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Canadian Rail 414 1990

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Canadian Rail 414 1990

Canadian
No.414
JANUARY-FEBRUARY
1990
2
CANADIAN ~IL
=–_______________________ ISSN 0008·.975 —–
PUBLISHED BI·MONTHLY BY THE CANADIAN RAILROAD HISTORICAL ASSOCIATION
EDITOR: Fred F. Angus
CO-EDITOR: Douglas N. W. Smith
PRODUCTION: A. Stephen Walbridge
CARTOGRAPHER: William A. Germaniuk.
LAYOUT: Fred F. Angus
For your membership in the CRHA which includes a
subscription
to Canadian Rail write 10:
CRHA, P.O. Box 148, SI. Constant, Quebec J5A 2G2
Rates: in Canada .. .. … ………… $28.
outside Canada: ……….. $24. in U.S. FUNDS.
TYPESETTING: Belvedere Photo-Graphique Inc.
PAINTING: Procel Printing
r——————–TABLEOFCONTENTS——————~
LE CHEMIN DE FER ASBESTOS ET DANViLLE….. … . ……….. HUGUES W. BONIN 3
NIGHT CR
AWLER ON THE PRINCETON SUB _. . ……… . … JOE SMUIN 14
BISHOP BALDWIN ON A HAND CAR … . . . . . . . . . .. … . . . . . . . . . . . . . . . . .. 15
A NEW RAIL
WAY MUSEUM FOR BRITISH COLUMBIA .•.. . . . R. KEN BRADLEY 16
RAIL CANADA
DECISIONS ……. , . . . . . . . . . ……. DOUGLAS N. W. SMITH 20
IN MEMORIAM. NORRIS R. CRUMP …….. …………………. FRED F. ANGUS 25
MORE ON THE 1939 ROYAL TOUR…… . ………………. RON RITCHIE ANO R.H. TIVY 25
WELCOME TO CANADAS NEWEST RAILWAY ….•…••. . ….. DOUGLAS N. W. SMITH 28
BOOK REVIEWS ……… ….. .. … FRED f. ANGUS 30
C
RHA COMMUNICATIONS .. . . . . . .. . . . . . . . . . . .. . . . . . . . . . . .. . . .. 33
C,n,d.,n R,n is conlinually in need 01 news, slories. historical d8la, photos. map lind other reproduClible rnllU,rial. Please send aU
contributions to the editoc: Fred F. Angus, 3021 TlafalgurAve. Mootreal. P.O. H3Y lH3 No payment can be made lor controbutions. but
the contrrbutor w.1I be given credit 1m mate,,1 submitted. Mateal w.lI he returned to the contributor if requested Remember. Knowiedge is
of !rtlle v81ue unlen .t .s shMed with others .
Frederick F. Angus
R. C. Ballard
Jack
A. Beatty
Walker J. Bedbrook
Alan C. Blackburn
Hugues W. Bon
in
Charles De Jean
• NATIONAL DIRECTORS.
Gerard Frechf!tte
William Hrynkow
David W. Johnson
J. Christopher Kyle
W. La Surf
Bernard Martin
Robert V.V. Nicholls
The CRHA has a number 01 loeal dMsions across the country. Many hold regular
meetings and Issue flewslelters. Funher Informalion may be Oblained by Willing 10 the
division.
I NEW BRUNSWICK DIVISION
PO.
Box t162
Setnl John.
N_ 8tunswlC~ Ul 4(;7
• ST. LAWRENCE VAUEV O1V1SION
PO.
80x 22 S.alion 11
M
O
  • I RIDEAU VAUEV DIVISION
    P.O.
    110_ 962
    Smtih. F.ftl. On., .. o K 7A !>AS
    I KINGSTON DIVISION
    P.O. 11001 103. Stolion …..
    K
    iog&lOn.Ontorio K7M 6P9
    I TORONTO .. YORK DIVISION
    PD. Sox 5849. T.rmln.I ….
    TOtQ<1l0.0ntono M5W IP3
    • NIAGARA OMSION
    PO. 80. 593
    51. Calllf ….. Ontano L2R I5W8
    I WlN
    DSOFHSSEX DIVISION
    300 Clblna Road En,.
    Wind.or. Onl.,., NSG IA2
    I KEVSTONE DIVISION
    14 Reynoldo Bty
    Winntplg. M..,,,ot. R3K OM4
    • C-LG … RY & SOUTH MOSTERN DIVISION
    60 -6100. 4111 Ave NE
    C.~,.,. AlbItu UA 5Za
    I
    ROCKY MOUNTAIN DIVISION
    P.
    O. lIox 6102. SIII,on C.
    Edmont
    on. Aibirli lSII 2ND
    I
    SElJ(.IRIC DIVISION
    P.O. lox 39 Revel,tokl.
    B.C. VOE 2S0
    I
    CROWSNEST KETTLE·VALLEY DIVISION
    P.O. 110
    400
    Cf1lnbfCl<>~. 1In!!lh Columbia VIC 4H9
    I NElSON EUCT1UC TRAMWAV SOCIETV
    123 ViIw StrM1
    ,-on. B.C. VI L 2V8
    I PACIFIC COAST DIVISION
    P.O.
    1kI_ 1006. SIIUO VlncO Andrew W. Panko
    Douglas N.W. Smith
    Laurence M. Unwin
    Richard Viberg
    A.
    Stephen Walbridge
    John C. Weir
    FRONT COVER:
    On July 20 1951. CPR G·S·d locomotive
    1275 wu picwred at Bantl Alberra hauling
    train No.3. 1
    275 was built by Canadian
    /»comorive Company in April 1948, ond was
    scrapped If) August 1960.
    C
    RHA Archives, Toohey Collection.
    51-614.
    As Pllft 01 ,IS aCIlV,l1es. Ihe CRHA opera!!ls
    t
    he Canad,an Ralway Museum at Oelson/SI.
    C
    onstant. Quebec which.s 14 m,les(23I(m.,
    from downtown Monlleill II IS open da.ty
    Irom late May to early October. Members and
    therr Immediate lamlites !Ire admItted hee 01
    charge.
    GOAL OF THE ASSOCIATION THE COLLECTION. PRESERVATION AND OtSSEMINATlON OF ITEMS RELATING TO THE HISTORY OF RAllWAVS IN CANIt,DIt,
    ( ,
    3
    Le Chetnin de Fer Asbestos et
    Danville: Vous Connaissez?
    Dr. Hugues Bonin a native of Sherbrooke, Que., resides in Kingston, Ontario, where he is Associate Professor of Nuclear
    Engineering, Department
    of Chemistry and Chemical Engineering, Royal Military College.
    by Hugues W. Bonin
    I cannot be much wrong in stating that happiness for a railfan
    can be defined as finding an all
    ACo railroad that few other
    people know. Well,
    in the case of the Asbestos and Danville
    Railway, this
    is almost true, since I have yet to see an article on
    this obscure short line
    in one of the many railroad publications I
    read regularly since nearly two decades. Before proceeding
    further, please allow me to translate the
    French title of this
    article:
    The Asbestos and Danville Railway: Do You Know
    It?. So much for todays French lesson, but the reason for the
    French title
    is that this interesting short line is located in the
    heart
    of the French-speaking Province of Quebec. But let not
    the linguistic problem deter you from going to this nice area,
    since a good
    part of the Quebecois speak English as well as
    French.
    Did I mention an all Alco railway? Sure did! This
    is exactly
    what the Asbestos and Danville Railway is, ifpurists allow me
    not to differentiate between Alco and Montreal Locomotive
    Works diesel locomotives.
    The Asbestos and Danville Railway exists for the sole
    purpose
    of serving the needs of the Johns-Manville Canada
    Incorporated huge asbestos pit located in the town
    of Asbestos,
    Quebec. This small mining town
    is situated about 100 miles
    (160
    km) east of Montreal, in the middle of a very picturesque
    region
    of the province called Cantons de lEst or Estrie
    (Eastern Townships). This area is famous for its numerous
    farms
    in a hilly landscape, which produce among others the
    major
    part of the provinces maple syrup. The inhabitants are
    quite noted
    for their joie de vivre, and, besides the numerous
    farm products, the Eastern Townships are famous for the lumber
    and furniture industries, and,
    of course, for the rich deposits of
    asbestos ore.
    Asbestos
    is indeed the strangest of all the minerals, as it
    presents itself
    as filaments imbedded in the rock. The asbestos
    threads can be weaved to make fireproof materials such
    as
    clothes, but other uses have been found such as in brake linings
    and insulation materials.
    It can be mined in underground
    galleries, but, at least
    in Quebec, it is cheaper to use the open pit
    method to get to the ore.
    It is quite surprising to see that the town of Asbestos is built so
    close to the pit, with a huge mountain
    of tailings dominating the
    houses on the north end. This mountain resembles a Mexican
    pyramid, and it
    is close to its base that one can find the A&D
    yard and shops. Like everything else in Asbestos, the A&D is
    intimately linked with the asbestos business. The railway is
    owned 100% by the Johns-Manville Canada Incorporated and
    operates some 22 miles (35
    km) of trackage, including the
    6-mile (9.7
    km) long mainline to the Canadian National
    interchange at Danville.
    Canadian Nation station at Danville.
    Operations are now confined to hauling tailings from mills to
    dumps, and general freight between Asbestos and Danville
    which also includes freight service to the surrounding community.
    As of now, the A
    &D roster consists of 10 1000 HP ML Wand
    Alco-design diesel-electric locomotives, all painted in orange
    and black, with black lettering. The
    MLW unit, #50, is a
    Canadian-exclusive model S-13, which uses the
    25 I-engine,
    more modem than the 539-engine of the older
    MLW and Alco
    S-4 previously used by the A&D. When time came to replace
    the worn-out
    S-4s, the A&D preferred to stick with the same
    engine which has given satisfaction, and to
    go on the second­
    hand market. Suitable replacements were found
    as ACo S-6 s
    retired
    by the Southern Pacific, and acquired through locomotive
    dealer Chrome Crankshaft.
