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Canadian Rail 405 1988

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Canadian Rail 405 1988

No. 405
———___________________ ISSN 00U8·485 —–
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:
ON: M. Peter Murphy CAHA, P.O. Box 282, St. Eustache, Quebec J7R 4K6
CARTOGRAPHER: William A. Germaniuk Aetes: in Canada .. . . . . . . . . . . …….. $27.
LAYOUT: Michel Paulet outside Canada: $23. in U.S. FUNDS.
TYPESETTING: Belvedere Pholo-Graphique Inc.
PRINTING: Procel Printing
,——————–TABlEOF CONTENTS——————-.
N.W. SMITH 127
dIan Rai is contInually in need of n~. Siones. hiSlorical daHl, photos, maps and other reproduc:tibe material. Please send all
contributions to the edilOr: Fred F. Angus. 3021 Tntlalgar Ave. Montreal. P.O. H 3v 1 H3. No payment can bo milde lor contflbulions. but
the contributor will be given credit lor matenal suUmined. Material will be returned to the co,wibulot II reQuested. Remember. ~Knowledge is
of lillie valuo unless It is shared with others .
Frederick F. Angus
A. C. Ballflld
Jack A. Beatty
Walter J. Bedllrook.
Alan C. Blackburn
Charlcs De Jean
Gerard Frechetle
David W. Johnson
J. Christopher Kyle
William Le Surf
Bernard Martin
M. Peter Murphy
Roben V. V. NichoUs
ew W. Panko
Douglas N.
W. Smith
Deryk Sparks
David W. Strong
laurence M. Unwin
Richard Viberg
A. Stephen Walbridge
John C. Weir
The CRHA has II number of local divisions across the t;:OJntry. Many hold regular
meetings and Issue newslellers. Further Inlormillion may be obtaIned bywnung 10 Ihe
division. FRONT
• Nf.W eRUNSWlCK otvtSION P.O.
eo_ 1162
Saint JOM.
New en,an5w;ck E2l4G7
P.O. 600 22 51 …. B
P.O. 80>< 962
S,,,!>S F5. K7A SA5
PO eo. 103
KII.lon.OnllrK; K 7M 6P9
P.o. Bo. 5849. Te To • NIAGARA DIVISICf4
P.O. So, 593
51. c.lh.,naa. Ontario UA swe
300 C.b,n. Rd Easl.
Windsor.Ont30 N9G IA2
14 R.,.,.noldl e.y
W;nmPIIQ. ManitolM RJK ()M4
SO _ 6100. 41h Av •. NE.
Cg;uy. AltM T2A 5Z8
Bo. 6102. Stalion C.
Edmonl ….. AlMI T5B 2ND

O. 80> 39
ReveltlOkl. B.C. VOE 2S0
eo~ 400
C •• ntwk. a,,.h CoIu,t>.. VtC 4H9
P.O 80. l(l()(j. SAon A.
V.ncOWfl,. Brll,sh Columbi. vse 2PI
1111 oIdClm.dllJn Ptn;.fk 6111/1011 It MeglmlC Out.
liS phoiO(Jlllphl!d by J. W. Heckm, in .July 1914.
,h, poste, IIdvl!r/lsing th. SlItnt Joh N. 8.
exhlbilion of 1914. Less Ih 8 month 1Me World
W I bmke OUI.
,,,lIdi .. ,, P.n;1fic COrpor.,. Arch;vl!s.
AS pan of ITS actIvities. the CRHA opcrte5
The Can,din Railway MuscIlm iii Oelson/S!.
01181am. QuebB<: which IS 14 mIles (23 Km.l
trom downtown Montreal. II is open daily
from Illite May to early October. Mambors and
their Immediate famIlies are IIIdmilted free of

The Lake Chantplain and
Saint Lawrence Junction Railway
and The South Eastern Railway
By Stephen Walbridge.
In the November-December 1985 issue of Canadian Rail
(No. 389), I made an attempt to interest CRHA members in
writing articles for this journal. I suggested that the members
select topics
based on local railway history, and on interviews
with local seniors who had recollections
of the Canadian railway
Little did I realize that I was really giving advice to myself.
During a recent visit to my family home
in the Eastern
Townships of Quebec, I came across some documents, and
account books which had been the property of my
His business card took the form or a Canada Post card,
bearing a pre -printed stamp showing a picture of Queen
Victoria. He owned a General Founder and Machinist
establislunent in Mystic, Quebec.
is 9.1 miles south of Farnham, Quebec on the
Canadian Pacific sub-division to Stanbridge Station, Quebec.
The railway was chartered in 1871 as the Philipsburg, Farnham
and Yamaska Ry. Co. In 1875 , its name was changed to The
Lake Champlain and St. Lawrence Junction Railway. As was
the custom
of the day, railways frequently were built to serve
communities which offered subsidies.
Among my grandfathers documents
is a Deed or Gift, dated January 1879, by which
he signed on behal f
of twenty landowners and himself to donate
part of their farms and woods to the LC & St L J Ry to build a
railway thereon.
There was a provision that a station would be
built at
Mystic, and a siding maintained.
The Railway was built to a gauge of 36, and went into
operation late
in 1879. During 1881, the South Eastern Ry
Company signed a lease to take over the operation of the LC &
St L Jet. The line was rebuilt to standard gauge so that South
Eastern rolling stock could operate throughout.
The Walbridge Foundry machine shop was located beside a
dammed stream, and a waterwheel provided power for some of
the machinery. The shop also built steam engines for shop and
portable use.
The machine shop contained a lathe sufficiently
large to turn locomotive and
car wheels. As the LC & St L Jct
did not have a shop at that time, a spur line was built from the
Mystic siding to the foundry to provide entry for railway
equipment for repair.
We presume that one of the locally-built
steam engines turned the wheel lathe.
A water tank was built beside the railway.
Water was
pumped from the pond to the
water tank. As trains approached
Mystic, the locomotive engineman would blow the whistle to
Mystic Quebec station with the section crew and the agent. The date is unknown but the train board bears Canadian Pacific Ry …
markings. The siding could accommodate 6 cars, mostly for loading hay as well as iced cars for bUller. This station (CPR 2222) was decommissioned on September
8, 1958.
The Walbridge foundry and machine works as they appeared about 1880.
/Oward Mystic station IVith the section hOllse on the lefl. The IVater tank to the right 0/ the bridge had been demolished.
Fire protection for the bridge consisted
0/ tlVO sllnken barrels o/water. This invited bees /0 neJt inside.
signal the foundry to start pumping water for the locomotive.
My grandfathers
Day Book notes a monthly fee for this service
of$7 .50 -June 1882; increasing to $10.00 in September 1883.
The butts
of the cedar posts on which the water tank rested were
visible until recent years.
A Record of Freight Received at Mystic is contained in a
leather-bound ledger, each page
of which is headed in capitals­
Lake Champlain and St. Lawrence Junction Ry. Entries
in January 1880, continuing through December
1881 . Total revenue for January 1880 – $ 11.87 ; February­
$7.61; March-$1O.85. Names of the agents were J . Moreau,
G . F. Gibbs, N. Cabana. The column titled, Species of
Goods inbound included leather, sugar, fish, apples,
kerosene, nails, tar and naptha, oil in barrels, a cook stove, 3
tubs, boiler plate, rags, a boiler head, crockery, shoes,
. VVysti<. o.L.
This photo of the WalbridKe foundry and machine works was taken about
1910. The dam that held the water has broken.
The foundry performed many repairs for the Railway, and
supplied a variety
of foundry products. The prices of services
rendered in 1882 seem almost comical compared with
costs. The following were taken at random:
I Switch Stand (presumably an iron casting
To bore, fit and press -I tender wheel
To press off -39 wheels
To bore -36 wheels
To fit -36 wheels
To turn -10 journals
1230 washers
18 -79.9 Ibs.
To: two men and team to draw old wheels
To: 6 hours on tank spout (presumably
repairs to the spout
of the locomotive
water tank)
To: I plough point 802 lbs. (presumably
for a snow plow -March 1883)
3 hand
car wheels cast, turned and bored
Numerous castings,
by pattern number, at$ 0.27 per lb.
By late
1884, the entries in the Day Book under the title
S . E . R. had come to a stop. The foundry had been building
machine tools for sale to the
SER, so one presumes that the
railways own shops
in Farnham had come into operation, and
was doing its own repairs.
It may also reflect the serious
financial straits
of the SER.
The stone corners are those of a mill, powered by water in the Mystic brook,
that made roojinK shingles from cedar logs grown in the area. Water held by
a dam overflowed over a rock
ledKe on the lefl.
Although I could not locate an entry in the Day Book to
substantiate it, a story is told in our family about the SER
sending a locomotive to the foundry for repairs. The work had
been completed by closing time on a
Saturday. In self defence
against non -payment, the foreman had removed some parts
essential to the operation
of the locomotive; and hidden the
parts. When the foundry reopened for business on the Monday
morning, the locomotive had vanished.
Some years later, a story attributed to the
Master Mechanic
Farnham reached the family. He and a helper had pumped a
hand car from
Farnham to Mystic on the Saturday night. They
had gained entry into the foundry; noted that the repairs had
been completed; and the fact that certain parts had been
On the Sunday night, being in dire need of the
locomotive, they had pumped the
handcar back to Mystic,
loaded with parts taken from locomotives in Farnham. They
installed the necessary parts, spent the night quietly firing up the
locomotive; and as quietly made off for
Photo taken about 1910 from the railway station toward the vil/aKe store.
The large house (Iejl) was a boarding house (room and meals) for foundry
personnel. Note the ladies long dresses.
The Business card oj A. S. Walbridge
was printed on the back oj a pre­
stamped j¢ post card.
G:JtCl1I0rs/ur E:ngii}CS (11)(1 lI~t;lc H~hcrl1 Ellf/ine and Ilt}HU La(r~, (.(,1l1 (111(/ Boll
Cl~tt{TS, Prill.; u1Hl Drill Lf!lr:s, Iron p(rlner …. , I.(t)flC Circular SUlL .:lIills,
Grist & S~(1( }~~;Il (:((Iin! IYhn/liny aHcl PullfYS, IJo})yers with AcJjust~
alA(; J:OX(,~, JaO;.-:crcHs, Chclse Fac/vl!! Roi1crs, 8(}(1ls((-Pipes.
T ennoning Mouldin!!, Sticking and Planing Tongue and Grooving
Machines, Daniel & Woodworths Plal12rs,
MOiticing M(;.chinss Shingle and CJ:~board
/fdI SPIRAl \OIDI A:SD SJlI (;F.,.HS ClT TO OlmER.-J:P-f
The philatelic catalogue reveals that this
type oJcard was issuedJrom
1871 to
Walbridges Engine Lathe as it Vas il/ustrated in Scientific American on AprilS, 1862.
. 0 • -:: : •• -:-: •• ~ • w. i
34.,.· . SOUTH-EASTERN-RAILWAY.-:-Montreal &Boston Air-line. i
T;A.IMACKlNONi:GeTI.M~D.gei, M.,nirdliQUe .. ( H. MACDIARMfD, An. Supi:; 1
.mham. QIJ<.I.A. E. LALM A. B:CItA)JFEI!, reasurer, • ~::,. ….. A: Go EAST.HAN,lftiedlh-DK21 S~t., • PurL. O. R,YAN
AudnQr, ;
~M~ix-e-d.-C~-~!i7iCCXeCCd~—IEx:::p:::r=es::s-.r.iI:-1 -ryOUC!>(r 1,1884 IMI. Express. E:tpre~s P. M. A.M. Durmbrr I, 1884 A.M.,P.
———————————–ltQ35t635 0 IYe.Sulte JunctlOn.arr. 610 8
t800A..t610p.M. 0 ve •. Montreal. .. oarr.r.,. 95A., 735p…. 855; 655 B ……. Knowlton…. 55.7
.. .. .. .. …….. LOnguet11I …….. 99 .. .. ,…. a 20, 75 16 …… Waterloo …… .15 .< 7
5 610;(1 …. CIramblr. C.nton …. 1!~ 815 620. •. 1830 36 ….. Roxt~n Fall,….. • …. 1 6
62·6. 5 ……. MareYI~ ……. 7! 800 547. 1= 850 4 …….. Acton·….. -= 5
t6 OA. M. 10 30A.,1. 725 ~9 …. ,. Farnham … , 0 ·65 730 n 6S n Mix. 94S 60 …. Drummondville.. .. Mix.1 1
tiS7 [ ?i5 ,6 .. : ….. HTlf;ham …… o 5
8 657
t20 r.M. 966 61 …… 51. GeTmain…… AI t
po • SOO n 52 ……. Cowan •• ,lIe …. 0 52 6,3 tOI t6301025 75 … 8t. Quiliaume.. 8.10,3
757 n S30 6 ….. Sutton unction … 43 6.0 n ,330 659.10H ttl ……. 51. Dav.u……. 800 3
SIO n HO 64 .. : ……. Sutlon ..
