as Springfield, Cupids, North River, Bareneed and Coleys Point, all these can be
seen as the train rushes along. Afler Bay Roberts comes Spaniards Bay, Tilten and then Harbor Grace. Just before arriving
at Harbor Grace
we were shown the scene of the accident the other day. Nearly all the wood has been removed and but little
to see. At Harbor Grace quite a number of passengers anxious to take the first nlll to Carbonear took passage. The
train arrived at Carbonear about
3 0 clock; about three-quarters of an hour behind time. This of course was expected as
train men did not know the line well and
were qfraid to run very fast. At Carbonear is a very nice station house, and freight
store. Mr. A. Peach
is the agent here. Quite a large crowd were present to see the first train come in. All seemed delighted at
seeing the first train arrive and the prospect
of regular daily railway communication with the city.
This interesting account
of the first through train to Carbonear
in the Daily News in St. Johns Newfoundland on
December 8 1898.
Nfld. R~ilwaY.1
. I
.~DS alollS the lillP uti
Railw:1Y will Ix> grlllltcJ I
for Agricultural PtJrlo-e~.1
construction equipment, numbering some 14 cars pulled by
three locomotives, was moved from
Port aux Basques to Brigus
Junction. The project helped to employ some of the two
thousand men who had been thrown
out of work when work on
the trans-island line shut down. On September 1, 1898, the
Northern & Western Railway opened the 27
mile cutoff from Brigus Junction to Tilton
and on December 7,
1898 inaugerated passenger service over the 7 mile extension
Harbour Grace to Carbonear. An account of the opening
day of service to Carbonear is contained in Appendix 1.
REIGHT lIill now I>t! ac­
cepted for Briglt!!. Ba~
obert!. Cl!lrk~ Beach. Span·
iard~ B:Y and. Carbonenr.
Freiqht TTiliu le:1~e~ St. und~r t.Il:! I?Ondit.ioll .. ;> (u
,Jobu~ I ~.:10 evcr mtlling. CUltlltl)I I,rcscrthcd III thl! . CruwlI
LIlIU Act ltor lallel,
R. G. REID· lrauteJ thcr(uIIJer.
I~_c~~ii ___ .. ___ __ _ _ 1-Tile l,uhlers lit .lIch InlJlh
c,UIlualif. lor the bounty 01
~20 p:!l cr~ fur three ACreS
allowed tlllder the Act for tti( I
ElIlourAg~luellt of .3ricu.
ture, IS0S, by romplyiug with the regu ,tiOll!
unlier th:At
.-ct. maCe b … the GOfernor
in·Council. . ,
~t . .Tohn~. !o. 21, 9@.
__ . __ ~, G.R~lb.
The old line from Whitbourne to Harbour Grace remained in
service for almost two more decades. Indeed, in 1898 when the
line to
Carbonear was nearing completion, the rails between
Whitbourne and Harbour Grace was being replaced. After Reid
Newfoundland opened the line to
Hearts Content for regular
service in 1915, the former
Harbour Grace Railway line from
Tilton to Back Pond was abandoned.
During the early
1980s, the Brigus Junction-Carbonear line
achieved a certain degree
of fame. In April 1981, CN
rescheduled its mixed train service to provide same-day round
trip from St.
Jolms to Carbonear. Prior to the rescheduling, a
coach was more than adequate for the occasional
Up to three coaches were necessary to handle the
and school groups who took advantage of the same-day
schedule to experience the unique Newfoundland narrow gauge
With declining freight loads, CN applied to discontinue
passenger service as the low levels of freight traffic no longer
justified operating a regular schedule. The CTC permited CN to
withdraw the trains in September 1984. With the move to
containization, only nine carloads were handled in 1986.
The 9.4 mile line from Notre Dame Junction to Lewisporte
was completed by the Newfoundland Northern & Western
1898. Like the Carbonear Subdivision, most of the freight
destined to Lewisporte
is now handled in containers. In 1986,
only four carloads were handled on the line.
These maps and timetables dated 1903 show the lines between St.
Johns and Carbonear.