    It is interesting to note that the S-6
    model was absent from Canada until its acquisition by the
    A&D.
    Typical freight service is operated on a two-shift basis, 6
    days a week. The
    0800 to 1600 shift (8:00 AM to 4:00 PM) has
    two 3-men crews, while the 1600 to 2400 shift has only one
    3-men crew.
    Each crew hauls approximately two to three trains
    to and from Danville, about
    25 empties up and 35 loads down,
    plus the required switching per shift. The tailings operation
    is
    also performed on a 6-day week, but on a twenty four hour
    basis, hauling trains
    of 11 cars each, each car containing an
    average weight
    of 80 tons of tailings. Two trains per shift are
    used, with a frequency
    of two trains per hour, for an average of
    35 to 38 thousand tons of tailings in 24 hours.
    4
    Asbestos & Asbestic Bartholomew. 0-4-0T built by Porter, August 1897, builders number 1785. Photo taken c. 1897.
    Note: Above photo courtesy, Canadian Johns-Manville.
    Asbestos
    & Danville Railway 0-4-0. One of the original locomotives 01/ the IiI/e.
    One of the most interesting features of the Asbestos and
    Danville Railway
    is a pedestrian overhead bridge located right
    over the throat
    of the yard and this is where lots of action
    happens. A small classification yard extends to the left, while
    the central tracks lead to the engine house and shops.
    The
    rightmost track runs around a small townsite, then around the
    huge pit to reach the milling plants on the other side
    of the pit,
    where a couple
    of trains are visible shoving around trains of
    tailings. Sometimes, one of these trains has two locomotives
    mu-ed.
    For obvious safety reasons, access to the milling plants is
    .forbidden to the public, but with that overhead bridge so well
    located, there
    is no real need to go on the railway property to
    have a good glimpse
    of the action. While there are no really long
    periods
    of inactivity at the bridge during the working days, the
    activity peaks around 1600 hours, when shifts change. Many
    locomotives come from the mills to spend the night
    in the
    enginehouse, and, on the day
    of my visit, a freight train
    (cabooseless) left to Danville at this time. Shortly after this, I
    drove to the enginehouse and received permission to shoot a
    few
    slides of the many cars and locos around, provided I get out
    before 1700 hours, since the gates are closed by this time.
    On that day
    (1980), the Asbestos and Danville Ry. was still
    in a transition phase, with all the new locos on the property,
    though not all in service, and the older units were also there, but
    dead and some partly dismantled. These locomotives were all
    MLW and Alco S-4s, the only Aleo 8-4 being of Northern
    Pacific Railway origin. The
    A&D locomotives are equipped
    with air purification devices imbedded
    in the cab roof. This is for
    crew protection, since asbestos dust
    is known to be carcinogenic.
    Also around the shops, many cars could be found, including
    pieceS
    of equipment such as a 35-ton crane (#53), a Jordan
    spreader
    and a small cute track speeder numbered 10. The cars
    are mostly dump cars, with some box cars nearby, and a small
    number
    of tank cars lettered in French for the Jeffrey Mine. The
    rest of the cars around were mostly Canadian N ationa! box cars,
    with a
    few Chicago and Northwestern box cars present. The rest
    of the line to Danville is through some nice woods and fields, and
    it ends at a small yard close to a very pretty wooden station.
    It is very interesting to learn that, in this world of brand new
    short lines created almost weekly from abandoned Class I
    railways, the
    A&D is indeed a veteran, with beginnings as far
    back
    as 1897. The mine itself was a precursor of the railway and
    is known as the Jeffrey Mine, after the wealthy farmer who
    opened it in 1881. Production started at around one or two tons
    of fibre per day, rising to an annual tonnage of 2300 tons in
    1895, when the operation went bankrupt. But a businessman
    from Saint-Hyacinthe, Feodor Boas, and two associates,
    became interested
    in the mine as he conceived a process for
    extracting more fibre from the rejected ore. Backed by the
    success
    of his ideas, Mr. Boas formed the Asbestos and
    Asbestic Company. This company survived courageously and
    even improved its output and efficiency, but,
    in 1916, lack of
    capital, remoteness of the head office and their insensitiveness to
    the mines problems caused its failure. During this period, T.
    F.
    Manville, of New York, had pooled his asbestos manufacturing
    business with the W.
    H. Johns Company. They were a prime
    5
    customer of the Asbestos and Asbestic Co., and Mr. Manville
    had become a major shareholder.
    As a consequence, the
    bankrupt Asbestos and Asbestic Company was taken over
    by
    the Manville interests, and, in 1916, it became the Manville
    Asbestos Company. Subsequently,
    in 1918, the present
    company, the Canadian Johns-Manville Company, was formed.
    (This name became subsequently Johns-Manville Canada Inc).
    Rails were used from the
    start of the operations, which begun
    on a side hill cut and progressed until three pits were mined
    simultaneously. Rock was drilled with hand steel and sledge
    to
    depths up to 15 feet. The holes were then filled with black
    powder and blasted. The rock was then cobbed, and loaded into
    tubs or boxes which were dumped into trolleys pushed along
    rails consisting
    of boards, to the cobbing shed, while waste was
    pushed
    in a trolley to the waste dump.
    In 1897, a narrow gauge railway was built within the
    property. The first locomotive was a narrow gauge
    0-4-08T
    saddle tanker called Bartholomew, and a photo of it brand
    new shows Messrs. Boas, Greenshields and Marcuse, the
    original developers
    ofthe Asbestos and Asbestic Co., in the cab.
    The
    few bits of information known (provided by Mr. D. Dover
    of Extra 2200 South magazine) indicate that Bartholomew
    was built
    by H.K. Porter in August 1897 with builders number
    1785, and with 7 x
    12 cylinders and 30 gauge.
    Available transportation means
    by road were soon found
    unreliable for linking the mine with the Grand Trunk Railway at
    Danville, specially in bad weather, and
    it became evident that
    building a short railway line would ease this problem a great
    deal. Construction
    of the standard gauge line begun in 1897, and
    in the same year, the first standard gauge locomotive, numbered
    # 1, was acquired from the
    Grand Trunk. This handsome 4-4-0
    (GTR #61) was built by Neilson in 1860 and known as
    Scotch. With flat cars equipped with link and pin couplers, it
    handled the necessary construction materials. This was the birth
    of the Asbestos and Danville Railway, but it was not before
    1900 that the line was opened all the way between Danville and
    Asbestos, as many delays were caused
    by disputes over
    property and right
    of way, and by lack of funding.
    For the first years of operation, the A&D locomotive and
    crew used to run a short distance on the
    GTR main line to the
    GTR yard in Danville where interchange of cars was carried
    out. However this operation became a nuisance for the
    GTR,
    and it was decided in 1915 that a small yard would be built jointly
    by the A&D and the GTR on Asbestos and Danville Ry.
    property.
    From then, the
    A&D operations were confined to the
    companys own trackage. This yard has since been improved
    and enlarged to a capacity
    of 200 cars.
    In 1917, mining methods were cbanged, and standard gauge
    tracks were laid into the pit. Power shovels, dump cars and
    steam locomotives were purchased. The railway operations
    included handling asbestos ore from pit to mills, waste rock and
    overburden from the pit to dumps, and tailings from the mills to
    dumps,
    in addition, or course to the traffic to and from Danville.
    In 1925, passenger service between Asbestos and Danville was
    contemplated, but after several months
    of study, it was
    concluded that the
    A&D was better to remain freight-only. In
    fact, the
    A&D did carry passengers on occasions, as employees
    6
    On July 9, 1939 members oj the CRHA went on an excursion to the Asbestos and Danville.
    The photos
    on these pages were taken at that time by W. G. Cole.
    7
    I (
    I
    I <
    8
    I I
    A&D 47 (MLW S4). Sold to QNSP (#47) May 1983, then to Potash Corporation Penobaquis N.B. (#92-019).
    (All photos from here
    on taken by author on August 21, 1980.
    pic-nic trips were often organized. Accommodation was
    provided
    by simple benches and chairs on flat cars or in
    gondolas.
    Makeshift affairs were not the order
    of the day for the A&D,
    and the railways operations were always carried out in a very
    professional manner. The
    A&D must be credited for several
    innovations such
    as the introduction of mechanical track shifters
    and the cast manganese rail frog, later adopted
    by major
    Canadian railways.
    Over the years, some 33 other steam locomotives followed
    old # I on the
    A&D roster, with consecutive numbers from 7 to
    39, with the exception of 0-4-0ST # 2 later renumbered # 11.
    Only old # 1 had wheels other than drivers; however
    is quite a
    variety
    of types in the roster: the 0-4-0, 0-4-0T, 0-4-0ST,
    0-6-0, 0-6-0T and 0-8-0 wheel arrangements being represented.
    Only a handful of steamers were bought new, the rest having
    varied and interesting origins, such
    as New York Central,
    Missouri Pacific, Newburg & South Shore and Detroit
    Tenninal.
    to name a few. It is also known that the roster
    included some narrow gauge Porter
    0-4-0s numbered 1-6, but
    no serials or details on these are known.
    It seems that at the end of the 1920s, a portion of the
    trackage running
    from the mills to dumps (2 miles) was
    electrified, and three electric locomotives were purchased. One
    of them (# 40) came from the Differential Steel Car Co. of
    Findlay, Ohio, and the two others from General Electric of
    Erie, Pennsylvania. All three electrics were equipped with both
    side arm and center pantograph collectors, and had 660
    HP.
    They were built in 1928, and specifications for the Differential
    locomotive indicating 58 tons and 88 tons
    as weight empty and
    loaded respectively make believe that # 40 was indeed a dump
    motor.