…… 4
60S 819. 716~105s 86
……. yam.,……. 7H 2
S 50 n I 910 7 ……. · Rlchfor: 8•
200 8005 96 …….. 80rel,……. +700 t2
953 961 86 …… Manonvllle …… I8 5 J 200 I .. , .. IA…. R,v~l LRAV8 A.M.r,
004 n 969. go ….. NorthTroy ….. o 4 506. 151 ————. ————.–.
~~ ____ ~..!£~ ~(T … Hewport.Q.~ -.:. ~4J~~~ tl 00 ~ ____ CHAMPLAIN AND ST, LAWRENCE DIVISIOHl. 3
25.. ~11mouth …. Ive./ 1166 P.. _. .. ______ ,…_~ .. -• ..,;;
65A.,. .. Manchester.. • 8~( • , NO),…. J.~AVRl [AR.YH A …. lr. It
535A.M. .. Concord … 930p.M. f MIJC=~lx .. MI!I~(Ufff6r,. l~~-=-_ ~I~I~~~
…. .rr ….. Nashua .. .Ive. __ ~~~~: . ___ .1 _____ tl250jt610 0 …. StanbrldK ……. · 1401 i!
9sA,M, arr … worcest .. r .. -tvel 6S0p,.,. 115,6)0 .1 …….. Red/onl …. .. 1175,8
—-7,8A. arr …… Lowell. …. lve.1 748 P.M. I 2i5, 73
4 … ,Farnham…… 1l0,t1035 H
____ lIZSA,M. orr … Provldence .. lve. _ }_O~~ ___ . ____ 13°
6,.0 5 …….. MyslIc.·
·.· .. r.:I, 11101 T
———–I—~——–·——-· ____ 315 7i9 20 … LAnge-GJru,en … 12,OA.M. 6i!Q:
–10.8….. l.rr …. Fall Rlyer …. lve.1 . 333p.,. 845 B09 ,6 ….. Abbottsford ……. 005

——83oA.M.I-~r~Bo8ton:-:-:-:-.Ive.I-700P.M.———tlO: 83 31 …….. S.lic …….. 1IJ5: 5.~
8;0 ,0 … St. Hyacinthe· …. 045 &n~
_______ _ ____ 1 __ ~ .• New y~~ __ . _____ . ____ 606 855 11 .SIe. Rosalie J nclion. 1001 5 D
700A.M., arr ..• Sprlngfl .. ld .. Ive. 015p.M. 591! 90 48 ….. 51. Si,:oon: …… 956/ ~~
8 5·.M. …. Hartford….. 721p.M. 661.935 53 ….. 51. H,,; 92-1A….. n … NewHayen … 626 •. .,. 63010056, … St.Culllaume .. tB-IS +3ai
___ –,–_-,_…:::.:.01 45A . M • arr …. New York …. lvc. 430 P.M. P. M,!i.M. IARRfVKl ILRIVR A.M. P. ~
__ 1
____ Pa,,~M~~_· ~_~~~~~y_E,,~_~8~_.NCIH-~;l.j.!.,:;s~f.~I–STANDARD-Enslcn,I;. . —-. I.
— -. -N.H.-Trains marked daily, except Suncby: daily. except M
t7 OA.MI 0 lvc …. 8t.Ceealre … arr. 9 706 P.M. j .
, 735 .j …….. Roug-emont. ……. 5 6 ~O lJ· day; m Mouday only; :td~il) except SatuHhy ; .$ S:turd~y only.
, I 755,. M. 9 arr …. Marie_it Ie …. Ive. 0 tG 30 p.M:. .•.•• .
··,CONNECTIONS..-l Wilh Grand Trunk: C .. n:H.lian Pacific. andNo
FRELICHSBURC DIVISION.-. f Shore Ry>., and boals on St. La,.-rence River. I Wi,h Cenll Vetnjdn
–=~—:ST A. Tl0NS. –i-Il. .: -I -= R.R. and Montreal, POt,bnd & Boston Ry. (Sou/hern Divi,ion,) a Wit .
—-, 0 live .Frellgheburg .lrr. ; . Mi!sisQ1~oi R. R. ,. W.ith Passump~ic R. R. • Vith Cent1:l! Yerm~~
6 ….. Stanbndl(c East,….· . R.R.. .. i • With Grand Trunk N.y. With Champlain St.:1.WT~~.r
, 7 ……. RlcSt:bur
·· …• . , Division. I.With Grand Trunk Ry. • Nilh Central Vermont R:.
II …. Norlh t;
r ge…. .)
19 arr … Farnham.. Ive 10 With Cenlf:ll Vennont R.~. . ,:
The schedules a/the South Eastern Railway as they were in December 1884.
/C .//
.. 1
The entries in the 1829 ledger relating to Jason C. Pierce (sic).
–~.:—•• -=-=:—==:::::-= -~ -~- : …. :::: .. -.—-.. .:..=:.=….=-.,
.. -.-.—=—=-=–~–i~—~rf ——-.–. –·==:·-:::·:=:.:.:…..::1
)JWl/real, _0/J:V. ~ __ … _ .188,0. !
f /h1~
.a, ~/ V/j??~~~~~/
South Eastern Railway passes Jar the years 1882 and 1883.
In J. Derek Booths Railways of Southern Quebec volume
I page 79 we read:
When Bradley Barlow (President, South
Eastern Railway) was forced into bankruptcy in 1883 -not
only was Barlow squeezed out
of the picture but so also were all
of the South Easterns numerous creditors. This, of course,
included my grandfather. In the archives
of the Supreme Court
of Canada one may read in I -Fol 26 Scr 419 of Supreme
Court of Canada 1890 the case of Walbridge Vs. Farwell
(trustee for bondholders, South Eastern Railway).
The case was
heard on November
13 and 14 1889 with five judges in
attendance, and the decision, against my grandfather, was
rendered on June
12 1890. At the same time was heard a case by
Ontario Car Company who had sold the railway sizeable lots of
cars for $45,000. Their claim was equally fruitless. Enough
VOL. VI.—NO. 11. NEW YORK, MAROl-I 15. 1862. NEW SEIDES.
Engin. With Walbridge, Cut-oft.
Tho o,ocompaoying engra.vlng rcprcscotti n swnm
ongine with
nn 1mprovcd cut-off invented by A. S.
Vnlbridge. Tbe engIne Is of the ordinary construc­
tion cmbmcing tho Inte8t Improvoments, and is (l
mple of tho,e m,nufoctureo by C. C. WhHtolsyof
Malone, N _ Y.
fhe Icvercd pnrts will be readily understood by nn
Inspectlon of the cut. A i. the foundt.!on .tone, B
B BOO i. the enst bed on which the other p.rt, nrc
mounted, C is the c)lindel bend or end, D is the stenm
jncket surrounding tbe cylinder, E is the cross hend,
F F are the guided, G is the connectIng rod, H is the
crank, I the .haft, J the fly wheel, K the eccontrlo,
L the valve rod, M M the .leam pipe, N the exhaust
pipe, 0 the tbrottle v.lve, P the oil cup for valve. and
Q the sofety valve, and R the boiler.
The cllt-off belong. to
that c1RS. in which tbere are
two slide valve. riding
on the back of the main .lide
va.lve. The steam chest, 8, is represented with the
front plato removed to show the interior. Two hori­
zontal po.ts,
a, ar. attached rigidly to the main
slide valve, a.nd are connected by rods, b h, with lev­
ers, C c, which are connected Ilt their opposite ends by
pin joints lth the cut· off ,alv ••.
llctween tho two levers, ee, Is the wedge, d, which
bo moved vertically by the governor, with which
it ill connected by R rod passing througb a st.uffing
box. The edges
of this wedgo nro the fuler{. of the
C c. It will be seen thnt if tho wedge, D, is
lowered, the levers
willstriko it nt an cnrlier pnrt of
tho stroke, and will, consequenUy, close tbe cut-off
vlllvcsenrlier, while if the wedge is raised, the stcnm
continues to enter the piston during n larger portion
of tbe stroke.
The lengtb of tbe rods,
b b, Is made varioble, and
may be altered by turning the cylinders, (t, to ad­
ju.t the cut-off. Tb. horizontal projections upon tbe
lower end of the wedge, d, arc provided for the pur­
of stopping the engine, in case the governor or
It. driving belt .bould break; tbus preventIng the
engine on being released from the control of the gov­
ernor attaining a dangerous speed. As
the governors
arms drop, the wedge is ralsed .0 as to bring tbe.e
projections against tbe levera, and tbus to
cut off
the .team .. early RS to stop the engine.
When the engine is heavily loaded so as not to cut/
off any part of the first balf of tbe stroke, tbe val v.,
givQ steam the same a8 with the link motion, that 1s
by portly leovlng t,he port open; tbe steam follow· ing
n feediog full ,troke; thougb. the eogino ,hould
be large enongh to drive tho work wlLbout tbls, as
tbls prevents nIl expnnsion, nnd 11 loss of steam is the
It is convenient., however, in case oC neces­
ity, where hcnvywork is required for n few minutes.
invention has been secured by LaHers Patent
in CUlln~n nn~ the United Stotcs; the Unitc~ Su-.t ..
Pntent hnvlng been grnntc American Potent Agency, Sept. 10, 1861. Any fur­
ther Informntion in relation to the patented portion of
the engine may be obtained by addres.lng tbe InYen­
tor, A. S. Walbridge. For information In relaUon
to tbe purchase of engines with these improve·
ments, address the manufacturer, O. C. Whlttetsy,
at Malone, N. Y.
17Ie frol1l pa!:e of Scientific American
for March 15, 1862 featurin!:
Walbrid!:es Variable
Walbridges Improved Sawmill. From Scientific American, May 17, 1862.
Still another account book, leather bound, the cover
in the corners with what look like porcupine quills,
made interesting reading.
An un-named person operated a store
and tannery, all entries dated 1829 through 1834 were recorded
in pen and ink in pounds, shillings and pence (Halifax
Currency). The page relating to early Canadian railway history
that caught
my attention was titled Dr. JASON C. PIERCE
Cr.. This name is familiar to those who have read the CRHA
book 1836 -1986 A Tribute To Canadas First Railway.
Jason C. Peirce (for so
he spelled his name) was a founder of the
& St. Lawrence Rail Company in 1832. John
Thompsons article
in Canadian Rail No. 229, reprinted in the
1836 -1986 book, amply informs us about Mr. Peirce.
My grandfathers files contain several patents on his own
inventions. In the year 1862 alone his inventions were three times the subject
of feature articles in the prestigeous periodical
Scientific American (founded
in 1845 and still being published).
Two ofthese, Walbridges Variable Cut-off
and Walbridges
Improved Sawmill appeared on the front page on March
1862 and May 17 1862 respectively, while Walbridges
Engine Lathe appeared on AprilS 1862. (EditorS note: In
much as 1862 was during the U.S. Civil War, and the pages of
Scientific American were filled with news of wartime develop­
ments, the prominance given to Mr. Walbridges inventions was
no mean achievement). We do not know for sure if any of these
inventions were applied to railway use, but the engine lathe may
well have been the one later used to turn the wheels for the Lake
& St. Lawrence Junction Railway and the South
Eastern Railway.
This Pass is i~slle nal1led,
on tl:~ condition,; heleillfter ,e[ forth.
The per~on wl~o ~cccpt~·. this Free Pa~5 tht.!rcby ~:;Sllllit;S all risks of accid;.!nb, ancL ill :
consi under allY circtll1l~tance!, whether by Ilc~ligencc~rimin;l1 others. ((Jr any injury to the p~rsoJl, or lor iDS fJl injury to pi:opert~· ~ while using this p;:.-;~~ 1
andthll ;li cO ;C~ peion the above C,:,n:pany shlllIot ue cons,(!el·ctl:ls:I cum mOil carrier, i
or li:-l,lt.: :s Sl!ch. ; j i
ll,is 1,,,, i, NOT TRANSFERA.BLE, ,u,d if i,re,cllteri hy :lily 011, .. 1el tl13n
rOO •
.Ii;;/l i JI/l.
By Douglas N. W. Smith
In this issue of Canadian Rail, we continue to present the
Transport Committee decisions issued last December
shortly before the Canadian Transport Commission ceased to
The lines featured in this issue are all currently operated
by CP though they were built by other companies in the 1870s
1880s. These lines all are on long term lease to CPo
Minority shareholders of the Ontario & Quebec Railway
CPs right to dispose of the assets related to lines it
leased but did not own without compensating minority share­
holders. While the matter was pending before the
courts, CP
delayed filing applications to abandon uneconomic leased lines.