No. 16 Accommodation No. 16 Accommodation
Tuesday. Wednesday STATIONS ; TUda~r!~::neSday
~ ____ ZND_F_r!_~_a_~ _____________________________ -~–I——2ND—~–M——
…….. 1::is .. : ……… .
B.OOpm Lv …….. Whltbourne …….. Ar 0
..•…………………•••••.••….••..• BlaketowD ………… 6
8.30 .. . ……. , •.. Broad Cove ………… ]0
9.02 •• .. ………….. TUton …………… 22
9.16 .. . ……… Barbour Gra.ce………. 27 6.40
………. s:iO·.:;.; …… ····
.•••……••…………••.•……..•••••• MOSQuito …•.•••….. 80
9 .• 0pm Ar ……… Oarbonea.r …….. Lv 8
N 3 A ) No.9 Exp. No. 10 Exp. ::-:0.4 Accom .
• o. ecom. Monda.y )londay jDal1yexcepi
DaUyexcept Thursday STATIONS ~ Thursday 500day
Sunday Saturday -Saturday I 2ND CLA88
11.38 am 7.20pm Lv …. Brlaull ..Junctlon ….. Ar 0 8.jOarn I 7.00pm
~~:~P!p ~:~::,~~~ch::::::::::: i~ ~:~::. ~J~::
l:~ :: ::~:: :::::::::·.8::~I!~~:~y:::::::::: ~ ~:~:: t~ ::
U~ :: U~:: .:::::::::·BGr:a~~O~j.;;e.;:::::.:::: ~~ ~:n:: Ui ::
………………………………….. MoSQuito …………………………………….. .
2.30pm 9.40pm Ar …….. ……… L as 6.20am i 3.4bpw
• F1ac St.atlon.
Reid NewJoundland Company -IF 150 is pictured at Harbour Grace in 1915. Built by the Baldwin Locomotive Works as part
oj an order Jor two Mikados
il/ 1903, # 150 was the first 2-8-2 type locomotive to operate in NewJoundland. The locomotive was scrapped in 1934.
Credit: National Archives oJCanada.
PA 121851
In the opening days of the twentieth century, the Dominions
Prime Minister, Sir Wilfred Laurier, decided that an additional
transcontinental main line was necessary.
That the Grand
Trunk and Canadian Northern could not come to an agreement
to combine forces to build the line seemed to be
of little moment.
The seemingly limitless golden harvest
of grain flowing from the
prairies to eastern ports and the desire to open the northern areas
of the Province of Quebec to settlement, caused the government
to decide that the National Transcontinental Railway
would be built from Winnipeg to Quebec City through territory
as yet undeveloped.
The standards of construction were of the
highest order as it was envisaged that the
NTR would be a funnel
for grain moving from the prairie provinces to trans-Atlantic
shipping at
Quebec City.
In order
to secure the support of the members from the three
maritime provinces to the scheme, it was decided
to extend the
NTR from Quebec City to Moncton. To state that the decision
to build the
NTR was controversial would be to understate views
on the project. Opinions on the validity
of the project were so
high that in an unprecedented step, the Minister
of Railways and
Canals resigned
his portfolio.
It had been planned that the National Transcontinental
would link the established lines
of the Grand Trunk in the east
with those of its subsidiary, the Grand Trunk Pacific which
extended from Winnipeg to Prince Rupert.
The Grand Trunk
had signed an agreement with the government to take over the
NTR when it was completed and pay an annual rental based on a
of the costs of construction. By the time the NTR was
completed, the
Grand Trunk wanted out of the deal. Horrific
financial overruns plagued the
NTR project. Thus it appeared
quite hopeless that revenues would be sufficient to meet the costs
of the lease. To complicate matters, the Grand Trunk was
experiencing financial problems
of its own.
Consequently, the Dominion government turned the line
over the Intercolonial Railway.
On July 1, 1914, service
commenced from Diamond Junction (near Charny) to Escourt.
Ayear later the line was open through to Moncton. The ICR had
little need for a line from Quebec to Moncton as it largely
paralleled its existing line.