    Peak operation year was 1948 when 7,464,477 tons were
    handled, and a typical active roster during these years included
    about
    16 steam locomotives (80 to 105 tons) and the three
    electrics mentioned above. The car fleet was made up of about
    200 dump cars
    of various capacities, 15 box cars for inter-plant
    use, 1 Russell snow plow, 1 Jordan spreader, 4 flat cars, 1
    depressed center flat car for heavy equipment loads, and 4
    ballast cars.
    The
    end
    of the forties saw some dramatic changes, with the
    arrival
    of the first large cliesel electric locomotive. Bought new
    from Montreal Locomotive Works and numbered
    46, it was a
    1000-HP Model S-4, and although retired from the A&D
    roster, it still exists today as Potash Corp. #92-010, at
    Penobaquis, New Brunswick. Number 46 was the second
    diesel-electric owned
    by the A&D; in 1936, a B-B locomotive
    numbered
    12 was built by the Canaclian Johns-Manville Co. It
    obviously did not stay long on the roster, since a 1942 list of the
    rolling stock fails
    to mention it.
    –­

    A&D 48 (MLW S-4).
    A&D 49 (MLW S-4).
    9
    A&D 51 (Afco S-4), ex Burlington Northern 918, nee Northern Pacific 718.
    10
    Other important changes happening in the early fifties saw
    the replacement
    of the electrics and the steamers by a small fleet
    of diesels (S-4s), which were now sufficient to handle the
    chores assigned
    totheA&D. These were now reduced as the pit
    hauling was then performed
    by dump trucks. This fleet grew to a
    total
    of 4 S-4s (#46-49), then a new model appeared on the
    roster
    in 1962 as MLW S-13 # 50. In 1974, the A&D acquired
    its first second-hand diesel locomotive: Burlington Northern
    Alco
    S-4 #918, which became A&D #51. Finally, in the
    years 1978-80, the fleet
    of9 Alco S-6s was purchased from
    dealer Chrome-Crankshaft, to replace all the S-4s. These were
    all former Southern Pacific units. The 1983 edition
    of the
    By town Societys publication A Trackside Guide to Canadian
    Railway Motive Power lists the
    A&D roster as consisting of
    only theAlco S-6 s, implying the recentretirementofS-13 # 50.
    Although the asbestos industry has faced serious difficulties
    in recent years due to the economic slow down and the bad
    pUblicity around the health hazards
    of asbestos, (the European
    countries are still boycotting asbestos importations), there
    is
    improvement as more uses are discovered for this product,
    A&D 50 (MLW S-13).
    thanks to aggressive research programs. It is therefore permitted
    to assume that the Alcos will run on the A&D line for many
    years, notably because
    of the good care they receive from the
    employees.
    It is nice to see that the lohns-Manville Canada Inc.
    management has a genuine interest
    in its railway and more
    particularly
    in its history. As a matter of fact, the public
    relations officers would like to know more details about
    Bartholomew, and also about the early
    A&A narrow gauge
    locomotives, in particular.
    If any readers happen to have this
    precious information,
    it would be a nice gesture to communicate
    it to the lohns-Manville Canada Inc., Asbestos, Quebec,
    Canada
    lIT 3N2.
    Acknowledgements:
    The author wishes to express
    his gratitude to Mr. l. -M.
    Ryan, Public Relations Manager
    of the lohns-Manville Canada
    Inc, and to
    Mr. Don Dover, editor of Extra 2200 South, for
    having graciously provided the precious information essential to
    this article.
    A&D 52 (Alco S-6), ex Southern Pacific 1241.
    A&D 57 (A leo S-6), ex Southern Pacific 1272.
    A&D Speeder No. /0.
    A&D Jordan
    Spreader.
    11
    A&D 53
    ( inlemalionai
    Brownhoisl).
    12
    I
    -~.,.
    A&D 55 (A/co S-6), ex Southern Pacific 1211.
    LOCOMOTIVE ROSTER OF THE ASBESTOS AND DANVILLE RAILWAY
    Number -Driver Dia. -type –
    b/d -cyl. -builder -b/n -Notes
    Narrow gauge locomotives (30 gauge):
    Bartholomew –
    0-4-0T – 8/97 – 7 x 12 -Porter -1785 -Dispo. -unknown
    1-6 –
    0-4-0 -Details -unknown
    Standard gauge locomotives:
    1 60 4-4-0
    ? 16 x 26 Neilson Ex-Grand Trunk #61, acq. 1897 2 50
    0-4-0ST 1908 16 x 24 A1co-MLW 45583 New, r #
    11
    7 28 0-6-0T 5/14 13 x 16 CLC 1239 New, sold 1930
    8
    28 0-6-0T 4/16 13 x 16 CLC 1319 New, sold 1930
    9 50
    0-6-0T 5/17 16 x 22 CLC 1403 New, sold
    10
    ? 0-4-0 ? ? Porter ? ?
    11 50 0-4-0ST 1908 16 x 24 Alco-MLW 45583 Ex-2, scr. 1937
    12 36 B-B D/E 1936 C-JM ?
    13 42 0-6-0T 7/14 15 x 22 CLC 1248 Ex-Baloy, Yerbaugh & Hutchison 26
    14 42 0-6-0T 7/14 15 x 22 CLC 1249 Ex-BY&H 27
    15 40 0-6-0 1913 17 x 24 MLW 54481 Ex-Dominion Dredging Co. 2, Acq 1919
    16 40 0-6-0 1913 17 x 24 MLW 54482 Ex-DD Co. 3, Acq 1919
    17 42 0-4-0T 1917 15 x 22 CLC 1444
    18 42 0-4-0T 1917 15 x 22 CLC 1445
    19 44 0-6-0 1900 19 x 26 Schen. 5521 Ex-NYC 324, r #25
    20 44 0-6-0 1902 19 x 26 A1co-C 27152 Ex-NYC 365
    21 44 0-6-0 1900 19 x 26 Schen. 5519 Ex-NYC 322
    22 44
    0-6-0 1901 19 x 26 Alco-S 25008 Ex-NYC 384
    23 44 0-6-0 1900 19 x 26 Schen. 5525 Ex-NYC 328
    24
    44
    0-6-0 1900 19 x 26 Schen. 5558 Ex-NYC 331
    25 (1st) 44
    25 (2nd)
    26 50
    27 50
    28 56
    29
    30
    31
    32
    33 51
    34
    35
    36
    37
    38
    0-6-0
    0-8-0
    0-6-0
    0-6-0
    0-6-0
    0-6-0
    0-6-0
    0-6-0
    0-8-0
    0-6-0
    0-6-0
    0-6-0
    0-6-0
    0-6-0
    0-6-0
    1900 19 x 26
    1906 21 x 28
    1906
    21 x 28
    3/07 20 x 26
    11/23
    1924
    1924
    1916
    3/27 21 x 26
    5/25
    4/26
    ?
    ?
    9/23
    Schen. 5521 Ex-19
    Baldwin
    Ex-Newburg & South Shore
    Alco-C 30180
    Ex-NYC 6754
    Alco-S 41035
    Ex-NYC 6757
    Alco-S
    42069 Ex-Gen. Equip.,
    ex-GTW 7154,
    ex-GT 1698
    Alco-B 65332 Ex-Det. Term. 22
    Alco-S
    65478 Ex-Det. Term. 24
    Alco-S
    65479 Ex-Det. Term.
    25
    Alco-B 56998 Ex-Delray Conn. 42, ex-Solvay
    Process Co. 3
    Lima 7212 Ex-Mich. Lime & Chemical
    Co. 27
    Baldwin 58420
    Ex-FP&E 7
    Baldwin
    59093
    Ex-FP&E 8
    Alco-?
    ? Ex-Pitt. & Ohio Valley?
    Alco-?
    ? ex-?
    Alco-B
    65280 ex-MoPac 9801; Union Terminal
    of
    St. Joe 3
    39 0-6-0 8/26 Baldwin 59370 ex-MoPac 9802; Union Term St. Joe 4
    40 B-B E 1. 1928 Differential 737 Dump Motor?
    41 B-BEl. 1928 Gen. Elec. 11060 70-ton, 660HP
    42 B-B El. 1928 Gen. Elec. 11061 70-ton, 660 HP Sold to
    HB&M (42),2/52
    46 S-4 11/49 MLW 76495 Acq. new, sold to Canadian
    13
    Johns-Manville as 46, Longue-Pointe, Que. 7/81, then to Potash Corp., as 92-010, in 1982, Penobsquis (Sussex), N .B.
    47 S-4 11/50 MLW 77587 Acq. new, sold to Quebec North Shore
    Paper
    as 47,3/83, Baie-Comeau, Que., then to Potash Corp., as 92-018 (r #92-019), in 5/83, Penobsquis, N.B.
    48 S-4 8/53 MLW 77294 Acq. new, retired Disposition unknown
    49 S-4 8/56 MLW 81258 Acq. new, late model, Sold to Provincial
    50
    51
    52
    54
    55
    56
    57
    58
    59
    60
    61
    Diesel M/84, then to Abitibi Price #49, 8/84, Alma, Que.
    S-13
    8/62 MLW 83214
    then
    to Abitibi Price # 50, 2/85, Jonquiere (Kenogami), Que.
    S-4
    5/53 Alco 80463
    nee Northern Pacific 718, acquired via G.R. Silcott 5/73, retired.
    S-6
    5/55 Alco 80926
    S-6
    9/56 Alco 81812
    S-6
    5/55 Alco 81294
    S-6 12/55 Alco 81425
    S-6 11/55 Alco 81423
    S-6 12/55 Alco 81432
    S-6
    S-6
    S-6
    11/56
    8/56
    12/56 Alco Alco
    Alco 82287 81734
    82291
    MLW: Montreal Locomotive Works
    CLC: Canadian Locomotive Company
    C-JM: Canadian Johns-Manville
    Schen.: Schenectady
    Alco-C: American Locomotive Co., Cooke plant
    Alco-S: American Locomotive Co
    ., Schenectady plant
    Alco -B: American Locomotive Co
    ., Brooke plant Acq. new, sold to Provincial Diesel,
    Ex-Burlington Northern 918,
    Ex-Southern Pacific 120,
    nee 1036
    Ex-SP 1238,
    nee 1071
    Ex-SP 1211, nee 1044
    Ex-SP 1274,
    nee 4638
    Ex-SP 1272,
    nee 4636
    Ex-SP 1281,
    nee 4645,
    Cannibalized
    for parts
    Ex-SP 1252,
    nee 1085
    Ex-SP 1230,
    nee 1063,
    Cannibalized
    for parts
    Ex-SP 1256, nee 1089, Acquired for
    parts, in primer, never painted in
    A&D livery.