The Supreme
Court, which rendered its decision on this case in
1987, absolved CP from having to compensate shareholders of
lines which it operated on long term lease.
The Railway Transport Committee granted CP permission
to abandon the line between
Fraxa and Teeswater as well as the
spur on December 21, 1987. This line was built by the
Grey & Bruce Railway (TG&B) during the early
The TG&B was chartered in March 1868 to build a rail line
from Toronto through the counties
of Grey and Bruce which
had no rail communication at that time.
The charter authorized
the construction
of a line from Toronto to Owen Sound via
Forest as well as branches to Southampton and
As the earning potential of the line was limited, the
promoters obtained permission to build the line to 3 foot 6 inch
gauge. Such a line was less costly to build than a 5 foot 6 inch
gauge line which was the standard for the railways
in Ontario at
this time.
The City of Toronto was one of the largest investors in the
TG&B. Toronto backed the railway as it wished to expand its
trading hinterland.
At this point in time, the Wellington Grey &
Bruce Railway
(WG&B) was planning to build into the same
area as the
TG&B. The WG&B was controlled by the Great
Western Railway. Toronto mercantile interests feared that the
Great Western would divert the WG&B traffic to their
competitor, Hamilton.
Expanding the area connected to Toronto was not the only
factor encouraging municipal participation
in the TG&B. It
would permit the city to secure additional sources of cordwood.
Torontos growing population consumed an ever increasing amount
of cord wood for heating and cooking. Public indignation
against the
Northern Railway of Canada had been fueled by a
price fixing ploy in which the railway was implicated.
Once the
TG&B was completed cord wood was the dominant commodity
it carried. Financial reports for the years 1875 to 1883 show that
this item made up
27% of all the tonnage handled by the TG&B.
Walter Shanly was the contractor for the line from Toronto to
Forest. By December 1870, the rails had been laid from
Toronto to Bolton. In April 1871, rails were laid from
Bolton into Orangeville.
Most of the summer was spent readying
this line for service.
The first shipment of freight from
was made August 8th. It consisted of 400 tubs of
butter destined to Liverpool, England. The beginning of regular
scheduled freight and passenger service from Toronto to
Orangeville commenced on September 18th.
During the
summer of 1871, construction continued west­
wards from Orangeville.
On September 11 th, the rails reached
Arthur, some 23 miles west of Orangeville. This placed the
TG&B within 15 miles of Mount Forest. Initially, the promoters
of the TG&B had planned to extend the line from Mount Forest
to Owen Sound. This scheme came to an abrupt end when the
bonus for this route was voted down.
The County of Grey and Owen Sound offered a bonus to
TG&B if it would build the line from Orangeville through the
of the County. Given the financial inducements offered,
TG&B willingly complied. In September 1871, the TG&B
let the contract for the Owen Sound line. This line left the
TG&B line at Orangeville Junction, now called Fraxa,
a point 4 miles west of Orangeville.
This change
of plans reduced the status of the line to Mount
Forest. The original plans to build branches to Kincardine and
Southampton had received a blow when the
WG&B reached
these towns first.
One of the first trains to Arthur carried the
TG&B President, Mr. J. Gordon, who travelled over the newly
laid line on September
22nd, to meet with delegations from the
of Minto and Howick. These townships were
directly to the west
of Mount Forest and were interested in having
TG&B extend its line to Wroxeter. Subsequently, the
of Culross and Turnberry expressed interest in
extending the TG&B further to the west. Teeswater, which is
located in Turnberry Township, became the final terminus of the
line after the four townships pledged bonuses totalling
$103,000 and the provincial government offered a subsidy of
$2,000 per miie.
The CPR slalion al Wingham, Ontario was built in 1887. Here we see it as photographed by 1. W. Heckman on August 25, 1898.
visible are the roundhouse, windmill, water tank and baggage room. The station has a two-tone paint scheme.
Canadian Pacific Corporate Archives, photo A-1554.
For the official ceremony to mark the opening of the line
between Toronto and Orangeville on
November 3rd, special
trains were run from Toronto and
Arthur to Orangeville. This
was one
of the first opportunities for the people of Arthur to ride
TG&B as regular service had not yet been inaugurated over
the line to Arthur.
On November 13,1871, the rails reached Mount Forest. The
area newspapers announced that as of December 1st the TG&B
would be ready to receive shipments of cordwood. The
inauguration of regular freight service over the Orangeville­
Forest line occured on December 11, 1871. Scheduled
passenger service commenced a week later on
December 18th.
During 1872, the construction efforts were concentrated
upon the Owen Sound line which was viewed as having the
greatest earning potential. Financial problems, however, caused
The treasury was battered when rail prices doubled
during 1872. A falling off
in the bond market for Canadian
railways securities made it difficult to raise the additional funds
to complete railing the line.
As a consequence, the rails did not
reach Owen Sound until the spring
of 1873.
Work on the extension of the line westward from Mount
Forest proceeded in a desultory manner during 1872. The
Teeswater extension started a mile and a half below
Forest, placing that town on the end of a spur. Slashing, cutting
and grading work was undertaken from
that point to Worxeter.
As well, the ballasting
of the line between Orangeville and
Forest was completed which permitted faster train
operations. Once the line to
Owen Sound was completed, the TG&B was
able to devote more financial resources to the western extension.
Rails were laid on the
10 miles between Mount Forest and
Harriston late in 1873. Passenger service was
extended to
Harriston on
December 1st.
August of the following year, the grading was largely
completed between Harriston and Teeswater.
The laying of
rails, however, was delayed by the Wellington, Grey & Bruce
Railway which the
TG&B was to cross at Harriston. The Mount
Forest newspaper reported on August 18, 1874 that the
contractors had been kept waiting for a week as the
diamond had not been brought up from Hamilton by the
WG&B. By September 8th, the diamond was installed and the
tracklayers were once more at work.
October 27th, the local newspaper in Brussels reported
the first shipment from Wroxeter had been made and that the
rails were 10 miles from Teeswater. Regular service was
extended to
Wroxeter effective November 2, 1874 and to
Teeswater on November 16, 1874. In order to cope with the
rising traffic on its Toronto-Orangeville line, the
TG&B began
to replace the original
40 pound rail with 56 pound rail in August
1874. The 40 pound rail removed from this port of the line was
used on the 25 mile Harriston-Teeswater extension.
The TG&B had been built as a narrow gauge line in order to
minimize construction costs.
When it was chartered competing
railways had
yet to be built in the area it would service. By the
of the 1870s, standard gauge railways had reached
almost every major community the
TG&B served. These lines
were not burdened with the high cost
of trans-shipping freight to
To take effect from 1st May, 1877, and to supersede all others, and all Special Rates,
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Generul ~Innng-cJ·.
National Archives oj Canada.
standard gauge cars in Toronto and had ready access to a large
of freight cars to meet peaks in traffic. The TG &8, which
seemed to be perpetually
short of freight cars, found it could not
As early as 1877, plans were being laid to widen the
track to standard gauge which by
that time had been set at 4 feet
8!h inches. In 1878, the TG&B defaulted on its bonds and thus
could not raise the funds to make the conversion.
The Grand Trunk took over the line at the request of the
in 1880. The main reason for this step was to
prevent the
CPR from gaining control of the line. The Grand
Trunk financed the cost
of converting the TG&8 to standard
The work to widen the enbankments, ease curves and
bridges started in the fall
of 1880. The TG&B ran its last
narrow gauge train on
December 3, 1881. Conversion of all its
lines to standard gauge was completed on December 8th.
A crisis
in the Grand Trunks own financial affairs caused it
to lose its control over the
TG&B in 1883. The Ontario &
Quebec Railway bought up a majority
of the stock in the TG&8
thereby securing control of the company. At this time, Canadian
Pacific, through its subsidiary the Ontario & Quebec Railway,
was busily assembling its own network
of rail lines in southern
Ontario. The
TG&8 was leased to the Ontario & Quebec
Railway for 999 years
in 1883. The line was particularly valuable during the period when the line between Sudbury and
Winnipeg was under construction. Supplies could be hauled
rail to Owen Sound and forwarded by steamships to construction
points along the lakes and from
Fort William to the western rail
The last piece of construction which took place was the spur
to Wingham. This 4.6 mile line was built by
CP under the
of the TG&8. Construction started in the spring of 1887
and the line was opened in September
of that year.
A century later,
CP applied to abandon all trackage west of
Orangeville. No freight traffic had moved over the line since
1984 when two carloads were shipped. Losses in 1986
to $89,000.
The last word on the Teeswater line should go to the man who
started the narrow gauge movement
in Canada and who was one
of the promotors of the TG&B.In January 1880, John Laidlaw
stated to a reporter from
The Globe, 1 originally projected
TG&B to run to Kincardine from Mount Forest. I was
opposed to and prevented the construction
of the TG&8 from
Forest via Harriston to Teeswater as long as I had
authority over the affairs
of that company, regarding that line as
a deplorable mistake. Mistake or not, the line endured for
almost 100 years!
Canadian Pacific Railway station at Elora, Ontario photographed by J. W. Heckman on September 13, 1898. Note the loco house
and the windmill
to pump water into the tank. The coach was built by the Grand Tnlllk in the days when it controlled the TG&B.
Canadian Pacific Corporate Archives, photo A-21030.
The Canadian Pacific Railway station at Tweed, Ontario about 1915. Canadian Pacific Corporate Archives, photo A-3359.
John Laidlaw, who was one of the promo tors of the
TG&B, promoted several other railways. Probably the
most important was the Credit Valley Railway whose main line
ran from Toronto to St. Thomas, Ontario.
At Streetsville, a
branch line ran up to Orangeville. Cataract, a point 6 miles south
of Orangeville, was the junction for the branch to Elora. The
branch lines to Orangeville and Elora were a dubious project as
all the major communities along these lines already had rail
The spirit of the times, however, favoured competition
as a means to obtain lower freight rates. Financial inducements
totaling more than
$170,000 were offered to have these two
branches built.
The Elora branch was completely built in 1879. Rails were
laid into Elora on
December 22nd. On January 20, 1880,
regular passenger service began.
The Credit Valley was not a lucrative railway. While a
operating profit was achieved after 1881, it never was sufficent
to cover the interest cost on the bonded debt.
CP was most
in expanding its lines into southern Ontario. The
Credit Valley main line between Toronto and St. Thomas fitted
very well into
CPs plans. It offered direct connections to the
Canada Southern Railway which, as
part of the Vanderbilt
of controlled lines, offered direct access to the mid­
western United States.
The Credit Valley was leased to the
Ontario & Quebec in 1883.
Between 1984 and 1986, the Elora branch averaged
carloads per year and the average loss was $172,000. Given the
low level
of traffic and the high losses, the Railway Transport
Committee concluded on December 21, 1987 that the line could
be abandoned.
The final Railway Transport Committee decision to concern
CP line in Ontario focused on the track between Tweed and
For the past 18 years, low levels of traffic have moved
over this branch line.
At one time, this line was a part ofCPs
main line between Montreal and Toronto.
This trackage was built
by the Ontario & Quebec Railway, a
company directed
by individuals with interests in the CPR. This
line, which passed through Peterborough, was built through the
rugged territory well to the north
of the existing Grand Trunk
Railway line along Lake Ontario.
It was opened in 1884.
Large increases in the amount
of freight traffic moving over
its Montreal-Toronto route caused
CP to start double tracking
the line
in the early 1900s. The first portion to be completed
was from Montreal to Glen
Tay, a point 4 miles west of Perth,
Ontario. Rather than continuing to double track the existing line,
CP decided to constructed a completely new line dipping down
to the population centres along Lake Ontario.
The new line had
lower grades than the old line and it serve the towns and
industries along Lake Ontario which up to that time had been the
of the Grand Trunk. This project was completed in
Following the discontinuance
of its Montreal-Toronto
passenger trains and the installation
of Centralized Traffic
Control on the Lakeshore line, there no longer was the need to
maintain two Montreal-Toronto lines.
In July 1971, CP
abandoned the portion of the Ontario & Quebec between Glen
Tay and Tweed.
By 1987, freight traffic on the Tweed-Blairton portion
of the
line had dried up. No traffic was been handled over the lines
since 1983 when one carload was shipped.
The 1986 losses
$390,000. Permission was granted to abandon this
line on December
In the last two months of 1987, CPs longstanding application
to abandon most
of the Tring Subdivision of the Quebec Central
(QC) was approved. The origins of this line between
Tring Junction and Megantic, Quebec has its origins in schemes
to the 1830s to build a railway over the shortest route
between Quebec City and an ice-free
port on the Atlantic
Ocean. Little progress was made until the advent
of the Levis &
Kennebec Railway
(L&K) which was chartered in 1869. The
Kennebec is a river in Maine which flows to the Atlantic.