The only major centre on the NTR
which the ICR did not already directly serve was Edmundston.
CPR and Temiscouata Railway, however, had lines to the
city. After the formation
of Canadian National, the ICR and
NTR lines were both operated as main line routes to the
The situation changed in the fall of 1977 . In September 1977 ,
CN opened the Pelletier cut-off from a point near Pelletier, on
the former
NTR line, to St-Andre, on the former ICR line. This
new 15.3 mile long line shortened the distance from Halifax to
Montreal by some 35 miles representing a saving
of 5% in the
distance container traffic had to move
to reach points in Central
Canada and American Midwest.
MostofCNs freight traffic to and from Atlantic Canada now
moves over this route finally justifying the investment
in the
NTR from Pelletier to Moncton. The line between Pelletier and
Quebec, however, became completely redundant as no
major shippers were located on this segment of the line. In July
1979, the last through train to use the line, the railiner service
between Edmundston and Quebec
City, was discontinued due
to very low patronage levels. On
October 16, 1981, a derailment
occurred at
Daly, Quebec. CN decided not to repair the damage
and embargoed traffic between Pelletier and
Daly. TRaffic
volumes ranged from
91 cars in 1981 to no traffic in 1983. Due
to this dearth of traffic, the CTC authorized CN to abandon the
128 miles
of line between Pelletier and Ste-Clair in January
1985. Reflecting the low level
of use age, CN had ceased to clear
snow from this segment
of the line starting in the winter of 1982.
On December
21 , 1987, the CTC authorized CN to abandon
12 miles of the line from Ste-Claire to St-Isidore as freight
volumes had fallen from 28 carloads in 1984 to one carload
Closely related to the history
of the NTR was the ill-fated St.
John and Quebec Railway
Company. When the Laurier
government elected
to build the NTR into the Maritimes,
Halifax and Saint John vied to be the eastern most terminal
the NTR. Rather than upset either city, the Dominion
government chose Moncton as being the point convenient to
both ports.
Unmollified, Saint John interests lobbied the provincial
government for a charter and financial support to build a line
from Saint John to ajunction with the
NTR at either Grand Falls
or Edmunston. Having obtained a provincial charter for the St.
John Valley Railway
in 1909, the incorporators went to Ottawa
for federal subsidies.
Sir Wilfred acceded to their request. However, no progress
on construction was made.
The standards set by the Dominion
in order for the project to qualify for subsidy money
were so high that no contractor would bid on the construction
contract for the available funds. While it has never been proven,
is likely that Sir Wilfred established these high standards so
that the line would not be built. Its utility was questionable as the
ICR already served Fredericton and Saint John. The federal
government was facing tremendous funding requirements to
complete the main line
of the NTR whose costs were exceeding
the 1903 estimates
by a factor of ten.
Following the Dominion election
in 1911, a new Conservative
government was installed
in Ottawa. The New Brunswick
government, which was also Conservative, persuaded the new
Dominion government to amend the standards and concluded an
agreement to lease the line
to the Canadian Government
Railways, a name applied to all the railways owned by the
federal government, at an annual rental equal to
40% of the
It was anticipated that the rental payment would be
sufficient to pay the interest on the bonds which were to
be issued
by the province to help defray construction costs.
On January 1,1915, the line was officially opened to traffic
from Fredericton to Centreville. Three months later, on March
2, 1915, the line was opened from Fredericton to Gagetown.
The service was provided by the Canadian Government
For all the progress on the construction front, the
company was experiencing severe financial difficulties. During
1915, the provincial government was forced to take the company
The ambitous plans to bridge the St. John and KeIU1ebecabis
Rivers in order to have a separate right-of-way from Fredericton
to Saint
John as well as to extend the line from Centreville to the
NTR main line were casualties of the financial collapse of much
of the Canadian railway industry during the opening years of
World War 1. Faced with hundreds of millions of dollars of
liabilities as the National Transcontinental, Grand Trunk
Pacific and Canadian Northern hovered on the brink
bankruptcy and the financial requirements to fund the war effort,
the government could not justify large expenditures to complete
the St.