    Roster
    as of Sept. 1988.
    14
    Night Crawler
    On The Princeton Sub
    by Joe Smuin
    FROM: THE SANDHOUSE
    NEWSLETTER IF THE PACIFIC COAST DIVISION OF
    THE C.R.H.A.
    Vol. 13, No.2, Issue 50, September, 1988.
    Brian Peters article
    A Day on the Princeton Sub (April
    issue) was another reminder
    of the big changes on that
    subdivision over the past
    13 years since I worked in the
    Penticton roundhouse. His article brings back memories
    of rides
    in the engine cab over all the old Kettle Valley Division except
    the Copper Mountain and Coquihalla Subs. .
    I worked for three months
    in early 1971 as a Classified
    Labourer
    in the Penticton roundhouse, then returned in early
    1974 until my job was abolished
    in June 1975. At that time the
    Penticton auxiliary was removed to the Coast and the shop staff
    reduced
    by two men. This meant that for virtually the first time
    since construction in 1914, there was no longer 24-hour seven­
    day-per-week staffing
    of the roundhouse. I had the dubious
    privilege
    of applying the first lock to the roundhouse door at
    11:59 p.m., 20 June 1975. From that moment until the round­
    house closed on 26 April 1985 , the staff consisted
    ofa Mechanical
    Supervisor, Carman and two Classifie.d Labourers. In
    spi~e of
    the Mechanical Department reductIOns, respectable-sized
    trains operated out
    of Penticton until around 1982.
    Brians article recounts a pleasant ride on two beautiful
    September days -indeed I just happened
    to be on location to
    snap a couple
    of mug-shots of Brian and a pal eyeballs to the
    breeze on the front platform
    of the locomotive. Seeing the two of
    them reminded me of my own past good fortune – a ride in the old
    CLC H-Liner 8551 over the Carmi Sub., and
    of going
    swimming in Osoyoos Lake with the crew
    of the Osoyoos
    Way freight while
    we waited for the Osoyoos packing house to
    load the reefer cars.
    What a contrast in the westbound train that Brian rode last
    fall-two GP38s and a handful of cars -and the trains of 1974!
    The end
    of Okanagan Lake barge service in 1972 and
    cancellation
    of operations between Penticton and Beaverdell in
    1973 meant that suddenly all rail traffic in and out of Penticton
    had to move over the Princeton Sub.
    At the same time there was
    a very considerable increase in lumber traffic. Whereas in
    1971
    a wayfreight -usually powered by two GP9s -ran between
    Penticton and Merrit, by 1974 four
    GP9s often couldnt take all
    the tonnage waiting in the Penticton yard.
    For a while that year we ran a drag seven days a week. The
    normal motive power consist was
    GP9s, GP7s, F7Bs and the
    last
    CLC H-Liner on the Princeton Sub., the 8728 (H-16-44).
    This train was not a wayfreight, although it made pickups and
    setouts at Princeton, and ran through to Spences Bridge.
    We had a lot of problems with the locomotives. They were all
    elderly and less than well-maintained. One old
    F7B assisted
    with the preservation
    of the Subdivisions cross ties all summer.
    She had a horrendous crankcase
    oil leak and never once made
    the whole trip without shutting down. Dynamic braking on those
    old dinosaurs was like trying
    to match blood samples – a unit
    would function flawlessly
    in one consist, only to go teats-up
    on the next consist. Worse yet, often the dynamic braking on the
    whole consist would then quit. Put the offending unit back on her
    original consist and everything returned to normal on both
    consists.
    It was with this sort of background I had my rides on the
    Princeton Sub. The
    Drag was usually called for 8:30 p.m. to
    double-over and depart at 9:30. I had one
    of my more
    memorable rides on this particular schedule.
    We had three
    GP9s and a GP7 for power. The train consist included chip
    gons, tanks, boxes and bulkhead flats -over 40 cars total and
    full tonnage rating for the 2.2 per cent between Penticton and
    Mileage 25. (Kirton had been removed from the timetable,
    although it has since been restored).
    We crawled up the West Bench and up through Trout Creek
    canyon. The chant
    of those Jimmies reverberating off rock cuts
    and canyon walls would have been hypnotizing except at
    full
    throttle everything in the cab rattled and shook.
    The noise didnt deter the engineman, my good friend Cliff
    Inkster, from regailing
    us with the most delightfully outra~eo~s
    railroad stories Ive ever heard. He was quick to explam hiS
    handling of the train and ever ready to demonstrate. Therefore,
    once
    we tipped over the hill at Osprey Lake, Cliff demonstrated
    how to bring a train downgrade when the lead unit
    (GP7 8416)
    didnt have a pressure-maintaining feature in the automatic
    brake.
    Any true railfan would have loved what happened next.
    When
    we got to Jura, it was close to midnight and Cliff was
    starting to watch the train pretty closely
    as we wound our way
    down the Belfort loops. Cliff had
    an attentive and appreciative
    audience in myself and the rookie head-end brakeman, so at
    Mileage 63.5 he decided
    to stop to cool the wheels. He
    explained what he planned to do and then, after a suitable cool­
    down, he began a real masterpiece
    of train handling.
    I
    dont recall the exact details, but as the train brakes
    released, Cliff used a combination
    of independent brake
    application and dynamic brakes (which were not 100 per cent
    reliable)
    to very expertly make the train respond exactly when
    and how he had said it would. The brakeman and I were suitably
    impressed!
    After a briefstop at Princeton, where the head-end brakeman
    isolated the lead
    unitso wed have a quiet ride the rest of the trip,
    we headed into the tunnel at mileage 71 .2. Cliff suddenly jumped
    up and cut the isolation switch back into
    run position. That
    was just for Joe, he grinned.
    The howl
    of those straining engines was like the sound of
    bomber formations in those old war shows. Dont ever tell me
    that the sound
    of hard-working Diesels cant send chills up your
    spine!
    Lord, it was a lonesome ride from Princeton to Spences
    Bridge in the middle
    of the night. In 1974, there were even fewer
    people
    in that area. It was blacker than a crows behind that
    night and for miles it was just shake and rattle, rock and roll-and
    spit sunflower seeds.
    Merritt at 3:30
    a.m. looked like some place from a ghost
    movie.
    It seemed pointless to whistle for the few crossings. We
    arrived at Spences Bridge about 5:00 a. m., set our train out, and
    went to the old hotel for breakfast.
    At 5:30, the temperature was
    only a
    few degrees above freezing, and here we were dressed in
    short-sleeve shirts. Penticton is usually nice and warm at that
    hour in early July! Can you believe cab heaters going full blast
    when another five hours would see temperature approaching
    90 degrees
    F. ?
    At this particular time it was the practise ofthe train crew to
    immediately marshall the return tonnage and head back to
    Penticton.
    It was approximately eight hours running time either
    way so those 177.8 miles between terminals got to be very long
    ones.
    By 7:00 a.m. we were winding our way backup the Nicola
    River valley with a train one car length short
    of a mile long.
    15
    At one point, passing through an Indian Reserve, we leaned
    out the window to wave at a group
    oflndian people standing near
    the track. This was the height
    of the Red Power era and we
    were rewarded with one finger salutes.
    It was a very long, slow ride to Princeton as exhaustion set in.
    My memory of the ride is one of increasing heat, glare, ceaseless
    vibration and noise.
    We had to set ofT about 35 cars at
    Princeton, so it was around noon by the time we were tackling
    Jura hill. We made about 10-15 m.p.h. up to Jura. It was
    fascinating to watch our caboose travelling
    in the opposite
    direction as we rounded the Belfort loops.
    The remainder of the trip to Penticton was a joint effort to
    stay awake. When we got home, around 3:00 p. m., it was hot
    and the swimming was great, but after that ride all I could think
    of was food and sleeo!
    I slept for over
    13 hours which was normal for the rest ofthe
    crew. Not too long after this ride, the Company put its foot down
    and insisted the crews have at least five hours rest at Spences
    Bridge. Indeed, that was the case on my next ride.
    Coming back to Brians article, he commented on the colours
    -indeed those were two beautiful days that he rode the
    subdivision, but the real colour
    of the Princeton Sub. belonged
    to the multiple
    of characters that spent most of their careers on
    the K.
    V. Division. They have now retired and I sorrow that
    even though the trains run
    for the moment, no one can ever again
    ride with those that knew first-hand the story
    of the K. V.
    A Century Ago
    Bishop Baldwin on a Hand Car
    From: The Dominion Illustrated February 22 1890.
    The Petrolia Advertiser gives this amusing account of
    some of Bishop Baldwins experiences in the oil country of
    southern Ontario:
    On Monday morning the bishop started for Inwood, at
    8: 10
    A. M., to hold the first confirmation ever held in that burg.
    Service was over at
    11: 30. As there was no train available to
    return by, a hand-car was obtained to convey the bishop back to
    Oil City, seven and a half miles,
    in order to catch the train that
    leaves Oil City for Petrolia at about 12:30 P.
    M., but the weather
    was against this arrangement. A violent head wind from the west
    was blowing, and the man propelling the railway velocipede got
    tired out working against the wind.