The L&K was chartered as one of a number of low budget
railways using wooden rails. Before rail laying commenced,
however, the company decided iron rails would be more
It managed to complete a line from Levis to a point near
St. Joseph, a distance
of 45 miles, before coming to financial
grief in 1876.
In March 1881, the
L&K was purchased by the Quebec
Central Railway
(QCR). The union of the two railways formed
a direct rail line between Sherbrooke and Levis. The two
companies were amalgamated in 1881. While Kennebec had
disappeared from the corporate title, the dream
of a connection
to the Maine coast remained alive. In 1883, the QCR started to
extend its line from St. Joseph in hopes of meeting one of the
many lines projected from the Maine coast towards the
international boundary.
Due to financial difficulties, The QCR completed only the 11
miles of trackage from St. Joseph to St. Francois by the end of
1884. The English bondholders in 1885 appointed Thomas
Swinyard, the
Manager of the Great Western Railway, to
prepare a report investigating the potential
of a connection with
the Maine railways. His report on the project was very
favourable. He proposed that a 90 mile line
be constructed to a
junction with the planned Atlantic & Northwestern Railway at a
point near Moose River.
by Swinyards report, the bondholders recommended
that a new
£300,000 issue of First Preference Bonds be issued.
These would rank before their own securities.
The money would
be used to finance the extension, to rebuild the L&K and to
modernize the
QCR equipment.
In 1883, the Dominion government had voted its standard
of$ 3,200 per mile of line in support of the QCR line into
Maine. This funding, however, applied only to the portion
of the
line built in Canada. The bondholders felt this level of support
was insufficient. In 1886, they petitioned the Dominion
government to grant
$500,000 towards the line. The government
chose to delay making any firm decision. Certainly, it ran
counter to the tenents
of Sir John A. Macdonalds National
Policy to encourage Canadian business to move through the
United States.
With the completion
of the CPR Montreal-Saint John line in
early 1889, heavy pressure was exerted on the Dominion
by Quebec City interests to have a link built to the
CPR line. The new route would shorten the distance for
shipments between Quebec and Saint John and would open a
shorter route
to numerous ports in Maine. Quebec claimed the
government had established a precedent earlier that decade when it had given subsidies greatly
in excess of the $3,200 per
mile to the Northern & Pacific Junction and the
Canada Central
Railways. These subsidies were to build connecting links from
Toronto and Montreal to the
CPR which was at its designated
eastern terminus at Callendar.
In 1890, the dominion government capitulated and granted a
of$288,000 for the QCR. While this was based on the
$3,200 per mile allowance, it applied equally to
trackage built
in Canada and the United States. The subsidy
applied equally to a line from St. Francis to the
CP at Moose
or to a line from Tring Junction to Megantic. It would
appear that the
QCR was having second thoughts about the
of building through the mountainous topography of
northern Maine.
A contract was signed between the Dominion goverrunent
and the
QCR specifying the construction standards for the
Megantic line in 1892. Progress on this line was stymied for
almost two years as the citizens
of the Beauce region lobbied to
have the contract
set aside. They wanted the railway to be built
from St. Francis to Moose River
as it would pass through their
The debate appears to have delayed a decision by
the goverrunent as to whether the QCR should receive the full
$288,000 subsidy if it built the Megantic line. The St. Francis­
Moose River line would have been 90 miles long whereas the
Magantic line would be less than 59 miles long.
In June 1894,
the Dominion government decided that the
QCR would receive
the full
$288,000 subsidy for the Tring Junction-Megantic line.
Progress thereafter was swift. In September 1894, the ra
had been laid 20 miles southward from Tring Junction. The
of the line was completed twelve months later. On
14,1895, regular passenger service was inaugurated.
In its reports to the Department
of Railways and Canals, the
QCR noted that the Megantic branch had given a strong impetus to
the lumber trade. While figures for the lumber shipments over
the Megantic line are not available, during the five years after the
of the branch, lumber traffic for the entire QCR was
more than
50% greater than during the five years before the
branch had opened.
Effective January 1 , 1913, the Quebec Central was leased
CP for 999 years. In 1936, the branch carried its most famous
On July 31st, the President of the United States,
Franklin Roosevelt, travelled over the Megantic branch en­
route to Quebec City. A special train left Megantic at
reached TringJunction at 0702, and pulled into Wolfes Cove at
0855. In deference to the light rail on the branch, QCR
locomotives 42 and 45 headed the train between Megantic and
Tring Junction.
CPR locomotive 2554 replaced these two
locomotives for the remainder
of the run to Quebec City. The
train consisted of8 cars: a CPR baggage car, a CPR 12 section 1
drawing room sleeper, a New York Central club lounge car,
CPR 12 section 1 drawing room car, a New York
Central dining car, two Pullman 6 compartment 3 drawing cars,
and the Pullman private car
Pioneer which carried the
CP applied to abandon the entire line except for the first mile
from Tring Junction in the 1970s.
The Railway Transport
Committee approved the abandonment of the 25 miles between
A map o/the Quebec Central Railway dated January 15, 1928.
Donated by Jean-Paul Nadeau.
Courcelles and Megantic on February 28, 1979. The Review
of the Canadian Transport Commission stayed the
as the court case brought by the minority shareholders in
& Quebec Railway against CP involved similar leasing
arrangements to those existing between
CP and the QCR.
Following the decision by the Supreme Court, the Review
Committee re-opened the
file and decided CP could abandon the Courcelles-Megantic line on November 20, 1987.
It also
requested the Railway Transport Committee to reconsider
application to abandon the rest of the line. The Committee found
that no traffic had been handled on the line since 1984, when 9
carloads had been shipped, and
that the annual loss was
$171,519 in 1986. Permission to abandon the remainder
of the
line was given on December 29, 1987.
QCR train number 2 departed Vallee Junction at 0933 on November 5, 1945. Ten miles ahead, at Tring Junction, a connection
be made with the mixed train to Megantic. Locomotive 2536 was built by CP in 1906 and was sent to the QCR in 1926
where it was renumbered 60. In 1935 it was numbered back to 2536 but retained the Quebec Central name on its tenders flanks.
Paterson -George Collection.
No.6 I No.2 MIs STATIONS No. I No.5
—..—~ -QUGbec-Scotts Jet. PM —-p;;-
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Quebec Central timetable of
January 15, 1928.
Donated by
Jean-Paul Nadeau.
The Grand Southern Railway was incorporated in 1872. It
was projected as part of a new international rail route. The
Grand Southern was to be built between Fairville, opposite
SaintJohn, to St. Stephen, opposite Calais, Maine. The Maine
Short Line was projected between Calais and Bangor. The new
line would be
shorter than the existing line of the European &
North American Railway between Saint John and Bangor.
Actual construction on the Grand Southern did not start for a
of years. The major factor delaying work was the time it
took to provincial government to revamp its policy
of subsidizing
rail lines.
Thus it was not until 1874 that a subsidy of$5,000 per
mile was voted by the government.
Another two years elasped before contractors were found. In
April 1876, a contract was signed with Joseph
N. Greene of
New York and Edward Appleton of Boston to build the line.
Funding was tight as the Grand Southern had not been very
in procuring bonuses from on-line communities.
As a
consequence, it was decided to build the line to a 3 foot 6 inch
gauge to minimize costs.
The contract specified that the
of construction should be comparable to that of the
Revere Beach and Lynn Railroad, a narrow gauge railway in
suburban Boston.
Construction started
in May 1876 and by the end of the year
grading was complete from St. Stephen to Lepreaux. Internal
dissent between the directors and unrest
in the financial markets
combined to make it difficult to sell the
companys bonds. This
caused progress to slow in 1877 and cease completely for most
of the two years thereafter.
During 1879, the company was able to straighten out its
affairs and sell its bonds. In
January 1880, it was announced
that the line would be built to standard gauge.
The last spike was
driven on
December 21, 1880 at a point five miles east of
Magaguadavic. Most of 1881 was spent building permanent
bridges, ballasting the line and acquiring equipment. Regularly
scheduled service was not inaugurated until November 1881.
None of the hopes of developing the line as part of a through
came to pass. The Maine Short Line diedin 1877 when the
Town of Calais, the largest city on the proposed line, became
more interested in promoting a western link to Megantic. It was
not until 1899
that the successor to the Maine Short Line, the
County Railway, was built between Calais and
Bangor. By then it was far too late to help the fortunes
of the
Grand Southern. Proposals were developed to have CP build its
to the east coast via Calais. The Grand Southern would
have served as the connection to the harbours
at St. Andrews
Saint John. Contractor Greene mirrored these sentiments in
speech given at St. George in 1880 where he stated, The
Grand Southern is bound to be one of the great roads on the
Continent; malice
of men can not prevent the will of God. It is
only a question of time for the Grand Southern Railroad to
become a connecting link between the great metropolis
Canada [Montreal] and the commercial centre of the Bay of
Funday, the City of Saint John.
Even the appeal to the Almighty failed to bring this idea to
In the end, construction costs mitigated against this plan.
St.. Jolm and S-t. StoJlhen.
Daily (Sunday Ex~c-pted.)
Leave St. John (East Ferry) …. 7.30 a. Ill.
Le?ve St. John (West) …….. 7.:;Oa.1l1.
Arrive 8t. Slcphell ….. , …. 1:l.GO p. 1lI.
Le;tvo St. Stephen.. …. .. .. .. 2.1:; p. m.
Anive St. John (West) …. 7.00 p. ru.
.Atlantic St:lndard Time.
Railroad t:OIlneclions at Calais wllh Wash­
ington County Hai!way; at St .. Iohn wiLlt
IlItcrcolonal and Dominion Atlantic Rall­
Baggage and frcigllt office 58 Wate:-street
(East Side.)
Tickets sol d and baggage cllecl,ed at East
and ,Vest Side offices.
Special Tichet Office, 97 PrincD William
St. Jolln (N. n.), June IGth, 1902.
By using trackage rights over existing railways, CP had to build
only 120 miles
of new line to link up Mattawamkeag with its
east of Megantic. In comparison, the line to Calais
would have required 270 miles
of new construction.
The financial history of the Grand Southern was one of
penury. The reasons for the poor financial showing of the
company are not hard to find.
The on-line traffic potential was
minimal. Excluding the end points which had access to alternate
rail service and coastal shipping, the total population
of the
communities along the line did not exceed
The Grand Southern did not last out its first decade. The
company was reorganized as the Shore Line Railway in 1889.
The Shore Line was hardly more successful than the Grand
Southern, being reorganized as the New Brunswick Southern
in 1901. By 1910, the property was in sad condition.
The loss on operations for the twelve months prior to June 30,
1910 exceeded $32,000. No funds were available to service the
$500,000 funded debt. Reflecting the thin traffic base, passenger
revenues exceeded those
of freight traffic. The rolling stock
of 3 locomotives, 4 passengers cars and 46 freight and
other cars. In 1910,
CP concluded an agreement to lease the line
for 999 years as
of January 1, 1911.
Even under CP auspices, the line was an early candidate for
trimming. In 1935,
CP received permission to abandon 29 miles
between St. Stephen and Bonny River. Subsequently, the 6 mile
segment from Bonny River to St.
George was abandoned in
1958, the 23 miles from St. George to Lepreaux in 1983 and the
14 miles from Lepreaux to Allan Cot in 1986.
The last major traffic handled over the line was construction
material to the site
of a new nuclear powered electric generating
at Lepreaux. As the construction of the plant was
finished, the traffic on the line vanished. Between 1984 and
1986, only one carload was moved.
Given the dearth of traffic
and the $
31 ,500 loss, approval to abandon the 10 miles of the
Shore Line Subdivision between
Bay Shore and Allan Cot as
well as the
0.8 mile Lancaster spur starting at mileage 2.0 of the
Shore Line Subdivision was granted on
December 21, 1987.
FroID the Collection
There are several criteria/or the inclusion o/pieces 0/ equipment in the collections o/railway museums. The most usual criterion
is to illustrate the history o/railway development within the specialty 0/ the particular museum; in our case this is, 0/ course, the
o/Canada. However certain locomotive types have, at various times, transcended geographical boundries and become
what might be termed world class locomotives. Curiously, quite a numbero/these classic designs originated
in the 1930s, a time
0/ depression when the railways were struggling to offer first class trains to meet the competition 0/ automobiles and airlines. Among
these classic locomotives may be included Canadas own Royal Hudsons o/the CPR, the streamlined Hudsons o/the New York
Central (none o/which was, unfortunately, preserved), the GG-1 electrics
o/the Pennsylvania, to namejust three North American
l/one were to try to choose a candidate/or the most/amous o/all streamlined locomotive types the most likely choice
would have
to be the Gresley A -4 Pacifics o/the London and North Eastern Railway in England. Few deny that these represented
the ultimate in high speed streamlined passenger steam locomotives.