John and Quebec Railway. The costs of the two bridges
between Fredericton and Saint John alone were estimated to
$3 million.
Rather than build the bridges, it was decided to secure
running rights over
CP between Westfield Beach and Saint
John. Negotiations over the running rights agreement delayed
start of service between Gagetown and Saint John for several
months in 1919.
The connection to the NTR main line was
effected by using the existing
ICR line from Fredericton to
McGivney. Canadian National completed an extensive re­
of the line and the bridge over the St. John River at
Fredericton during 1919 and 1920.
The line from Gagetown to Westfield Beach was not
completed until 1919. One
of the reasons for the delay was the
difficulty in securing rails due to the war industry demand for
When CN finally inaugurated service over the line
between Gagetown and Saint John on October 3, 1919, it also
commenced a tri-weekly through sleeping car service between
Saint John and Quebec via McGivney.
The Saint John and Quebec Railway never lived up to the
vision of its promoters. The line incurred annual operating
deficits and the revenues paid to the New Brunswick government
never were sufficient to pay the interest on the bonds.
In 1929,
the provincial government sold the St. John and Quebec
Railway to the Dominion government who turned it over to
During the 1960s, a hydro-electric dam was built on the St.
John River between Fredericton and Woodstock.
The project
flooded out the
CN line which closely followed the river.
Trackage rights were obtained over the Canadian Pacific line
from South Devon, a point just north
of Fredericton to
The next section to be abandoned was the line from
Gagetown to Westfield Beach. The RTC pennitted the
of this section of the line in 1984 as no local traffic
had been carried over the line since 1980. In October 1980, CN
had cancelled its running rights agreement over the line from
Westfield Beach
to Saint John.
In October 1986,
CN received pennission to abandon all but
2.6 miles
of its line between Woodstock and Centreville. The
RTC felt the remaining trackage in Woodstock should be
transferred to
In 1987
CN concluded an intennodal agreement with the
Kit~hens Limited located in Woodstock whereby their
products moved in trucks to the nearest railhead. As this was
last shipper, the CTC authorized CN to abandon the spur III
Woodstock and cease to operate over CP trackage from
Woodstock to South Devon on December 9, 1987.
On April 1 , 1987, a combination of high water and ice flows
undennined the
five span CP bridge at Ste-Anne de la Perade,
Quebec. The force
of the impact was such that two piers were
completed destroyed causing three spans
of the bridge to
collapse. The bridge, which was built in 1907, was part ofCPs
main line between Montreal and Quebec City.
At the tim!:! of the incident, CP operated one freight train five
days per week over the line and VIA operated two daily and one
daily except Sunday passenger trains.
CP arranged to detour its trains over CN lines. Initially, the
train operated over the Drummondville Subdivision on the south
of the St. Lawrence River. After the first week, CN
commenced a major trackwork programme on the line which
necessitated moving the trains to
CN lines on the north side of
the St. Lawrence.
I The first route tried was via Joliet, Hervey Junction and
iDonaconna. The heavy volume
of CN freight on the line and low
priority accorded to the CP train resulted in the Montreal­
Quebec trip taking
11 to 12~ hours to complete the trip. As
crews can only
be on duty for 11 hours at a time, CP was having
to deadhead train crews.
Effective October 27, 1987,
CP rerouted the train over its
own lines from Montreal
to Shawinigan via Trois-Rivieres and
CN lines from Shawinigan to Quebec via Donaconna. As
CP crews change at Trois-Rivieres, they are able to
complete the run before 11 hours have elapsed.
The final modification was to occur after the construction
of a
c(.nnecting link between the
CP and CN lines at La Chevrotiere,
Quebec which would minimize the distance the
CP freight would
operate over
CN lines. CP had applied for but not r~ceived
approval from the Governor in Council for long tenn running
rights over
CN when the CTC decision was released.