    Ill take a tum says the
    bishop, and at it he went till he got exhausted. The man again
    took up the work until he had to stop; the bishop again bore his
    part; again the man got to work and had to resign, and again the
    bishop rolled the
    hand-car along. Section men on the line, as the car swept past, could not understand such a transformation
    scene,
    as why the bishop should propel the man, instead of the
    man propelling the bishop, but between them they got to Oil City
    half an hour after the train left.
    Mr. Wetherall, however, was the
    Gaius for the occasion, and his grateful hospitality put the
    bishop
    in trim for the unpleasant ordeal
    of driving from Oil City
    to Petrolia.
    That road is execrable, its heights and depths require
    to
    be appreciated, and splashed with mud from head to foot, and
    every bone
    in their bodies aching, the episcopal party arrived
    back in Petrolia about 5
    P.M. QUite fresh as if nothing had been
    done all day, his Lordship did
    all the work at the missionary
    meeting
    in Christ Church this evening. His old friends in
    Montreal and elsewhere will be glad to know that the bishop,
    who was always a moving speaker,
    is still able to carry people
    along with him.
    16

    ANew Railway M useUDl for
    British ColuDlbia
    R. Ken Bradley
    Photos by Florence Annison
    Some 58 miles north of Victoria on Vancouver Island, B. C.,
    lies the town of Ladysmith. 1988 saw the opening of a unique
    railway museum on the site
    of the shops and yard of Crown
    Forest Industries Ltd., now Fletcher-Challenge
    Canada Ltd.
    This company had formerly operated a 20-mile logging line
    out
    of Ladysmith through some spectacular scenery. The last
    revenue
    train operated
    in 1985. Following that the line was to be
    abandoned. A large portion
    of Vancouver Island heritage was
    about to
    be lost forever.
    Fortunately help was at hand. A small group
    of train buffs
    banded together and formed the Ladysmith Railway Historical
    Society
    (LRHS), in a concerted endeavour to halt the progress
    of disintegration. The Society was incorporated on Aug. 16,
    1985.
    Since then much has happened. The Company has most
    generously turned over to the
    LRHS a great deal of equipment
    that might well have gone to the scrap dealers. The buildings on
    the site are owned by the Town
    of Ladysmith and are leased by
    the Society. These include main shop, roundhouse, car shop,
    sand house, and lunch and wash rooms.
    The Society owns a 1923 Baldwin 2-8-2, a Class B Shay, an
    Aleo diesel-electric
    RS3 -# 8427, a 6-wheel Plymouth diesel
    -# 7 and a 4-wheel gas locomotive -# 107, the last three being
    operational. Rolling stock already restored includes a C. N.
    boxcar (bit. 1918), a water
    car, and a self-propelled crew car.
    Other pieces
    of rolling stock are bull cars, steel flats, a wooden
    flat with arch bar trucks, tank cars, and two Canadian Collieries
    coal cars (ca. 1900). Also included
    is a log unloader called a
    Humdergen. These are all stored
    in the yard. In addition are
    track speeders and push cars.
    The main shop building is 200 feet long and is equipped with
    two service tracks, a 70-foot pit with wheel-drop; there are also
    a wheel lathe, shaper, air hammer, horizontal press, forge, and
    overhead crane. The roundhouse and car shop have each one
    service track with pits.
    In addition to yard trackage the
    LRHS has 8 miles of main
    line which
    is at present being brushed out. Only then can it be
    ascertained how much work will be required to bring it up to
    inspection standard.
    Plymouth diesel, 0-6-0, # 7,
    serviceable. Baldwin
    2-8-2 locomotive -IF 11 in
    process oJ rebuilding in main shop.
    Rebuilt
    eN box car oJ 1918 vintage.
    17
    18
    The Humdergen log unloader. Rebuilt water car.
    Self-propelled crew car undergoing
    restoration.
    Wheel lathe in main shop.
    Brushing out the main line. Turn-of-the century coal cars
    awaiting rebuilding.
    19
    20
    by Douglas N. W. Smith
    HOMETOWN LINE VANISHES
    When I returned to my parents home in Drummondville,
    Quebec for the 1986 Christmas celebrations, my father greeted
    me with the news that
    CP was planning to abandon its line. Even
    to this
    hardened editor, who has written obituary notices for
    thousands
    of miles ofrailway lines, this came as quite a surprise.
    CP had been the first rail line to reach the city and its tracks
    served all the major factories.
    On a last minute shopping trip during
    that holiday period, I
    came across
    CPs way freight assembling its consist for the
    return trip to Farnham. Pausing to watch the
    RS-18, all seemed
    right with the world. Therefore it came as a shock to receive the National
    Transportation Agency decision authorizing
    CP to abandon the
    Drummondville Subdivision from Foster, at Mile
    0.0., to
    Drummondville, at Mile 46.6 thirty days after November
    21,
    1989. In its order the NTA stated that in 1988 the line had
    operated at a
    $57,000 loss and handled 725 carloads. The
    reason for the decline in traffic was the construction of a large
    distribution warehouse along the CN line. This facility handles
    traffic from most
    of the plants which formerly shipped by
    CPo
    The earliest part of the CP trackage to Drummondville was
    constructed
    by the Richmond, Drummond and Arthabaska
    Counties Railway
    (RD&A) as part of a colonization railway
    It was tempting to dub this picture The Victor and The Vanquished. CP RS-18 8780 has just crossed the CN Montreal-Halifax
    main line and
    is running along the remaining segment oj the original Richelieu, Drummond & Arthabaska line. To the right oj the
    8780
    is the another RS-18. CN 3707 was stationed in Drummondville to perform switching duties that December 24, 1986. The
    box car between these two units
    is on the CN-CP interchange track.
    Photo Credit: Douglas N.
    W. Smith.
    In the far oJJyear of 1914, a CP wayfreight drifts into Drnmmondville. The little wooden station was replaced by a large stone and
    brick s/rncture in the 1920s. Locomotive 7011 was builtin 1886 by the Canadian Locomotive Company. Originally numbered 98,
    it
    was renumbered in 1913 and two years later was taken oJJthe roster.
    Photo Credit: Photographer A.
    W. Heckman, Courtesy ofCP Rail.
    Photo Source: Doug Smith.
    !
    Foster was initially a way station on the South Eastern Railway when it built its line from Sutton Junction to Drnmmondville
    through the community
    in 1876. It became a junction point following the constrnction of the CP subsidiary, the Atlantic & North
    Western Railway, through the area
    in 1885. III this view, most likely taken during theftrst two decades of this century, the
    ex-South Eastern line
    to Drnmmondville passes to the left of the station while the A&NW line to Montreal is on the right.
    Photo Credit: Photographer A.
    W. Heckman, CP Rail.
    21
    22
    scheme sponsored by the Quebec governmen,t. The RD&A
    completed a line from Sorel to L A venir through Drummondville
    in 1871. Built on a shoe-string budget, the line was notable for
    being laid with wooden rails.
    The following year, the
    RD&A was amalgamated with the
    South Eastern Counties Junction Railway
    (SECJ) to form the
    South Eastern Railway
    (SER). At the time of the amalgamation
    a
    50 mile gap existed between the RD&A and the SECJ, whose
    line extended from
    West Farnham Quebec to Newport,
    Vermont.
    In 1875, the
    SER initiated steps to modernize its property
    and join its holdings. The wooden rails
    on the RD &A proved ill­
    suited to the rigours
    of operation. In September 1875, the SER
    finished relaying the line between Sorel and Drummondville
    with iron rails. Construction
    of a new rail line between
    Emersons on the former
    SECJ and Drummondville on the
    RD&A took three years. Completion dates for the sections of
    this line were as follows:
    Segment
    Emersons* to Knowlton
    Knowlton to Waterloo
    Drummondville to Actonvale
    Waterloo and Actonvale
    Year Built
    1875
    1876
    1876
    1878
    Note: • Later renamed Sutton Junction and subsequently renamed Enlaugra.
    Through passenger service began between Sorel and Sutton
    Junction
    in February 1879. The SER was taken over by CP in
    1883.
    The first
    part of the Drummondvi11e Subdivision to be
    abandoned was the section between Enlaugra and Knowlton
    which was abandoned
    in 1962. The section between Knowlton
    and Foster, where connections were made with the Montreal­
    Saint John, New Brunswick main line, was abandoned
    in
    1977.
    The November
    21, 1989 NTA order also permitted CP to
    abandon the remaining 1.9 miles
    of the original RD&A line,
    with the exception
    of this trackage in Drummondville, the Sorel­
    LAvenir line had been abandoned
    in 1893.
    SASKATCHEWAN RAIL NETWORK SHRINKS
    On November 14, 1989, the National Transportation
    Agency authorized the abandonment of two lines in
    Saskatchewan: the 14.4 miles
    of the Corning Subdivision
    between Corning and Peebles and the 18.0 miles of the Porter
    Subdivision between Oban Junction and Cando.
    The Corning Subdivision was opened between Corning and
    Handsworth, a distance of22.3 miles
    in November 1924. While
    the line was built by
    CN, construction was done under the
    charter of the Canadian Northern. The 7.9 miles
    of trackage
    between Handsworth and Peebles was abandoned
    in 1981.
    The Porter Subdivision was opened between Oban and
    Battleford, a distance
    of 48.2 miles, on October 22, 1912. This
    line was built
    by the Grand Trunk Pacific. The 30.2 miles
    between Battleford and Cando was abandoned
    in two segments:
    the 4.3 miles between Battleford and Dacre
    in 1974 and the 25.8
    miles between Dacre and Cando
    in 1975.
    The sole commodity handled over both lines at the time of
    abandonment was grain. In 1986, the Corning Subdivision
    handled 293 carloads and lost
    $52,506 while the statistics for
    the Porter Subdivision was 216 carloads and a loss of$74,41O.
    LAURENTIAN DEPARTURE
    Many members of the Association will be saddened to learn
    that
    CP received permission on July 4, 1989 to abandon
    practically the entire Ste Agathe (Quebec) Subdivision. Over
    the years, the
    CRHA has operated a number of excursions over
    this trackage.