Justfifty years ago one o/them, Mallard, set the worlds
speed record
/01 a steam locomotive; 126 miles per hour, a record never likely to be broken.
Our collection is/ortunate indeed
to have one o/these renowned engines, the Dominion o/Canada, outshopped in May 1937.
In this issue
we take pleasure in presenting two articles about this locomotive and theA -4s in general. Mr.1an Morris lives in West
Glamorgan Wales, while Mr.
Mike Wragg resides in Burin New/oundland. Both are very knowledgable about these engines, and
we/eel that the members will enjoy reading their accounts, which bring to life the notable career o/number 60010 DOMINION OF
No. 4489 headin/: the down Coronation express at Newcastle Central station in 1939. The scheduled time was six hours from
Kin/:s Cross
to Edinbur/:h.
Photo by
W. B. Greenfield.
LNER 4489 Dominion o/Canada when new in 1937. Photo from British Rat/ways.
Dominion of Canada
By Ian G. Morris.
The era of the high speed streamlined train may be said to
have begun
in the 1930s. From roughly 1932 until the outbreak
of World
War II in 1939 railway systems worldwide introduced
specially designed luxurious lightweight trains designed for fast
service. These trains were usually hauled
by streamlined
locomotives, either steam, diesel
or electric. In Britain the
period was still the age
of steam so it is not surprising that the
railways there constructed streamlined steam locomotives
of the
most modern design. Foremost among these were the
35 famous

A-4 Pacific type locomotives of the London and North
Eastern Railway, designed by Sir Nigel Gresley and placed in
service between September 1935 and July 1938.
The A-4s had evolved from the earlier A-I, A-2 and A-3
classes but they looked different because of their streamlined
appearance which suggested speed. This was a period when
emphasis was placed on speed as witness some
of the earlier
A type locomotives which had been named after famous race
horses, for example 2750
Papyrus (winner of the Derby in
1923) and 2573 Harvester (who won the Derby in 1884 in a
dead heat).
The first A-4s were built for the Silver Jubilee
train which ran between Londons Kings Cross station and
Newcastle, and was named to commemorate the 25thjubilee
King George V celebrated in 1935. Consequently these four
engines bore names with the word silver viz. 2509
Link, 2510 Quicksilver, 2511 Silver King, 2512 Silver
Fox, and were placed in service between September and
November 1935. All were painted
in a livery ofthree contrasting
of grey, as was the rest of the train, suggesting a silver
of high speed.
The Silver Jubilee was most successful and it was decided
to put on a similar streamlined express to run between Kings
Cross and Edinburgh.
By now it was 1937, the year of the
of George VI, and the new train was aptly named the
Coronation. This train was painted in a garter blue livery
The contrast between the streamlined A-4s and the older type locomotives
is seen in this view at Grantham in the late /930s as the express from the north
makes a brief pause. From left to niht
we see 4489, 3294, 4478.
Photo from T. C. Mepham.
which later became standard for all A-4s. The third streamlined
express was
the West Riding Limited, also in blue livery,
which ran between Kings Cross and Bradford and Leeds in
Yorkshire. Accordingly thirty-one locomotives, similar to the
of 1935, were built and placed in service between
December 1936 and July 1938. One
of these was the subject of
this article.
This large group
of A-4s were numbered from 4482 to 4498,
4462 to 4469, 4499, 4500 and 4900 to 4903. Initially all but
seven had the names
of wild birds, the exceptions were those
named for the express service for which they were used (eg.
Golden Shuttle which suggested the textile industry,
and used on the West Riding Limited which served the area of
England noted for textile mills). The one special case was 4498
which was named Sir Nigel Gresley in commemoration of the
designers proudest achievement, the
A-4 locomotives. Thus
for a time the series could have been described as an
ornithological class, enthusiasts going bird-watching instead
train-spotting! Gradually, over the years, many of the bird
names disappeared
as the corresponding locomotives were
renamed for various reasons. Between 1939 and 1948 eleven
birds disappeared by renaming, thus the attractive flock had
been reduced to a motley collection
of birds, company
chairmen, countries and others. One bird
that survived,
however, was the world famous 4468
Mallard, built in March
1938, which set the all-time speed record for a steam
126 miles per hour.
While most
of the A-4s were turned out in the Garter Blue
livery, there were exceptions.
At first it was intended that the
grey and the blue locomotives would
be used on the streamlined
expresses while others would
be painted green. Some were
actually delivered in the green paint scheme, but in fact all but
of the A-4s saw service on the expresses. Thus the green
was used only one year and the blue then became standard until
well into the war years.
In the spring
of 1937, with the introduction of the Coronation
only three months away, it was decided that the locomotives
hauling this important train should be given names
of countries
in what was then the British Empire. This marked the beginning
of the trend away from bird names and had a very significant
effect on our locomotive which emerged from the
works of the LNER in April 1937 with builders number 1854.
it was to have been named Buzzard but, for
reasons which are not difficult to understand, never ran with that
On May 4 1937 the locomotive entered service with the
Woodcock and road number 4489. Originally it was
painted paint shop grey with green wheels, but this did not last
long for on May
17 it was recalled, to emerge after a week in
garter blue livery with dark red wheels and covered name
At a ceremony on June 15 1937 the High Commissioner for
Canada, Hon. Vincent Massey, unveiled the third, and now
permanent, name DOMINION OF CANADA. The
Canadian Pacific Railway presented a bell which was fitted
below the chimney and operated
by steam from the whistle pipe.
This was used regularly until just before the outbreak
of World
War II in 1939 when an embarrassing incident occurred. One
day a keen enthusiast at Kings Cross station in London asked the
driver to ring the bell which he did on pulling out
of the station
with the down (away from London) Coronation express.
turned out that the steam supply could not be halted so the bell
continued to ring all the way to York, a distance
of 188.2 miles,
since the crew did not wish to lose time. The steam was cut
ofT at
the front
ofthe engine, and 4489 came ofTthe train at Newcastle
where repairs were carried out at Gateshead shed.
The bell was
then rendered inoperative, but
it remained on the engine until
1957 when a double chimney was fitted.
The bell was not
replaced but was returned to Canada with 60010 in 1967.
The Canadian Pacific Railway also presented a Canadian
chime whistle with five notes, as standard on Canadian Railway
s, but this was removed in April 1949 so that the
locomotive could participate
in various trials of whistle types.
The whistle was never replaced, Dominion of Canada
receiving a standard chime whistle instead. The Canadian
whistle was eventually bought by the Ffestiniog narrow gauge
in North Wales for installation on one of their engines.
However during the Christmas season
of 1963 it was stolen from
their workshops and has never been seen since.
Number 4489 was one
of five engines specially chosen to
haul the Coronation streamlined express trains over the 393
mile route between Londons Kings Cross station and Edinburgh
Scotland. As previously mentioned, each
of the five bore the
of a country in the then British Empire:
Union of South Africa
4489 Dominion of Canada
4490 Empire of India
4491 Commonwealth of Australia
4492 Dominion
of New Zealand
Entering Kings Cross with bell ringing on a Jlllle day in 1938, Dominion
oj Canada has jllst completed the worlds longest scheduled non-stop run;
393 miles from Edinburgh. Photo by W.B. Greenfield.
Each locomotive was provided with coats of arms of the
countries after which they were named, hand painted on a metal
panel fixed to each side
of the cab. Because of this the works
plates had to
be positioned away from their usual place, the
of the cab roof sufficed for this purpose. On these five, the
handrails, works plates and nameplates were chromium plated.
of the engines retained the coats of arms until withdrawal,
but Dominion
of Canada lost them following a light repair in
October 1948, while those of Union of South Africa
disappeared during its last overhaul before withdrawal.
Coronation went into service on July 3 1937, the
down train, with a total load
of 312 tons, making a stop at York in
157 minutes for a run of 188.2 miles. This average speed of71.9
miles per hour was the fastest schedule ever to appear
in a British
timetable in the days
of steam. After leaving York the train ran
non-stop to Edinburgh in
200 minutes over a length of 204.5
miles, averaging 61.4
MPH. The down express left London at
16:00 and reached Edinburgh at 22:00 while the up train
departed Edinburgh (Waverley station) at 16:30 to arrive at
London (Kings Cross station) at 22:30. During the summer
Locomotive 4489 at Gateshead shed after its first run from Kin/?s Cross to Newcastle in June 1937. The en/?ine had only been in
service three weeks.
Photo by W.B. Greenfield.
Leaving Kin/?s Cross with the bell
rin/?in/? June 1938.
Photo by W.B. Greenfield.
months, when most of the trip was in daylight, observation cars
were used. The up train stopped at Newcastle while the down
train stopped at York. (Editors note:
It should always be borne
in mind that the up trains are those bound for London, thus on
the Edinburgh run, the
up train is southbound while the
down is northbound).
A special service was put on
by way of introduction, mainly
for the press, and
in this service, on June 30 1937, No. 4489
took the train from London to Barkston and return. Nothing
spectacular was attempted on the down run which was
in 93~ minutes. The up run was intended to be a
special occasion but, unfortunately,
the Dominion of Canada
did not quite make
its mark.
Two days before, the rival London Midland and Scottish
Railway had attained
114 miles per hour on the press run of their
new Coronation Scot so an attempt was made to beat this on
the return to Kings Cross.
On the descent of Stoke bank the
of 109~ MPH was attained, a disappointment but
still no mean achievement for 4489.
Three sheds shared the working
of the Coronation, Kings
Cross, Gateshead and Haymarket; only Kings Cross and
Haymarket engines were used, crews changing at York and
Newcastle respectively while the engines ran right through.
Sundays the balancing turns were ordinary expresses.
Dominion of Canada was responsible for the first up run of
the Coronation, a Haymarket crew being replaced at
by a Kings Cross pair. The down express was
by 4491 Commonwealth of Australia, Gateshead
crews being involved south and north
of York.
five Coronation engines were settled down in Kings
Cross and Haymarket sheds following some switching about
in their careers. 4488 (later 60009) Union of South Africa, 4490 (60011)
Empire of India and 4491 (60012)
of Australia were on Haymarket shed from
the late 1930s to the early 1960s, while 4489 (60010)
of Canada and 4492 (60013) Dominion of New
Zealand were Kings Cross engines for most
of their working
lives. However 60010 was assigned to Aberdeen
for some years
before its withdrawal
in 1965. All engines retained corridor
tenders, for non-stop crew changes, except 4492 (60013) which
lost it from July 1950 until April 1955 when it was regained.
In those pre-war years Dominion
of Canada made many
runs on the
Coronation, the Flying Scotsman, the Silver
Jubilee and the
West Riding Limited. In the summer of
1939 it ran 18,327 miles in seven weeks (including 34 days of
unbroken service) made up as follows: one week on the
Coronation, four weeks on the non-stop Flying Scotsman,
one week on the
West Riding Limited and finally another
week on the
However the great era of the streamlined expresses was
drawing to a close that summer
of 1939 as the clouds of war
moved in. On August
31 1939, with war only hours away, the
three trains made their final journeys. Dominion
of Canada
brought the final Silver Jubilee up to London from Newcastle,
while the down express was taken by the Gateshead loco 4499,
later 60002
Sir Murrough Wilson . The last down Coronation
left behind 4487
Sea Eagle the last corresponding up train
being hauled by 4488
Union of South Africa. The final
West Riding Limited expresses ~re handled by the engines
originally designated to haul this train, 4495
Golden Fleece
in the up direction and 4496 Golden Shuttle in the down.
Golden Shuttle was renamed Dwight D. Eisenhower in
September 1945, it was later assigned number 60008 and is now
in the United States.
Two views oj the Coronation express, with 4489 leading, in 1939 just beJore the outbreak oj war ended the era oj the high-speed
streamlined expresses.
Both photo
by W.B. Greenfield.
Looking almost like an impressionalist painting, this night view depicts Dominion of Canada pulling the Silver Jubilee express
it makes a brief stop under the Victorian tracery of the roof structure of Newcastle central station. The date was 1939, and the
Silver Jubilee had only a short time left
to run.
Photo by
WE. Greenfield.
The original
spirit of the A -4s is well captured by this view of Dominion of Canada hauling a twelve-car express train sometime in the late 1930s.
Colling Turner Photos.
In storage at Darlington, No. 60010 presents a sad sight on a
gloomy September
28, 1965.
Photo by Fred Angus.
The famous garter blue livery ofthe LNER did not survive
the war; black appeared for a time and after hostilities ceased
various experiments were made.
Dominion of Canada was
painted blue from June 1937 until
February 1942 when it was
painted black. Blue was restored in
November 1947 and was
replaced by a somewhat different British Railways blue
September 1950. Finally, in May 1952, the British Railways
green livery became standard and remained
in use until the
engines were withdrawn.