VIAs needs were not so easily solvable. VIA restricted its
trains to the Montreal-Trois Rivieres portion of the line. On
7,1987, it rescheduled these trains so that one RDC could
cover all the daily trips. The loss
ofthe Quebec City market saw
passenger levels
fall by 50% on the line. Due to the low levels of
patronage, VIA reduced the level of service between Montreal
and Trois-Rivieres to one train per day on November 29, 1987.
Due to complaints from shippers, municipalities and the
public, the
CTC held hearings to receive input int~ its dec!sio~
as to whetherCP should be ordered to rebuild the bndge which It
estimates will cost $7 million. At the hearings, CP argued that it
should not
be ordered to rebuild the bridge as the future
requirements of VIA were not clear and no freight shippers have
lost service. VIA
is conducting a two year study of aJl its services
which will consider amongst other things whether its Montreal­
Quebec services should not be concentrated on one line rather
than two as at present. VIA noted that their high speed rail study
in 1984 showed that the line via Trois-Rivieres had
much more potential than the
CN line via DrummondviJle.
of on-line municipalities, shippers and. the
public argued that
CP had an obligation to restore the brIdge.
CTC noted i,n its decision that VIA is CPs single largest
customer and that
CP as well as VIA are under RTC orders to
provide rail passenger service between Montreal and Quebec
via Trois-Rivieres.
On December 31, 1987, the RTC ordered
CP to rebuild the bridge for traffic by October 30, 1988.
C.R.H.A. .
During the winter, work continued at the Divisions Fraser
Mills station including new lighting, the renovation of the attic
for storage purposes and, later, a model railroad. John Picur,
of SAND HOUSE wrote: There are strange noises
emanating from the mezzanine level
… Thls can only be our
of the dome, Norris Adams, busily renovating the

of the meetings during late 1987 included photos, from
the collection
of Ken Merillees, of the PG E in 1927, steam on
the Harbours Board line and steam and electric in the
northwestern United States. Another meeting featured Brian
Peters with a talk on the Canadian Explorer trip which was also
written up
1987 was a busy year for the Rideau Valley Division. Some
of the activities have already been reported in
Restoration work is progressing well on the CN Smiths Falls
station and the exterior looks
in top shape with a new roof and
of paint on the doors and window frames.
CP MLW S-3 #6591 has had a new paint job and looks as
she did many years ago. This was a project
of three members:
Scott Leidenburger,
Dale Elliot and Steve Hunter. #6591 even
appeared in a colour news photo
in the December issue of
RAILFAN & RAILROAD Magazine. Other equipment
received similar treatment including
CN wooden boxcar
#534493. A start was made on Canada Starch tank car
Efforts are proceeding to develop further the museum and
eventually commence a tourist operations (hopefully with
steam) along a portion
CNs line to Napanee. 1988 should
determine if its a
go or not.
The Division is planning to issue a quarterly newsletter and
has asked members to come up with a name for it.
The first
edition appeared
in December.
The Saskatchewan Railroad Historical Association Inc. was
at a meeting at the CNRA Hall April 9, 1987 with IS
people present.
The non-profit incorporation papers were completed and
mailed to Regina, however the papers made a wrong
tum and
became lost. The name reservation was completed July 31,
1987 and the non-profit incorporation papers were completed
and approved October 28, 1987. The application for charitable donation number was sent to Revenue
Canada, Ottawa
December 23, 1987.
The charitable donation number was
received February 8, 1988.
The Ex CPR # 6568 660 HP diesel electric switcher
locomotive was acquired from Inland Steel Ltd. April 20, 1987
small missing parts were acquired from General
Car Shredder
Ltd., Winnipeg and the parts have been installed. The traction
motors are the only items to be obtained. Repairs to the
Generator Armature
is the next major work project for the
Permission was obtained from the Western Development
Museum to remove the pole shed and shop building from II
street site for the material was received August 28, 1987. The
demolition permit was issued September 29, 1987 and demoli­
is in progress.
A request
for a lease on the Hawker Siding was sent to CN
Real Estate June 25, 1987 and approval was issued October 27,
A flyer has been mailed to you which offers a years
membership in the Association to new members at a special
discount price.
The purpose
of this is to increase the number of members in
the Association. Last year the Board of Directors reluctantly
had to increase the annual membership dues from
$25 to $27.