    Under the
    NTA order the segments between Ste Agathe and
    Mont Laurier and between St. Jerome and Ste Agathe will
    be
    abandoned on December 31, 1989 and July 4, 1990 respectively.
    After the abandonment
    of the second segment, all that will
    remain
    of the Ste Agathe Subdivision will be the 13.6 miles from
    Ste Therese to St. Jerome.
    Much
    of the credit for the origins of this rail line belongs to
    Father LaBelle, a Roman Catholic priest. He viewed the
    construction
    of the line as a means to open up new areas of the
    province
    to settlement thereby preventing the outward migration
    of French-Canadians to New England and the western
    provinces.
    In 1883, the Dominion Parliament passed a charter
    for the Montreal & Western Railway authorizing it to build a line
    from St. Jerome
    to a point on the CP between Lakes Nipissing
    and Temiscaminque via Ste Agathe and Maniwaki.
    In 1883, the federal government provided a subsidy
    of
    $ 320,000 for the line. This was based upon the standard subsidy
    of$ 3,200 per mile for lOb miles of line. Subsidies could only be
    earned as each ten mile section was laid with track. A survey
    of
    the first 70 miles of the proposed route between St. Jerome and
    Desert, where a connection was to be made with the Gatineau
    Valley Railway, showed that construction would be more costly
    than had been anticipated.
    In response to petitions
    for greater aid, the federal government
    increased the subsidy
    in 1886 to $361,270, based upon a per
    mile grant of $ 5,161 per mile
    for 70 miles of line. As a further
    stimulus to construction, the
    M& Wand CP entered into an
    agreement on October 15, 1889 whereby
    CP agreed to lease the
    line and acquire its stocks and securities.
    Armed with this backing, construction
    of the M& W began in
    1890. By October 1890, the government railway engineer was
    able to report that the
    M& W had laid track on the first ten miles
    of line from St. Jerome and had made good progress on the next
    eight miles.
    At the same time, the financial affairs of the fledgeling
    enterprise were reaching a crisis. On November 27 , 1890, H. J.
    Beemer, the Managing Director of the
    M& W, wrote the Prime
    Minister, Sir John A. MacDonald, a letter pleading for
    an
    assistance:
    We have 1 ,400 tons of rails, plates lying on the wharf here
    [in Montreal] which
    we cannot remove owing to the want of
    money to pay for same. Ramps are being closed on the wharves
    and shipowners are clamouring for their removal.
    CP state they
    require to take up their switches at once. The only way to save us
    serious loss
    is for government to wire Grenier Mayor [of
    Montreal] and President of Peoples Bank that he will be
    23
    The Ste Agathe station was one of the more imposing passenger facilities along the route of the Pett train du Nord.
    Photo Credit: CP Rail.
    perfectly safe to advance M& W $40,000 which will be retained
    for them out of subsidy to be allowed said railway on their
    sections between miles lately inspected.
    Serious losses could have accrued to the
    M&W ifit was not
    able to pay for these rails. During the nineteenth century,
    Montreals harbour remained
    in a primative state. Each spring,
    ice flows and flood waters scoured the waterfront. Consequently,
    no fixed facilities existed on the wharves along the waterfront.
    Everything on the wharves had to be removed each
    fall or face
    possible loss
    in the spring floods. By passing an Order in Council
    authorizing the payment of subsidies for work done on sections
    of less than ten miles, Sir John was able to have the necessary
    funds released to the
    M& W.
    The government authorized the M&W to open the first 18
    miles of its line to traffic on September 28, 1891 . In making his
    inspection
    of the line, the government engineer noted that the
    station at Shawbridge was being erected by the inhabitants
    of
    district. Pursuant to its agreement with the M&W, CP began
    regular train service between St. Jerome and Ste
    Adele/Mont
    Rolland on October 13, 1891.
    During the summer
    of 1892, the line reached Ste Agathe, a
    point some 30 miles from St. Jerome. By the end ofthe year, the
    track had been laid to Mile 52. However, the line was only
    inspected for purposes
    of opening to the carriage of traffic as far
    as St. Faustin at Mile 44.5.
    Late
    in 1893, the final 26 miles of line eligible for the
    Dominion subsidy were completed. Meeting the letter
    of their
    contract with the government to build
    70 miles of line, the
    M&W track terminated 3 miles north of Labelle in the bush. In
    1897, CP purchased the trackage between St. Jerome and
    Labelle. During the first decade of this century, the line was extended
    58 miles to its final terminal at Rapide de
    I Orignal [now called
    Mont Laurier]. The extension was built under the charter of La
    Compagnie de Chemin de
    Fer de Colonisation de Nord
    (CCFCN). Construction started 1902. Nominingue was
    reached on January
    5, 1904. Passenger service between
    Montreal and Mont Laurier was inaugurated on September 15,
    1909.
    CP leased the CCFCN for 999 years in 1905.
    Starting
    in 1911, CP began actively to promote the
    recreational benefits
    of the Laurentians. The line experienced its
    busiest years during the 1940s and 1950s. Its capacity was
    strained by numerous weekend -only Montreal-Ste Agathe and
    Montreal-Labelle trains which accommodated cottagers
    in the
    summer and skiers
    in the winter.
    The opening
    of the Laurentian autoroute in the late 1950 s
    stripped the trains
    of their traffic. Effective October 29, 1961,
    all the special weekend trains were discontinued and the regular
    service was reduced to a single daily Montreal-Mont Laurier
    round trip. Three years later, the frequency
    of this train was
    reduced to tri-weekly operation.
    Oddly, the fortunes of the passenger service began to
    improve following a March 1977 order
    by the Canadian
    Tnmsport Commission
    (CTC) which permitted CP to eliminate
    two
    of the three weekly round trips. The Friday Montreal-Mont
    Laurier and Sunday Mont Laurier-Montreal trips were ordered
    retained on a temporary basis while further material was
    gathered to determine the need for weekend service.
    Realizing that actions speak louder than words, the Regional
    Development Council
    for the Laurentians and the Laurentian
    Tourist Association charted 8 special trains from
    CP which
    24
    Back in the 1950s, the New York Central operated several hundred miles of trackage in southern Ontario. Over this route moved a
    steady flow
    of streamliners and heavy freights operating from Chicago and Detroit to New York. In a complete contrast, the
    Centrals Quebec property
    was a sleepy 50 mile branch line into Montreal. Who would have expected that come 1990 the Ontario
    trackage would
    be owned by CN and CP and the successor to the NYC, Conrail, would be expanding its rail line ownership
    in Quebec! Photo Credit: Douglas N. W. Smith.
    were dubbed Le Ptit Train du Nord . The origins ofthis name
    date to the early years
    of the line and formed part of the folklore
    of the area. Each Sunday between January 22 and March 19,
    1978, these trains made a round trip between Montreal and Ste
    Agathe
    or Labelle. A total of7,000 passengers travelled on the
    specials.
    Impressed with these results, the
    CTC on June 8, 1978
    ordered
    CP to operate special Saturday and Sunday round trips
    between Montreal and Labelle from July I to
    October 8, 1978
    and from December
    9, 1978 to March 18,1979. Thispattemof
    summer and winter special trains remained in place until
    November 1981 when all passenger service on the
    Mont Laurier
    was discontinued by order
    of the government.
    In 1982 and 1984, the
    CTC rejected CP applications to
    abandon the line.
    Each time, the CTC based its rejection upon
    evidence presented by intervenors that new industrial plants
    in
    Mont Laurier would require rail service and generate a sufficient
    level oftraffic to make the line profitable. While the plants were
    opened, the projected rail traffic did not materialize.
    In 1987,
    the line posted losses in excess of $ 750,000.
    RAIL LINES SHUFFLED
    CN and Conrail have concluded arrangements which will
    affect rail line ownership and operation in the extreme
    southwestern
    comer ofthe Province of Quebec. Up to this time,
    CN has owned the rail line between Massena, New York and
    Montreal. Conrails service between these points has been over
    a combination
    of lines owned by that corporation, CN and
    CPo
    Up to the early 1960s, the New York Central :B.ailroad
    (NYC) reached Montreal via its line through Malone, New
    York. After the abandonment
    of the portion of this line south of
    Malone, the NYC arranged for trackage rights over the CN line
    between Massena and Huntingdon which continue to be
    exercised
    by Conrail. From Huntingdon to Valleyfield, it
    operates over the trackage
    of its Canadian subsidiary, St.
    Lawrence & Adirondack Railway
    (St. L&A). The St. L&A
    leases the line between Valleyfield and Beauhamois from CN.
    From Beauharnois to Adirondack Junction, the line is owned by
    the St.
    L&A. Operations from Adirondack Junction to
    Montreal are over
    CP trackage.
    Under the recently completed agreements,
    CN has sold its
    trackage between Massena and Huntingdon to Conrail. As well,
    CN has agreed to extend through to the year 2005 the lease of its
    track between Valley field and Beauharnois to the St.
    L&A.
    This lease had been due to expire in 1994. In exchange, CN has
    acquired trackage rights over the line from Beauharnois to
    Massena. This move could render
    CNs trackage from Ste
    Martine Junction to Huntingdon redundant.
    NO LONGER WANTED
    On the basis of an appeal by the City of Granby, Quebec, the
    NTA reversed its decision requiring CN to continue to operate
    the Granby Subdivision from mile 9.0 to
    15.57. The October
    13, 1989 decision authorizes the removal
    of the tracks through
    the city.
    The retained trackage will terminate on the western
    edge
    of the Granby. The history of this line was covered in the
    January-February 1989 issue of Canadian Rail.
    SHORT TURNS
    On August 17, 1989, CP Rail began to exercise trackage
    rights over the
    CN Three Hills Subdivision from Sarcee
    Junction
    in Calgary to Irricana, a distance of 28.5 miles.
    Following
    NTA authorization to open the connecting track at
    Irricana, CP abandoned its own line between Calgary and
    Irricana.