The original number 4489 remained
May 1946 when it became 10 as part of a program by which
all A-4s were given low numbers starting with 1. Then, on
nationalization, the
LNER locomotives had their numbers
increased by
60000, thus, in October 1948, Dominion of
Canada became 60010.
A-4s had extended lives, some shorter than others.
This took the form
of a mass emigration to Scotland in the early
1960s where many
of these famous locomotives finished their
revenue service on the three-hour expresses operating between
Perth and Aberdeen. The Haymarket A-4s: 60004
William Whitelaw, 60009 Union of South Africa, 60011
Empire of India, 60012 Commonwealth of Australia,
60024 Kingfisher, 60027 Merlin and 6003 I Golden
Plover were dispersed around the region, five going to
Aberdeen, and all were withdrawn between 1964 and 1966.
Four from Gateshead: 60005 Sir Charles Newton, 60023
Golden Eagle, 60016 Silver King and 60019 Bittern
also went to Aberdeen and were likewise withdrawn between
1964 and 1966.
The Kings Cross shed had been closed to enable diesel
facilities to be constructed, thus the
Kings Cross A-4s were
moved to New England depot, close by.
In 1963 five of these:
Sir Ralph Wedgwood, 60007 Sir Nigel Gresley,
60010 Dominion of Canada, 60026 Miles Beevor and
60034 Lord Faringdon went north to join the others in
Scotland. While 60007 and 60034 remained in service until
1966, the other three had been withdrawn by the end
of 1965. In
May 1965 the Scottish Region sent
Dominion of Canada to
Darlington works for intermediate heavy repairs.
It was found
On April 26, 1967 Dominion o/Canada looks resplendant again
it is unloaded at Montreal.
Photo by Fred Angus.
that the boiler was in poor condition even though it had had a
service life
of only four-and-a-halfyears. Since the approaching
of all steam service precluded heavy expenditures on the
remaining steam locomotives, 60010
Dominion of Canada
was condemned and withdrawn permanently from service.
However it was not offered for sale or scrap owing
to an interest
in this locomotive being expressed by the CRHA. Instead it was
towed to the running shed at Darlington and allowed to lie
abandoned and
outofuse. It was minus a chimney and presented
a very forlorn appearance deteriorating steadily, a far cry from
the great days when it pulled the
Coronation express. Then in
August 1966 it was towed to Crewe works where it was
refurbished and put
in good external condition. This cost £ 1600
which was paid for by the sugar company
Tate and Lyle as a
centennial gift
to Canada.
Dominion of Canada retained its British Railways number
60010 and green livery, identical to that
of 60008 Dwight D.
Eisenhower now in Green Bay Wisconsin. an important
difference, however,
is that 600 10 retained its corridor tender, of
1928 vintage, while 60008 has a streamlined non-corridor type.
On April 10 1967, after being loaded on the C. P. ship
Beaveroak at Royal Victoria dock in London, the locomotive
was officialy presented
by Mr. John Ratten, member of British
Railways Board, to the Acting High Commissioner for
Mr. Geoffrey Murray. Mr. Murray accepted it on behalf of the
CRHA for public exhibition and to celebrate the centennial of
the Dominion. On April 26 1967 Dominion of Canada was
unloaded at Montreal harbour and two days later,
by coincidence
the opening day
of Expo 67, it arrived at the museum at Delson.
Yet another ceremony was held
on June 3 1967 as Sir Henry
Lintott, British High Commissioner to
Canada, officially
handed over the locomotive to the Association.
Today 60010
Dominion of Canada may be seen on
at the Canadian Railway Museum. It not only is a fine
of its country, but it is an honoured example of
one of the worlds most famous locomotive designs, the LNER
A-4 Pacific type of Sir Nigel Gresley.
, Dotninion of Canada
and Mallard .
The Gresley Connection.
By: Mike Wragg.
In North America, there are preserved, two of the potentially
fastest steam locomotives
in the World. They are British ex
North Eastern Railway locos Dwight D. Eisenhower
LNER. No. 4496, later BR. 60008., residing at The National
Railway Museum in
Green Bay, Wisconsin, U.S.A., and
of Canada LNER. No. 4489., later BR. 60010.,
now stationed at our own
CRHA Museum St. Constant,
These are Class A4, three cylinder streamlined 4-6-2
Pacifics, designed by LNER. CME., Sir Nigel Gresley, and
both built
at Doncaster Works in 1937.
A4 ., Mallard No. 4468., iater60022 ., is owned
by The National Railway Museum at York, England. This loco
has been restored to main line running condition, sponsored by
The Scarborough District Council, with the objective
celebrating, in full steam, the 50th Anniversary of an important
event which occurred on Sunday July 3 rd 1938
., shattering the
of the pastoral English countryside.
On that day, Mallard, hauling seven cars, including a
car, weighing 240 tons /243 tons gross, reached
speed of 126 MPH., over a 440 yard stretch, heading south
down Stoke
Bank, near Essendine, between Grantham,
Lincolnshire, and Peterborough, Cambridgeshire.
This is the highest speed ever officially recorded and verified
for a steam locomotive anywhere in the world, and still stands as
a memQrial
to the Gresley genius.
That Sunday was a particularly euphoric day and a review of
the passenger list alone would have left no doubt the LNER fully
intended to take the record.
Top Link Driver Joseph Duddington was on the footplate,
later, when he retired, after 50 years service with the old
Great Northern and LNER., he recalled the days events in a
BBC. Radio broadcast on April
15 th 1944. He had driven
Mallard since she was outshopped in the new Garter Blue
livery at Doncaster in March 1938 . But let Driver Duddington
tell it in his own words, and imagine, if you
can, a strong north
England accent.

We left Grantham and accelerated up Stoke Summit. Over
the top, I gave her head, and we reached 107 MPH after three
Then 108, 109, 110. Getting near Silver Jubilees
record of 113 . Wonder if we can get past that? Well well try,
and before I knew it the needle was at 116 MPH., and wed got
the record. They told me afterwards there was a deal
of excitement in
that dynamometer car and when the recorder showed 122 MPH
over a mile and a half! it was at fever heat.

Go on old Girl I thought. We can do better than this. So I
nursed her and we shot through Little Bytham at 123.
And, in
the nex t 1 ~ miles, the needle crept up further, 123 Y2, 124,
125 , and then for a quarter of a mile, they tell me the Folks in
the Car held their breath. 126 MPH.!
JUSI abOUlia lauch Canadian lracks, our A-4 has finally arrived ill ils
namesake counlry on April
26, 1967.
Pholo by Fred AII/:us.
Flanked by a London bus, No. 60010 is seell allhe Canadian Railway
Museum on June
3, 1967, Ihe day il was officially presenled 10 Ihe CRHA.
Pholo by Fred An/:u
126 MPH. ? That was the fastest a steam locomotive had
ever been driven in the world and good enough for me, although I
believe if I had tried a bit more, we could have got 130.
The driving skills of Joseph Duddington on this epic journey
were superbly matched by the well practised ability
of his
Fireman Thomas Bray.
Mallard did suffer a big -end failure, and had to be returned
to Doncaster that evening for
re -metalling of the big -end
The elated trainload of VIPs were hauled back from
Peterborough to Kings Cross station, London, by an Atlantic.
LNER PR. Staff did a good cover up job on the mechanical
failure, bu t John
Farmer, a young Doncaster Apprentice at the
time, recalled a similar incident in Steam
Railway magazine,
October 1985
Issue, involving another sprinting A4 .
He describes the axle resting on blocks, and the middle
journal looking like a mess
of porridge, with the brass and white
metal bearings removed.
To quote John Farmer; , Provided normal routine maintenance
was not neglected, the
A4 s were liable to big end failure only
when driven too
hard-for example, at very high speed with too
great a percentage
of cut-off. As with all of the Gresley
Pacifics, the valves
of the middle cylinder did not have their own
gear, but derived their movement from a linkage worked
by the valve rods
of both outside cylinders. This conjugated
linkage had the effect
of causing the inside cylinder to accept
more than
its one -third s hare of the load. As the bearings of the
of the conjugated linkage wore, the effect was progressively
The A4 s carried on the LNER streamlined tradition through
nationalisation under British Railways from
January 1st 1948,
right up to the end of steam in the late 1960 s., and of the six
now preserved, it is very fitting that one
of these is 4498 , later
60007. Sir Nigel Gresley .
Our Editor Fred Angus recalls travelling to Darlington Shed
in September 1965 to inspect a rather shabby run down looking , Dominion
of Canada , just withdrawn from service by BR.
Arrangements were made with
Tate and Lyle the sugar refiners
and manufacturers
of the famous Golden Syrup , to cover the
complete cost
of restoration, and C. P. Shipping provided the
transportation to
Montreal, early in 1967. She was acquired by
CRHA. from BR. to provide a good example of a well known
British steam locomotive type
of more modern design at our
It was decided to restore her to BR. 60010., rather than
ER 4489 ., because of changes that had been made over the
years, and the more difficult task
of back dating it to the earlier
This year, 60010 celebrates her 51 st birthday, and
incidentally, so does this author.
1988 belongs to
Mallard. When Driver Harry Wilson
returned with her from a Comeback run into York station on
July 9 th 1986, he was besieged by the Press.
In response to
questioning, he
said, – If BR asked me to take Mallard and
have a crack at the record, wed do it. (Steam Railway
September 1986 Issue).
He confessed to one eager reporter, that far from being an
LNER Man, he was actually an ex LMS. Driver, but no one
present seemed to mind.
As a
PS. to this account, I quote from The Daily
Telegraph of London on October 1st 1986 .
The High Speed Train (operated by BR) which holds the
World speed record for diesel-powered trains,
is as fast as the
Japanese Bullet train in normal service.
The best performance was the 269 mile dash
of the Tees­
Tyne Pullman on September 27 th last year at an average speed
of 115.4 MPH. At times it touched 144 (officially 143.2
MPH), and averaged 140 on the stretch of almost 18 miles
between Corby
Glen and Warrington. Even in the London
suburbs, it ran at almost 120
The spirit of Gresley and the power of the A4 s lives on.
For our last look al Dominion of Canada we flash back 10 December 16, 1962. The end of steam on British Railways was
bUI No. 60010 was slill very much in service as we see in this view taken at Kings Cross station in London.
Pamlin Prints
Croydon M 3359.
C.R.H.A ….. .
The Division held its second annual Great Canadian
Handcar Race on July 2, 1988 at the former CN Smiths Falls
Ontario station. Last
years race was a great success and
everyone enjoyed themselves thoroughly.
Each handcar team is
made up of 5 people: four pumpers and one pusher (or should we
starter). The activities began at 9:00 AM. For more
information contact the Division at the address on the inside
front cover
of this issue.
The second edition of the Divisions yet-to-be-named
newsletter was issued at the end of April. Quite a selection of
names have been suggested and more are expected before a
is made. In the meantime the newsletter is being
referred to as
the in each edition.
Restoration work continues with the Museum equipment and
To rebuild some of the yard trackage and construction a
connection to the
CP Rail line, 1,425 ties have been purchased
from the
scrapper along with 5,000 feet of 851 b rail from the
scrapper who dismantled the
Thurso & Nation Valley Railway.
is also going on to restore the floor of the station baggage
This will give the Museum needed additional floor space.
During the Divisions annual meeting the following members
were elected to the executive:
Doug Battrum Treasurer Ross Thomas
V. Pres. Brian Peters Director Steve Stark
Secretary Alan Shaw Director Roy Meyer
The Divisions Fraser Mill Station Museum has received a
grant for 1988 permitting them to open to the public this
summer. Restoration work continues on the station as well as on
car Resolution Island.
On February 20, the Division held an excursion to Lillooet
and on
March 13, participated in the Railroadiana Show in
Burnaby where they had a sales and display table.
Twenty-five years ago the Australian Railway History
Society began the publication
of the New South Wales Digest
now known as the Railway Digest. This spring that
pUblication celebrates twenty-five years
of publication. The
CRHA and the ARHS have been affiliated for many years, so
we offer congratulations to our sister organization in Australia
on the silver jubilee
of their fine magazine. The twenty-fifth
anniversary issue contains a review
of significant articles in the
of the Railway Digest over the years as well as
of current interest including the preservation scene. The
latter is especially interesting in this year of the Australian
Bicentennial celebrations for there are many special train
excursions, including a goodly number
of steam trips, in
Australia this year. Not since 1974 has steam been as active in
that nation.
Members wishing more information on the
ARHS and the
Railway Digest may write to:
The Editor, Railway Digest
P.O. Box
St. James N.S.W. 2000
The Association has recently become affiliated, on an
exchange publication basis, with the Associazione Utenti del
Trasporto Pubblico in Italy. Any of our members planning to
travel to Italy, or who wish any information on Italian railway,
are welcome to write
to the A. U . T. P. care of:
Lucio Russo
M. Ribolzi 19
28042 Baveno (No.)
In the November-December 1987 issue we printed a cover
showin~ Canadian Pacific locomotive 2321 at Montreals
Windsor station about 1923. Santa Claus was on the front of the
engine while !the engineer and fireman peered from the cab.