The reason for this step was to counter the higher costs of
producing and mailing Canadian Rail.
If we are to avoid similar increases in the future, it is
necessary to augment the number of members. As an inducement
to encourage your friends
or acquaintances to try Canadian Rail
it has been decided to offer you a trial membership at a cost of
only $15. If we are able to increase substantially the number of
members there will be no need for a rise in fees in the upcoming
year and it will
be possible to improve the quality of the
In order
to encourage you to help us in this membership drive,
for each new member you sign up, we will reduce the renewal fee
for your own 1989 membership by $ 3. Thus if you sign up 9 or
more new members, your 1989 membership
will be free! Thus
by helping us to build a larger membership base you will also be
rewarding yourself.
Please make sure that you place your own name and
membership number on the form provided. Your number
is on
the upper right-hand comer
of the mailing label on the back of
your issue of Canadian Rail. This will ensure that you receive
your applicable reduction
of your next years dues.
Our Western Canada Liaison Representative, Mr. Norris Adams,
sends us these two interesting photos
of himself In the earlier view,
Norris, as a fledgling airman , stands on the steps of car 200 of
the Thousand Islands Railway at Gananoque Ontario in 1943,
during World War II. In the second view
we see Norris standing
guard at the old roundhouse in Vancouver on
May 23 1987
during the celebration of the JOOth anniversary of the arrival of the
first through passenger train
in that city.
Canadian members who make donations to the Association
in 1988 should note the following change in the method of taking
credit on their 1988 Income Tax Returns.
Starting in 1988, the deduction for charitable donations is being
converted into a non-refundable federal tax credit
of 17% of the
$250 donated and 29% of the balance. Charitable donations
for the credit must not exceed 20% of your net income,
and the five-year carry forward period for unused donations
in place.
An important link with the CRHA of the 1950s was
severed with the
death, on January 8 1988, of Richard M.
Binns. Mr. Binns had been
in retirement in Victoria B.C. for
more than twenty years but he still took considerable interest
in the Association, especially articles in Canadian Rail which
dealt with street railway subjects.
Richard Binns was born
in Halifax N.S. in 1902 and lived
there until 1925 before coming to Montreal. Joining the
Montreal Tramways Company, he became Supervisor
Traffic Study, continuing this position in the newly formed
Montreal Transportation Commission in 1951. Later
he was
Director of Traffic
in the Commission, a position he held
until he retired
in 1967.
Mr. Binnss interest
in the CRHA started in the late
1940s when the Association began to extend its activities to
street railway matters
as well as main-line railways. He
joined the Association on March 9 1949 as member number
For many years after that he was a CRHA director, and
he continued his membership continuously until his death.
By the early 1950s it was obvious that the days
of street
in Montreal were numbered, and at that time the CRHA
endeavoured to help in the preservation of a representative
of Montreal trams. This project had begun in 1950
with the acquisition, from the Montreal Tramways Company,
of salt car 274. It is mainly due to the efforts of Mr. Binns
that the company not only donated the car, but also allowed
the Association to keep it, free
of charge, in one of the car
barns where
it could be restored by the members.
The influence
of Mr. Binns was felt again when the
Transportation Commission, which had taken over the
in 1951, decided to form a collection of its own.
Accordingly, as the various car types were retired, certain
units were set aside for preservation, selection
of which one
being largely decided
by Mr. Binns, often in consultation with
CRHA! Then in 1963, four years after street car opera­
tion ceased, the Commission very generously donated the
entire collection to the Association, and
in June of that year
the cars were moved to the Canadian Railway Museum, thus
making it possible for
todays Montrealers to see what it was
in the tramways era.
his retirement in 1967 Mr. Binns wrote a book on
the street cars
of Montreal which is still the basic authority
on the subject. Your editor recalls that, even
in recent times,
Mr. Binns helped, with his knowledge of the tramways, to
ensure the accuracy of any Canadian Rail articles dealing
with Montreal street cars. His death closes
an important
relationship with the Association going back almost forty
F.A. March 1988.