    The trackage abandoned is the 10.3 miles of the
    Strathmore Subdivision between Shepard and Langdon and the
    southernmost 25.8 miles
    of the Langdon Subdivision between
    Langdon and Irricana.
    CSX has sold its line between Walkerville and Oldcastle,
    Ontario to
    CN. Built by the Lake Erie & Detroit Railway, it
    formed
    part of a line extending from Walkerville to St. Thomas.
    The line has seen a number
    of owners. The Pere Marquette
    Railway acquired
    it from the original owners. The Chesapeake
    & Ohio Railroad took over the
    Pere Marquette in 1947. The
    C&O is one of a number of major railroads which were
    amalgamated during the last two decades to form
    CSX.
    25
    In Memorian
    Norris R. Crump
    1904 1989
    by Fred Angus
    Members of the CRHA, and everyone interested in
    railroading, will be sorry to hear
    of the death of N. R.
    (Buck)
    Crump, former President and Chairman of the
    Canadian Pacific Railway Company (now C. P. Limited).
    Mr.
    Crump died at his home in Calgary on December 26
    1989
    at the age of 85.
    Mr. Crump was born in 1904 and joined the CPR in
    1920 at Revelstoke B.
    C. Later he was transferred to
    Field and then to Winnipeg.
    He then took a leave of
    absence during which time he earned a degree in
    Mechanical engineering at
    Purdue University in 1929.
    Working his way up in the company, he became, by
    1942, assistant to the Vice President in Montreal. In
    1943
    he moved to Toronto where he was, successively,
    General Superintendant, General
    Manager and Vice
    President. In 1948
    Mr. Crump became Vice President
    with jurisdiction over all lines and he returned to
    Montreal.
    The following year he was elected a director
    and member
    of the executive committee. In 1955,
    following the retirement of W. A. Mather, Mr. Crump
    was elected President.
    During the
    Crump era the CPR changed from a
    transportation company into a diversified conglomerate
    which owned shares
    of many Canadian companies, thus
    starting a structure that has continued until recently.
    One
    of Mr. Crumps major projects was the conversion of the
    railwayS motive power from steam to diesel.
    He had
    written a thesis on diesel engines for his
    masters degree
    at Purdue in 1936 and his efforts at dieselation began
    during his Vice Presidency, being completed
    in 1960 while he was President.
    He was also one of the originators
    of the plan to improve passenger service in the early
    1950s when the 173 stainless-steel cars (many still in
    use by VIA) were built. This culminated in the inaugura­
    tion
    of the Canadian in April 1955, the year he
    became President. Within a few
    years, however, the
    decline
    in ridership caused CP to reverse its policy and
    ultimately hand over the service to
    VIA in 1978. It is
    ironic that, as a result of the recent cutbacks, the last run
    of the Canadian took place less than three weeks after
    the death
    of Mr. Crump.
    In 1961 he was elected Chairman and President, and
    later, in 1964 he relinquished the Presidency and was
    appointed Chairman and
    Chief Executive Officer. In
    1972 Mr. Crump retired and moved to Calgary. He
    remained a director of CP until 1974.
    When the
    Canadian Railway Museum was being set
    up in the 1950s, Mr. Crump showed much interest and it
    was largely due to his cooperation that much onhe
    Museums collection of CP locomotives and cars were
    saved and donated to the
    CRHA. This extended well
    beyond the initial selection
    of stearn locomotives in the
    late
    1950s and early 1960s; as late as 1967 Mr. Crump
    personally wrote a letter donating two sleeping cars to the
    Association.
    He was an Honourary life member of the
    CRHA, one of a very small number of persons to have
    been so honoured.
    With the passing of Buck Crump, Canada has lost
    one
    of its greatest railroaders, one who made history as
    surely as did the builders
    of the railways in earlier times.
    It is truly the end of an era.
    More on the 1939 Royal Tour
    by Ron Ritchie
    Following the excellent article by Douglas N. W. Smith in
    the
    May/June 1989 issue of Canadian Rail, readers may be
    interested
    in some additional information concerning the trains
    involved.
    During my forty years of employment with C. P. I was
    fortunate to have
    had access to files from which I was able to
    glean information on a variety
    of subjects, one of which was the
    1939 Royal
    Tour.
    There is a popular misconception that Canadian Pacific H-I
    class locomotives could not operate over the St. Lawrence River
    bridge.
    This is incorrect as, not only did they handle the Royal
    Train, but during and following World War II they operated on
    various trains between Montreal and Megantic. A
    Canadian
    Pacific officer has stated that during the war permission was
    obtained from United States regulatory authorities to operate
    them through the state
    of Maine. Logs kindly furnished to me by
    Ernest Modler also show these engines operating on passenger
    trains that he rode.
    Upon their return from the United States, the Pilot and Royal
    trains were, as the article states, delivered to Canadian Pacific
    by the Delaware
    & Hudson at Delson. From that point to
    ;
    26
    Sherbrooke by Royal Train, at least, was handled by its regular
    engine,
    2850. The writer was present at Sherbrooke that day
    and saw the train arrive and, moreover, engine
    2850 returned to
    Montreal hauling the regular passenger train in which he
    rode.
    The schedule for the Pilot and Royal Trains made no
    provision for taking water between Delson and Sherbrooke,
    therefore it
    is obvious that they had a full tender leaving
    Delson.
    Over the Quebec Central Railway, between Sherbrooke and
    Joffre, the Pilot Train was handled
    by engines 2609 and 2629,
    engineman B. Dunn, fireman E. J. Forest and engineman A.
    Spry, fireman W. S. Varney respectively and with conductor H.
    Nadeau and trainmen R. Downes and H. Samson. District
    Master Mechanic
    A. Peers and Division Master Mechanic C.
    Powers rode the leading and second engine respectively.
    The Royal Train was handled
    by engines 2625 and 2658,
    engineman
    A. B. Ball, fireman W. E. Pettes and engineman H.
    J. Wark, fireman P. Brault respectively and with conductor J.
    Roy and trainmen A. Doyon and L. Legendre. R. F. Thomas,
    General Air Brake Inspector and P. J. Johnson, Master
    Mechanic rode the leading and second engines respectively.
    Both trains operated as Passenger Extras over the
    Q. C. R.
    and over the
    C. N. R. from Diamond to Joffre. The Pilot Train
    had right over all trains, while the Royal Train had right over all
    trains except the Pilot Train.
    Water was taken enroute at Leeds Tank.
    Leaving Joffre for Riviere du Loup, the Pilot Train had
    C. N.
    engines 5252 and 6030 while the Royal Train had 5253 and
    6028. Both assisting engines operated from Joffre to St. Charles
    only.
    Helper engine 5253 from the Royal Train was held
    at St.
    Charles until the Royal Train arrived at Riviere
    du Loup in case
    required
    in an emergency.
    In addition to these two trains, Canadian National also
    operated a Relief Train forty
    five minutes behind the Royal
    Train. Its consist
    is unknown to me except that Dynamo/
    Baggage Car CN 8927 was included and was moved from Joffre
    to
    Cape Tormentine.
    Douglas Smiths article mentions that
    C.P. G-2u Class
    engine 2657 was involved
    in handling the Royal Train on lines
    that could not support the
    H-l class. This is absolutely correct,
    but
    in unexpected circumstances.
    It was originally intended that Their Majesties would drive by
    automobile from Fredericton to
    SaintJohn, N .B. Bay of Fundy
    fog being capricious, arrangements were made for a pseudo
    Royal Train to be available at Fredericton in the event that it was
    required. This train operated from Fredericton to Saint John
    hauled by engine 2657 and with the following consist (all
    C. P.
    equipment):
    Baggage Car
    Coach
    Sleeping
    Car
    Sleeping Car
    Business Car
    Business Car 4315
    1400
    Stanbridge
    Sovereign
    St. Andrews
    Thorold
    There were some features of the Royal Tour elsewhere than
    in Quebec and the Maritimes that may be of interest.
    It seemed to be the policy to detrain Their Majesties at
    suburban stations when arriving at the larger centres. On arrival
    at Montreal from Quebec
    City, they detrained at Park Avenue
    Station. Similarly, on arrival at Toronto they detrained at North
    Toronto Station, probably one
    of the last times that facility was
    used for railway purposes.
    The exchange of the Pilot and Royal Trains between C. P.
    and C.
    N. resulted in some bizarre operational manoeuvres. For
    example, they were transferred from C.N. to C. P. at Brighton,
    Ontario.
    Similarly, when possible consistent with scheduling, the
    trains were stopped for the night while enroute, not for safety
    considerations, but rather for comfort.
    At each such point, the
    station selected was close to the last engine watering facility and
    had to have both a back track and siding.
    The Royal Train was
    parked on the back track and the Pi lot Train in the siding for ease
    of departure in the morning.
    On
    C. P. lines, among the overnight stops were Caledonia
    Springs, Cobourg and Busteed, Ont.; Kemnay, Man.; Waldeck,
    Sask.; Banff, Alta. and Keefers,
    B.C.
    While I have not as yet assembled all of the engine numbers
    involved, documents indicate that assisting engines were used
    on both the Pilot and Royal Trains
    in western Canada,
    specifically as follows:
    Medicine
    Hat to Suffield, Alberta
    Beavermouth
    to Glacier, B. C.
    Revelstoke to Clanwilliam, B. C.
    Tappan to Notch Hill, B.C.
    While operating over
    C.P.R. lines, the Pilot Train was
    accompanied
    by the General Superintendent, District Master
    Mechanic and Roadmaster, while the Royal Train had the
    Superintendent and Division Master Mechanic. Assistant
    Superintendents were required to be on any opposing passenger
    trains to be met enroute.
    The line was cleared of all freight
    trains.
    One feature related to this
    Tour was the movement of the
    Royal automobiles and R.