Recently our 8irector, Gerard Frechette, has informed us that
the engineer
ofthe train was none other than his father, Auguste
The train was bound for Quebec City, a run on which
M. Frechette was frequently engineer. Thus after 65 years the
long arm
of coincidence has helped identify one of the
in this interesting scene.
Street Cars, Subways and
Rapid Transit:
A Canadian Bibliography.
Edited by Robert M. Stamp.
63 pages, paper covers.
Obtainable from:
Heritage Books
866 Palmerston Ave.
Toronto, Ontario
M6G 2S2
Price: $10.00
Enthusiasts and students of Canadian street car and rapid­
transit lines have long wished that there existed some listing
index of books and articles that have been published on the
Canadian Rail
subject. That wish has now come true with the publication of this
valuable work.
In 63 pages the listing contains no less than 885
entries covering the period from about 1900 to the present, and
ranging from St.
Johns Newfoundland to Victoria B.C.
As the compiler points out, one problem in researching the
years of the 1910s and 1920s is what to leave out for
there are
so many articles from that period. Every issue of
publications such as Railway and Marine World carried
items about urban transit; therefore a selection had to be made,
and only major articles are listed. In later days many items
in historical publications such as Canadian Rail, and
again most
of the major ones are listed. Also included, of course,
are full-length books including the many notable historical
publications that have appeared
in recent years.
The book is divided into nine basic sections: Alberta,
Atlantic Provinces, British Columbia, Manitoba, Ontario
(excluding Toronto),
Quebec, Saskatchewan, Toronto Metro­
politan Region,
Canada General. Within each group, titles are
arranged alphabetically, making it easy to locate any particular
Of course no such publication can ever be complete,
especially in its first edition. Undoubtedly many deserving
works are not yet listed, especially those published
in the
nineteenth century. The compiler has said that he will welcome
any additions and corrections, and will provide copies
of any
future editions
of the book to those who contribute to it. Any
members who can help with such additional listings are urged to
do so.
This publication fills a long-felt need and will be a prime
reference on the book shelf
of every serious student of Canadian
transit history.
May 1988.
Susiness ca~tfDIII~~~
Crown-owned Canadian National Railways has placed
orders with two
North American manufacturers for 90 loco­
at a cost of more than $180 million.
• Diesel Division General Motors
of Canada Ltd. is to make
of its SD60F freight locomotives for CN. Twenty of the
3,800-horsepower units will be delivered
in the fourth quarter of
this year and the remainder in the first half of 1989. The loco­
motives will be built at its London, Ont., plant.
General Electric Co. will deliver 30 of its Dash-8 freight
locomotives to
CN in the first quarter of 1990. These 4,000-
horsepower units will be made at GEs locomotive manu­
facturing plant in
Erie, Pa.
It is the first time CN has purchased GE locomotives.
David Wrench, vice-president and general manager of GE
Canadas motors and drives divisidn in Peterborough, Ont., said
there will be substantial
Canadian content in the Dash-8
The Montreal Gazette.
Bombardier Inc. of Montreal was awarded a $31 million
contract by the
Quebec government to build 24 commuter cars
for the Montreal-Rigaud commuter line.
The cars will be built by the companys mass-transit division
La Pocatiere, northeast of Quebec City, with first deliveries
scheduled in
January, 1989.
The Quebec government is funding the entire contract which
part of $ 101 million the federal and provincial governments
are spending to modernize the Montreal-Rigaud line.
Bombardier was the sole bidder for the contract because it
would benefit from economies
of scale from similar North
American commuter car contracts it has worked on, said Jean­
Franois Normand, press aid to Transport Minister Marc-Yvan
He said Bombardier has already produced over 250
commuter cars for the North American market.
Its good news for Bombardiers mass-transit division
which had downsized from 1,300 workers to about 400
following the completion last September of a five-year contract
(0 build 825 subway cars for New York at a cost of over $1.1
That was the contract of the decade, said Bombardier
Ann MacDonald.
She said the normal working capacity at the plant in La
Pocatiere is around 800 employees, but had been halved as contracts dried up.
MacDonald said the plant is currently doing
some modifications to
LRC cars ordered by Via Rail.
In addition to yesterdays announcement, she said work is
about to begin on a 12-car order for the New Jersey Transit
Authority and a $60 million order to build 72 monorail cars for
Walt Disney World in Orlando, Fla.
S. The Montreal Gazette
Bombardier Inc. of Montreal says it has won a $62-million
contract from Amtrak (National Railroad Passenger
Corp.) of
the United States to supply 50 intercity passenger cars.
Included in the contract are two options for a total
of 100
additional passenger cars, which could bring the value
of the
order to $ 186-million.
Deliveries are scheduled to be completed
in August,
The Globe and Mail. June 9, 1988.
Fortunately for airlines, long distances between our cities
and the need for
fast and efficient transportation makes for a
certain compulsory loyalty
on the part of business travellers.
European airlines, on the other hand have plenty to worry
about from passenger train service competition luring away
The train in Europe is not only a serious alternative
to flying, but the railway system -unlike over here -also seems
to get better every year. Now
Europes trains are once more
preparing to make some significant improvements that will mean
better service for business travellers and probably more lost
business for
Europes domestic airline system.
Europes railways co-operate to their mutual advantage as
of the Union Internationale des Chemins de fer, the
International Union
of Railways . Europes 16 separate nationally
owned railways unite
in a number of ways to assure a
of service throughout the continent.
The latest development is the newly launched EuroCity rail
system which connects 200 major cities
in Spain, France, Italy,
Switzerland, Austria,
Germany, Belgium, the Netherlands,
Norway, Denmark and Sweden. At present there are 128 fast
deluxe international trains within the system with special
attendants assisting passengers.
The EuroCity system will be
expanded considerably by 1990.
The key to making the trains really work for the business
on a tight schedule is speed. European railroads
developed as the central focus
of urban transportation, the
stations often becoming the hub around which the
business district grew. Downtown-to-downtown train service
Europes commercial centres often puts the executive
within walking distance
or a short cab ride of his appointment.
On the other hand, take the plane and you may add on as
much as two hours getting to and from distant airports,
eliminating the time savings
of air service. As the trains get faster
and faster the list
of city pairs between which total elapsed time
on the train beats the airplane gets longer.
Take, for example the case of the French 165 mph TGV train
on the
Paris/Lyon run. Air Inter, Frances internal domestic
airline, makes the flight in under an hour compared to the three
or more hours once required by train. Now the
TGV makes the
trip in two hours and eliminates the pain, strain and time needed
to travel to and from airports.
Air Inter executives admit that
they have lost a good deal
of business traffic to the TGV.
The French National Railroads is determined to extend the
high speed
TGV to all major destinations from Paris, to Brittany
in 1989 with an increase in speed to 186 mph and to Bordeaux
and Spain
in 1990.
Wider cars will soon be added for increased passenger
comfort. Public telephones will be installed and salons will be
in first class for business meetings. Within the next
TGV North will connect France to Belgium, the
Netherlands and
Germany with trains travelling at 180 mph.
Assuming the plans stay on target, the English Channel tunnel
will open in 1993 linking Britains rail system to
In Italy $3.7 billion has been allocated to build a 160-mile
rail link between Rome and Naples providing a new 180-mph
Other improvements by the Italian State Railways will
extend the
Rome/Florence rail link north to Bologna and
These new lines, when completed, will cut the Rome/
Naples trip from I hour, 50 minutes to 1 hour, 10 minutes and
Rome/Milan trip from just over five hours to three hours.
Germany is also in a reconstruction phase linking most
business centres with high speed trains. By 1991 Intercity
Expresses will be
in regular 155 mph service between Hamburg
and Munich, Hamburg and Basel and
Frankfurt and Munich.
Rail 2000 will add 120 mph train service
between all major cities by the end
of the century. In the
meantime, the Swiss Federal Railways has a special system
air passengers entering and leaving Zurich and Geneva
to have direct transfer of luggage through the train system.
Spain has begun construction on its first high speed rail route
between Madrid and Seville.
The trains will soon speed along at
150 mph. Swedens Stockholm, Goteborg, Malmo and Sundsvall
urban centres will be connected
by trains reaching 120 mph
using new tilting technology, which will make for more
comfortable passengers on the curves.
S. Edmonton Journal via Lon Marsh.
On May 12 the White Pass & Yukon trains began to roll again
after an absence
of 5 liz years. The line shut down in 1983 when it
lost the
job of hauling ore from Whitehorse to tidewater at
Skagway Alaska. The reopened W.P. & Y. will be a tourist
operation serving the passengers that come to Skagway on the
numerous cruise ships.
About a million dollars has been spent to rehabilitate the
rolling stock and 20 miles
of the line from Skagway. Initial
operation extends only from Skagway to the U. S. –
border at White Pass, and will be mostly diesel hauled. However
the first mile out
of Skagway will be powered by 2-8-2 steam
No. 73. It is hoped eventually to entend the
passenger operation into
Steam Engine 593, the only surviving steam locomotive in
Newfoundland, has been moved from South Brook Park to a
temporary location near the original site
of the Humbermouth
railway station.
The engine is to be joined with four other cars to make a
complete train. The cars include a caboose, a day coach, a
baggage car and a box car.
The restoration project, undertaken by retired railway men in
the area, has been ongoing for the past year.
in the move on Nov. 26 were the railway men,
Comer Brook Rotary Club which owns the locomotive, and
Terra Transport, which offered support and assistance on the
The purpose of the move was to bring the locomotive to join
the other pieces of rolling stock, sa
id retired engineer Roderick
Hickey, and then
we will be on our way to having a complete
Newfie Bullet.
Engine 593 was purchased by the Reid Newfoundland
Company from Baldwin Locomotive Works
of Philadelphia in
the 1920s.
It was one of five small Pacific 4-6-2 type locomotives
numbers 190-195.
The engines were 100 tonnes each, had a
drawbar pull
of 290,000 pounds and a boiler pressure of 180
pounds per square inch.
After Confederation, when the Newfoundland Railway
became part
of Canadian National, the 190 class were
S. Evening Telegram
via Howard
The Glengyle at Dallas Texas on July 24, 1987.
Photo by Fred Angus.
Pullman car G1engyle is believed to be the oldest all-steel
car still in existance. This car, of 7 drawing room 2
compartment configuration, was built by Pullman in 1910,
than a year after the first steel Pullmans, as one
of ten similar
cars designated lot
3867, plan 2522. After a 47-year career it
was retired from service on the Southern Railroad and
purchased by the Lone Star Steel
Co. in Texas. Seven years
later the steel company donated it to the Age
of Steam Railroad
Museum in Dallas where it may now be seen. This historic car
has now been cited by the American Society of Mechanical
Engineers as a National Historic Mechanical Engineering
Glengyle is being carefully restored to its
in the 1940 era, including reactivation of its air­
conditioning unit.
On a visit to Dallas last year your editor found
the air-conditioned interior
of the car to be an oasis of comfort at
72 degrees farenheit, while outside the mercury was well over
In the same era of early steel passenger cars, the most typical
Pullman car was the 12 section 1 drawing room type. Only a
months after the Glengyle was built, a group of 50 Pullmans,
of 12-1 configuration, went into service and were assigned to the
New York Central. This group, designated lot 3893, plan
2410, was built early in 1911. One of these cars was named
Chesterfield, and served Pullman and N.Y.C. for thirty
years before being sold to the
C.N. R. in 1941. Now designated
colonist car 2737, the historic car has been preserved by the
CRHA and is presently assigned to the New Brunswick
Division. Visitors to the Divisions Salem and Hillsborough
in New Brunswick can see, and perhaps ride, this very
historic car, undoubtedly the oldest steel passenger car
Canada and one of the oldest in the world.
The Glengyle and the Chesterfield are true repre­
of the early days of one of the greatest technological
advances in passenger train travel, as well as survivors
of the
great years
of the Pullman era. It is fortunate indeed that both
have been preserved, one on each side
of the international
Ottawa, Ontario … Canadas famous Chateau Laurier
Hotel, a landmark
in the downtown core for over 75 years, was
never officially opened because
of the untimely death of Charles
Hays, President of the Grand Trunk Railway, in the
TITANIC disaster.
The railway began construction of the hotel and accompany­
ing train station along the Rideau Canal in February, 1910. Both
opened for business on
June 1,1912. Architects were the
Montreal firm
of Ross and MacFarlane.
Out of respect for Mr. Hays, the railway decided to merely
open the doors for business rather than proceed with an official
opening ceremony.