First CRHA ANNUAL AWARDS for 1987.
You are urged by the A wards Committee to refer to the
Arumal Awards Program as outlined in the
issue of Canadian Rail, page 31. Please use the form on page 32
for submissions of your nominations for awards as stated in the
While it may take some
of your time to review back copies of
your 1987 magazines or books, you should find them interesting
reading, and even challenging, in determining which articles you
think are the best selections for awards.
Please share them with
us. You may encourage the authors, and new authors, to write
articles for future publication in one
of your favourite magazines.
You could inspire someone to write a book!
of names you make regarding the Achievement
or Preservation
Awards could decide the winners in those
categories. While your nominees
may not be the successful
candidates, their activities will be publicized and become better
known to all
of us and could be the successful nominees in the
All submitted titles and the names
of the successful nominees
will be published
in Canadian Rail including the reasons of the
of Judges for their selection as winners. Please help us in
making the CRHA Annual Awards a success. Submit all
documentation prior to
30 April, 1988.
January 30 1988 WfiS a red letter day at the Canadian
Railway Museum at Delson / St. Constant Que. On that day
Newfoundland locomotive
805, as well as stock car 7035 and
car 14016 were unloaded from the cars on which they
had come from the
East. The generousity of Terra Transport
and Canadian N.ational in donating and transporting this
is very much appreciated. A thank you to those
s who have donated to the special fund to help with the
move and unloading,
is also very much in order. Thanks to the
members, more than
$4500 of the $ 8200 required has been
received. However, we still need more help to
put the campaign
over the top and complete this worthy project. PLEASE
In the first photo we see stock car 7035 as it arrived aboard flat
car 664003. The second view sho
ws the complete train ajler
II n loading. Since this photo was taken. considerable work has been
done to protect the train from the elements prior to starting
in the spring.
Both photos by Fred Angus.
Thanks for an interesting and informative article on Ei~hty
Years of Steel Cars for the Montreal Tramway. I look forward
to any article
in Canadian Rail on the tramways. I became
interested in the tramways as a youngster
in the early 1920s and
particularly from 1928 when
I started to work on St. James
Street, until the demise in 1959. (I was transferred to Ontario in
While reading your article, I referred back to the roster
equipment in Montreals Electric Street Cars, by Richard M.
Binns and noticed that wooden car 813 had been scrapped in
1926, in the text,
that it had been in collision and derailed as was
in 1917. As I recall, 813 on that fateful morning was the
Early Morning Pickup, for drivers and conductors, though
Im not certain, it was a Sunday. The car, with probably a driver
not familiar with the route, raced down the two long blocks on
IX Blvd., on a down grade from Rosemont Blvd. and hit the
open switch at
Masson St. then careened across the intersection
to a large vacant lot on the
S. W. comer. As I recall, it ended up
on its side a complete wreck, therefore it was scrapped.
I can recall a 1325 class car on pickup, doing a similar thing,
one Sunday morning, while Eastbound on Rosemont Blvd. This
car struck an open switch
at the comer of Pie IX Blvd., and
ended up with its front end through a large Hydro Pole on the
comer. This car (number unknown) was repaired and
returned to service. This accident happened
in the mid 20s.
in later years, a loop was built North on 25th Ave., from
Rosemont Blvd. to Bellechasse, returning on 26th Ave. Over the
years several cars left the rails at 25th Ave. ending up at, or
alongside the curbs, on the
North side of Rosemont Blvd.
During the 1920s five limestone quarries existed
East of Pie
IX Blvd. One active quarry was located N.E. of Rosemont
Blvd. and 26th Ave. with a spur line from the fonner. On at least
two occasions, I witnessed a Tramways locomotive attempting
to push a railway hopper
car up the incline on Pie IX and around
the curve on to Rosemont.
With wheels spinning and sparks
flying they would finally come to a stand still on the curve, then back down to Masson St.
for another run at the grade. I often
wondered how they managed the steep incline up to Sherbrooke
Street. Eventually the quarry operations were relocated to the
South side
of Rosemont and a new spur built, but I never saw this
in use, as operations ceased
in the early 1930s.