The only celebrating was conducted by hotel
W. Bergman, an American hired by Grand
Trunk to manage the Chateau, who entertained press from
Canada and the United States during the evening. The first
person to register at the hotel was former
Canadian Prime
Minister Sir Wilfrid Laurier, after whom the hotel was
Mr. Hays and his son-in-law, Thornton Davidson and his
wifes maid went down with the
TITANIC, but Mrs. Hays and
daughters Margaret, and Mrs. Thornton Davidson survived.
Hays body was later recovered and buried in Montreal.
Mr. Hays was born
in Rock Island, Illinois and moved to
in 1896 to become general manager of the Grand
Trunk Railway. He was named president in 1909. The railway
was nationalized by the Canadian Government during the
1920s and now forms part of the Canadian National System.
The Chateau Laurier remains the citys best known hotel and
has recently undergone an extensive renovation.
It was operated
CN. (Canadian National) until this year when it was sold to
Canadian Pacific.
From the Titanic Commentator Vol. 11, No.4, 1987.
Construction is expected to start next April on the
Combined tulUlel-bridge and causeway between
N.B. and
P.E.1. the cost is estimated at $148.00 million. As rumoured,
the nine mile line will include both rail and highway facilities.
No you didnt see this in a recent press release -it is quoted
Notes and News in CANADIAN RAIL No. 168 –
july/August 1965.
An $ 80-million push by CP will see rail line upgrading in the
Pass finished this fall, increasing traffic potential up to
60 per cent.
We send 15 trains a day westbound now, and the Rogers
Pass work will increase that to 24 a day at least, Calgary
Rail information officer Steve Morris said.
The improvements will mean a quicker turn-around for rail
cars –
of critical interest to farmers, who depend on the
of cars to move their harvest to market-and shorter
travelling times between Calgary and Vancouver.
It will take some ofthe pressure off the search for additional
grain cars, and speed up the system
as well, Morris said.
The company expects to rake in additional profits from the
upgraded system.
Record amounts
of grain sent by rail to the West Coast last
year helped pump nine-month profits to $135 million from
million in the same period a year earlier, said CPs Montreal
spokesman Ron
The $80 million will be used to complete the Rogers Pass
grade reduction and tunnelling project
in B.C.s Selkirk
The 33-km, $500-million project, began in 1984,
17 km of new surface line through Beaver Valley and
two tunnels taking the line under Rogers Pass.
The 14.6-km Mount Macdonald Tunnel
will be the continents
longest. On a Canada-wide basis,
CP Rail expects to spend about
$355 million this year to upgrade its main line and roadbed.
The capital budget
is down about 6 per cent from the 1987
spending forecast
of $ 375 million.
$120 million is to be spent double-tracking the main
in Western Canada.
That project will involve installing 50,000 tonnes of rail on
km of track, replacing 470 km of roadbed, installing
781,300 track ties and replacing 33 bridges.
In addition to its 1988 capital expenditures,
CP Rail expects
to spend about
$780 million on the regular maintenance of its
24,000-km rail system.
S. Edmonton Journal via Lon Marsh.
As we were going to press the announcement was made that
the entire railway system in Newfoundland, almost
600 miles,
will be abandoned about September I, 1988. As the result of an
agreement under which the federal government will spend $ 800
million in
compensation, mainly in road construction,
Newfoundland will become the first province to lose all railway
transportation. This will be the largest single abandonment
Canadian history and will truly be the end of an era in our
easternmost province.
Railway News I terns
By Willie Radford
CN box-cab locomotive 6712, class Z-I-a was recently
outs hopped from an overhaul. Both ends
of the locomotives
original windshields have been replaced with windows from
GMD GP9 diesel locomotives. The white line running along the
underframe was replaced with the yellow reflective strip.
Electric locomotive 6712 was built by General Electric for
Canadian Northern Railway
in 1914 as no. 602, taken over by
CN in 1918, later renumbered to 9102, to 102 and to 6712 in
VIA-CN station building in Gananoque, Ont., mile 153.9
Kingston Sub has been renovated and work
is nearly complete.
Before this project, the station was
in poor condition. CNCP
Telecommunications houses a repeater station in the building.
The CN logo cast plates on the VIA-CN station building in
Kingston, Ont., mile 176.1 Kingston Sub have been removed
therefore only the
Kingston station name castings remain.
The original
CN Belleville Division office building which
was located just west, beside the station building
in Belleville,
Ont. was demolished last Fall. Some staff members who worked
there were either laid off, retired or transferred to Toronto.
good news is, the 1856 VIA-CN station building located at mile
220.7 Kingston Sub
is having its exterior renovated. Note:
Writer has no idea
of what the second floor will be used for.
TTC still has its Gloucester Carriage and Wagon Co.
subway (red) cars in service. The remaining cars in service include numbers 5000 –
5099, class G-l, built 1953-54; 51l0-
5115, G-4, 1959; and 5200-5227, G-3 (trailers), 1956. These
remaining 128 cars (Cars
5004, 5005, 5058, 5059, 5204 and
5205 not included
as they were destroyed by fire at Union
Station on March 27, 1963) will leave Toronto at
years end for
a newly created rapid transit system
in Lima, Peru. Writers
Note: I am going to miss these cars very much. In my opinion,
these are Toronto cars,
NOT Lima cars!
(Ref. The Turnout –
CRHA Toronto & York Div.).
The last VIA Rail train to
depart downtown Chicoutimi, QC
for Montreal, QC on May I, 1988 was 138 (Sunday Train)
with eng
6764 and four cars -9623-baggage, 5702-daynighter
(used as a coach), 3235, 5490-coaches.
As CN is permitted to
abandon the last 5.3 miles
of the Lac St. Jean Sub into
downtown Chicoutimi, this train as well as 132 and 133 will now
terminate or orignate in Jonquiere,
QC, some ten miles west.
May 1988 marks the 40th Anniversary
of Canadian National
Freight Diesel Locomotives. Delivered in May 1948 were the
CN freight diesel locomotives from Electro Motive
ofGMC, were four F3As and two F3Bs. The F3As
were numbered 9000, 9002, 9003 and 9005, classed V-I-A-a
as the F3Bs were numbered 9001 and 9004, classed V-I-B-a.
When those new units were delivered, they were in A-B-A sets
as 9000, 9001,9002 and 9003,9004,9005 for a short period of

Lime. The firS! sel were al BOOlvellIure Station in Montreal, OC
for in~pcclions and [Of the official railway photographer to
ool. eN ofteo used two dicselloc01l10tive:; on its frcig.hts al
thai time as the two A-B-A sets were split into two A·Bs and
one A·A scls a~ 9QOU, 9001; 9002, 9003 and 9DOS. 9004.
Inclusive in the fir.;1 eN freight diesel order were twenty-two
other F3As for the Grand Western subsidiary, The
locomotives WCTe numbered 9006 -9017, classed The 9016 -9027 [Xmion were tl{uipped with F7 electrical
eqUIpment, nicknamed F5A~. When the eN diesel classifiea
tion era arrived in April 1954, the FJAs 9000 -9027 were
reclassed to
OF A -15 a and the twO eN F JB~ were rec1a~~ed to
GFB-15a. The last C~ F3A and F38 nOl>, 9002 and 9004
were relired in 1975 aftertwenty yean of service. As of today ,
only two
F3As surviv<.: as no. 9000 is prescrved at the Alberta
Pioneer Railway Mu~eum in Edmonlon, Aha and GTW 9013
was transferred to eN. No. 9013 wa~ rebuilt at Transcona
(MB) shops into no. 9171 in 1973 as a part of Ihc GFA and
8-J 7 a locomutivc program. Today, 917 I is still in llctivc service
in the TorOnlO, ONT area at the: age of forty, CNs oldest
Canadian National is undertaking a 180 million dollar
pmgmm lor ne ….. freight locomotives to be delivered 19R5 to
1990. A rcrmmberillg program for DO-GMC GP38-2 loco­
ve, is to occur this )car, The first order is for sixty Inore
60Fs 10 he added to the current four. To bc built by DD­
GMC in London, ONT beginning laiC this year wilh final
elivery to m;cur ill the first quart~r of 1989. The current da.~s
GF-63Xa with nos. 9900 –9903 will be renumhcrcd 10 5500
-5~03 {hi~ year. The new order is to be cla.~sified as (j I -638b
with nm. 5504 -556], The currcllt GR-20a and b dass with
nos. 5
500 -5610 (except former 5536 -5559 which i~ in the
yard servic~ in the 7500 -·7526 series, class GH-20)
will be renumbered by subtHlctillg ,-me thousand. For example,
5535 will become 4535, These DD-GMC GP38-2 models
were bUllt in 1972-1974. The s.;cond order j for thirty C40 R
to he built b} General Electric i.n hie. PA. Thb
(0 lx: built for eN, will suh-reSemble the DO-GMC
SO 50 and 601 locomotives. The cJa~~ilication for the C40-8
ill rn: FF-640a wjth road numbers stil1lO be decided (Writers
guess: 2400 ~ 2429,2700 -27290r maybe 3000-]029)10
begin delivery
i.n 1990. rhe Gt. order will r~presenl the firM
order since the last in 1956. The lasl order 10 GE was for three
44 Ton industrial type switchers with nos. 3 -5, cJassel! as
(Ref. WO BlevillS, RW Radford, Kecping Track -Canadian
National RaiJways).
CP Rails .Iation building in SL Jovite. OC III mile 65.0 Ste
p;ll.the Sub had been dcmolisllc(l sometimc in J 987, (See the
four picture, by Daniel poirier in CRljA Canadian Rail No.
397 -Marcft-Apnl 1987 on pg 49.).
A steel water tower which served steam engim!s alone Lime
~tjJJ stands altheCN station y:trd in St, Jerome, QC a[ mile ]9,4
Montfort Sub. The In7 tilled company logo, Canadian
National is ~till somewhat visible on this lower. This tower
Ollly sencd rhe SI. Jerome steam switchers ;:md the Montreal
-Lae Rcmi (Sl. Remi dAmhersl), QC trains
The oriF,inal CP Rail stillion building in Delson, QC, mile
35.0 Adirondack Sub had been demolished and replaced with II
mobile trailer type train order office permanently set on ground.
The order ,-,mce is used by CP Rai! and Guilfofl-Napicrville
Junction trains.
The fonner CN Station BuildinEl in Arundd, QC which was
located at mile 72.1 Montfort Sub is still slilnding. The former
building now !.Crves as the towns Callada Post Corps
postoffice. During J986,the station huildin,e. was r(.)OCllted hom
lhe south side of Riviere Bevin (where Ihe Montfort Suh line
ce was) to the north side aloog Quebec HIo Huberdeau. The buidin)l;DOW has replicastation name boards, a
piece of track
w/(~ laid in front of the building with a switch stand
bearing numbe
rs JOT lAO, Canad,1 Post Corps Arundel,
postal cod.:. The last CN passenger train used Arundel station
Ma) 27,1962.
Further condominium development is place along the
Montreal. QC Bonaventure Stati()I1 to St. Henri Jet.
station CN line. Most ofthe development has occurd during the
last two
dee:1de~. The former eN Expre~~ building(built in the
950s) on the comers of 51. Jacques, Peel aIld lotre Oame
whae Bunaventure Station once slood, now see~ as a CICP
T cko.:ommunications office. The railwllY type steel road brid~e
on Guy whr.;:h overpassed the former railway tracks, ha~ been
As of
March 31, J9~H, eN still have only four SW8
switr.:l)ers ofthe orign/(lthiny.rour which were built by GMD in
195J. lOe class GS-Ba sitchcr. still in ,ervi(C incluuc nos.
71.SI, 715]. 7154 and 7156, they operate around the Central
ana Vr .. RlIil ~hops in the Montreal. QC Mea. FOnner
7 I 70 in the same C.d.~S was z>een operating al the Via Int{:lilll
Maintenance shop in Ville 51. Pierre, OC for a short period of
time Ib.~t Apri! 1987.
The East wal~ along the Toronto Terminal Railways
Spadina Ave. ov~rpass brid~e h/(~ heen removed. It appcllrs a
<.:oncrete bridge overpass will be built replacil1g the currenl
overpass. Some of thc new concre
te piers are in place which
ins why the east walk was removed, Just locatcd lO the
cast, work i~ continuih6 on the new Sr..ydome $Iadium .
Cawdi(in Nf)iJt~n, RailwQ) tf«lrk focomQ/ivt fl01 phQ/ographtd not lortJ: cif/tr its COlUlnUliOIl in /914. This int~ tll}!inl.
I1nw ill ils 7~ltt ycar, hrlJ reNnrly bitn OI.rhiu/(d Qnd, as Ciinudlilll Na/lonal 6711. is ~lfIl in regular suvice in M .. mlrnl/!
commuter un>;co:.
M~rrilt~.1 Coffee/ion. NQliono/ Archives o/Callodu PA-1647JJ.

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