I lived on 24th Ave. from
1921 to 1947 and followed the
of the Montreal Tramways with a great deal of
interest. In 1947 I moved to St. Lambert and regularly used the
of the M. & SCR.
Montreal street car 813 in
happier times, when new at
the Can-Car Jactory in 1907.
is the car thai was
in 1926.
C.R.H.A. Archive
Can-Car collection.
The date for the 1988 CRHA Convention has now been set for the week-end of September 3 (Labour
Day week-end). This is two months later than the date originally proposed, and will allow time to organize an
even better
program of activities.
most interesting schedule of events is being planned for your enjoyment including steam operation at
the Salem and Hillsborough Railway.
Reserve these
dates now, and join us for very enjoyable weekend in Eastern Canada.
Historic Elko station will
become Cranbrook landmark
Contributed by Cranbrook Archives, Museums and Landmarks Society
The Elko Station, moved to the Cranbrook Railway Museum
site on July 10th, 1987, and has had some basic preliminary
work done
to it until word is heard on ajob-creation application
to complete the building.
This basic work
is being done now in conjunction with the
highway widening and fence alterations at the museum site.
example, the rear of the station is being rebuilt now and the roof
line extended because the fence
is now removed from the front of
the building and the structure must be made secure against
anyone entering it from the street side.
It should be noted here
that the building
is facing the proper way -the front faces the
train -but the rear faces the street. This back portion at Elko had
an addition that projected over
20 out back and was too deep for
the Cranbrook site. This addition was also not part of the
original design
for the station, although it was built at the time the
main building was built
in 1900. With the rear wall completed, windows relocated and the roof overhang continued around, the
building should look very handsome and closer to the original
design. Exterior scraping, sanding and painting will occur at a
later date along with all interior improvements.
Most of the
landscaping, turf and shrubbery
is being installed now to cut
down on dust, make the site more attractive to the many visitors,
and to allow for the highway widening expected in August.
of the shrubs are part of the original caragana hedge
and lilac bushes at the old C.P.R. -YMCA (late
Annories, later
Boys Club) and the museum want them preserved for use in the
new scheme.
The Cranbrook Rotary and Kinsmen Clubs have helped
in the funding of the move. C.P. Rail donated the
& it was moved by Interior Building Movers Ltd. of
Kelowna, B.C. with wire alterations by B.C. Telephone and
B.C. Hydro crews. Burns and Whyte Construction Ltd. built the
foundation and supponing beam structure, as well as the rear
wall and window reIOC:llton. Thcy will also build the eXlcnsion.
The building has been designed to be easily moved again when
jf a new site is provided. However, there was no choice 10
locate it now as the building had 10 be moved immediately (rom
the Elko site.
11Ie £110:0 1luliol1 in july 1987. /1 has «M Sfparoled/rom fhl back
add/liOIl, has beel! Iif/td Qlld is being mOled off ils old /oundulion,
This new Iandmark at the west end of Baker SLTeel has
caused much public inieresl of a positive nature. As a
spokesman for the Railway Museum said –
if the public likes
the look
of the building now in its rough. unfinished state. wait
its completed -there will be no comparison,
0 Ihl mOIf. £/11.0 Sial ion is seen du.ring ils 43 mi/(> trip to
II I Crunbro()k, Ihl slatiOIl as ,,thTld /ro, thl sImI side. 0111) Ihe cllimney ,maillS 10 bt !!Slal/ed.
Oil Jamory 30 J988 IOCl.lmvlile 805, just am.vrd fram Ne/olmdlrmd, iJ ulllliadlll/rom a /lat car and plactd on i/J frucks
011 a narrow-gauftl track 01 the Canadian Rail,,uy M1 Photo by Fred A1I,I.u.f,
Canadian Rail
P.o. Box 282 St. Eustache, Que., Canada
J7R 4K6
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10 days return to sender, postage guaranteed
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    Exporail, le Musée ferroviaire canadien est un projet de l’Association canadienne d’histoire ferroviaire (ACHF)