    C. M. P. motorcycles from point to
    point. There were at least two sets
    which leap-frogged from
    point to point so that a set was always in place prior to the arrival
    of the Royal Train. Canadian Pacific had two baggage cars,
    4470 and 4472 assigned to this service.
    For the duration of the Royal Tour, Canadian Pacific
    Directors cars Mount Stephen and Strathcona were assigned to
    His Excellency the Governor General
    of Canada, Lord
    Tweedsmuir, while his regular cars, Government
    of Canada 1
    and
    2, were in use by Their Majesties.
    Finally,
    of interest to philatelists and photographers, the
    Pilot Train had three baggage cars assigned to
    it as illustrated in
    the May / June article. One was a post office, one a dark room for
    press photographers and the third for baggage.
    STILL MORE ON THE ROYAL TRAIN
    Since the recent items in Canadian Rail concerning the Royal
    train
    of 1939 more members have written giving more informa­
    tion about the train. Two
    of these letters follow.
    Ron Ritchie of Hudson Heights Que writes:
    I note that a question has arisen concerning a photograph that
    appears on page
    168 of issue 412 of Canadian Rail, specifically
    what Canadian Pacific car is behind the Royal party.
    The train in the background is most certainly the Pilot train
    which,
    of course, was not painted in Royal train colours. The
    consist of the Pilot train was as follows:
    CN Baggage Car
    CN Baggage Car
    CN Baggage Car
    CP Baggage/Sleeper
    CP Dining Car
    CN Sleeping Car
    CN Sleeping Car
    CN Sleeping Car
    CN Sleeping Car
    CP Sleeping Car
    CP Sleeping Car
    CP Sleeper/Lounge 8726
    8727
    8728
    4489
    ARDENCAPLE
    BOWMANVILLE
    EDMONTON
    KAMSACK
    LE PAS
    SILVERTON
    SLOCAN CITY
    RIVER CLYDE
    Since the two trains, whenever parked, were adjacent to each
    other, it may
    be safely concluded that the car in the photograph
    is the SILVERTON.
    From R. H. Tivy (retired CN General Officer) of Surrey
    B.C
    .:
    Your recent stories and photos of the Royal train of 1939
    have intrigued many, and the photos
    of CN power in the Sept­
    Oct
    89 issue have prompted me to make a small personal
    contribution.
    This
    is based on three photos I have retrieved from my
    collection showing the Royal train and
    CN engine 6047 standing
    in, being serviced at and departing from the station at Rivers,
    Manitoba on the morning
    of June 4 1939. I took the photos with
    my mothers Brownie camera and got a clear view on the off­
    side from the huge crowd walking around through the round­
    house, and hiding at first behind a snow fence.
    Rivers was a regular servicing point for steam power and
    hence there was a stop
    of 15 to 20 minutes. Although a large
    crowd had come from Rivers and towns up to 50 miles away, it
    was not
    an official stop for a Royal appearance because of the
    fairly early hour. However, as the train started moving out at
    about 8:
    15 A.M., Mitchells prize band, which had remained
    silent up to then, softly struck up
    God Save the King. To
    everyones delight, as the last car drew near the station, the King
    appeared on the rear observation platform clad only
    in his
    dressing gown. Needless to say
    he was wildly cheered as the car
    drew past the crowd on its way to Portage la Prairie and
    Winnipeg. Rivers, a
    CN divisional point, had done its bit for the
    Royal visit, both officially and unofficially.
    27
    28
    Welconte to Canadas
    Newest Railway
    by Douglas N. W. Smith
    A Saskatchewan group has taken away the title of Canadas
    newest railway from the Central Western Railway in Alberta.
    As
    of December 14,1989, freight cars have been rolling over the
    trackage
    of the Southern Rail Co-operative (SRC).
    Owned by 150 farmer-members, the railway consists of two
    separate lines, one
    is the 19 mile former CP Rail line between
    Rockglen and Killdeer and the other
    is a 24 mile former CN line
    between Avonlea and Parry. Both lines are located south
    of
    Moose Jaw.
    The provincial government provided the necessary financial
    and technical help for the co-op
    to negotiate track purchases
    from the railways, haulage agreements with the federal
    Department
    of Transport under the Western Grain Transporta­
    tion
    Act, and equipment lease and rentals. While the provincial
    government has guaranteed the
    SRCs loans, its business plan
    calls for the operation to pay for itself.
    Jack Sutherland, Saskatchewan Provincial Deputy Minister
    of Highways and Transportation, commented that the railways
    are abandoning high cost branch lines. Shortlines such as the SRC will keep some traffic off the highway system thereby
    reducing the need for the province to upgrade its roads. They
    also will permit the rail system
    thats in place to be operated in a
    more efficient manner.
    Motive power sets this line
    apart from the other railways in
    the country. The unique engine was designed by the provincial
    Department
    of Highways and Transportation and will be leased
    to the SRC.
    It is a truck cab modified to operate on either rails or
    roads. Thus it
    will be able to serve both lines operated by the
    SRC. The $300,000 unit will pull up to eight grain cars. The
    engine will also be equipped with a crane to perform track
    maintenance. This vehicle
    is to be delivered in May 1990. Up to
    that time, the SRC will use a trackmobile which will be hauled
    by truck between the two lines.
    While the former
    CN line has elevators at Truax and Parry,
    there are
    no elevators on the CP line. Farmers along the CP line
    will have to self-load cars for the time being.
    The Association wishes President Tim Stewart and General
    Manager Melvin Ellis the best
    of luck in their venture.
    The abandonment of CNs Erwood Subdivision in Manitoba was covered in the last issue. These two pictures from the Paterson­
    George Collection showing train operation
    in the region arrived 100 late for inclusion. For afficionados of Prairie railroading of the
    final years
    of the steam era.
    In the upper picture, Consolidation 2511 heads up mixed train, M240. Originating at Swan River, the train was just north of
    Sifton when this undated photo was taken. Tacked on behind the locomotive are cars for use by the maintenance of way forces. The
    Canadian Northern ordered the 2511 from the Kingston Locomotive Works
    in 1918.
    In the lower picture, CN passenger train 15 is north of its originating station at Dauphin, Manitoba. Trains 15 and 16 which
    operated triweekly from Dauphin
    to Prince Albert, were the only passenger trains to operate over the Erwood Subdivision. Close
    connections
    were made at Dauphin with trains operating to and from Winnipeg. Pacific 5122, which was built in 1919 at the
    Montreal Locomotive Works for
    CN, leads deadheading Mikado 3335 which was built in 1918 for the Canadian Government
    Railways at the Kingston Locomotive Works.
    29
    30
    All book reviews written by Fred Angus.
    The End of the Line
    The Newfoundland Railway in pictures
    by Clayton D. Cook
    Published by: Harry Cuff Publications Ltd.
    One Dorset Street
    St. Johns, Newfoundland
    AlB 1W8
    Price: $14.95
    This 133-page large format soft-cover book
    is a pictorial
    story
    ofthe Newfoundland railway. There is a minimum oftext,
    most of the story being told by the captions which accompany
    the illustrations. As the author says, that although it has a
    beginning and an end it
    is not a complete story. To tell the many
    untold stories
    of the Newfoundland Railway would fill more
    than one book.
    Nevertheless this book does a good job
    of telling the story;
    there are pictures covering most periods from the early days to
    the very end. There
    is a goodly selection of steam and diesel
    photos, together with the steamships and a section on railway
    men. Scenes along the line are numerous, and we see the railway
    in good times and bad; examples of the latter being snow-bound
    trains as well
    as some spectacular wrecks. A view of the train
    about to leave
    Port aux Basques in the 1940s makes one wish it were possible to climb on the open-platform observation car for
    the trip across the island.
    The saddest scenes are those showing the breaking of the
    track at
    Gaff Topsail on October 12 1988, as well as other views
    of the track being taken up. It makes one realize how much we
    have lost.
    The author, Clayton Cook was born in 1921 and worked for
    the railway from 1936 to 1969. In later years,
    as the line was
    abandoned bit
    by bit, he spearheaded a successful effort to
    preserve the Trinity loop on the line to Bonavista. Thus
    it will
    still
    be possible to ride a small portion of the Newfoundland
    Railway.
    The end of the Line is a nostalgic and informative book
    which all railway enthusiasts should read. One
    is advised not to
    look at pages
    79, 132 and 133 without having a good supply of
    tissues to wipe the eyes!
    A History of the
    Newfoundland Railway
    Volume 1 (1881 -1923)
    by
    A. R. Penney
    Published by:
    Harry Cuff Publications Ltd.
    One Dorset Street
    St.
    Johns, Newfoundland
    AlB lW8
    Price: $9.95
    This is a history of the Newfoundland Railway from the
    beginning until the end
    of the operation by the Reid Newfoundland
    Company in 1923 .
    It has much very informative text as well as a
    goodly number
    of pictures. The story begins with the plans ofthe
    1860s to build a railway across Newfoundland as part of a short
    route from Europe to America, partly by sea and partly
    by rail.
    The first surveys were made
    in 1868, but it was not until 1881
    that the first rails (only 35 lbs. to the yard) were laid. From then
    the story gets complicated
    as various companies seek to build the
    railway. Then
    in 1890 Robert G. Reid appeared on the scene
    and gradually progress was made until the first train crossed the
    island
    in June of 1898.
    The railway had some good years in the early 20th century,
    but it
    is doubtful whether it ever really broke even. Following
    World
    War I conditions became accute and by 1922 the railway
    was in danger
    of abandonment. However it was an essential
    service and, after much negotiation, the Newfoundland govern­
    ment took
    it over from the Reids in 1923 (Robert G. Reid had
    died in 1908). Under government control, colonial until 1949
    and federal thereafter, the railway continued another 65 years,
    but that
    is the subject of volume 2.
    The pictures are excellent and well cover the period. There
    are not only photos
    of trains but also ships, structures, people
    and a good map
    of the system. There is even a view of the paper
    money issued by R.
    G. Reid in 1894 for the purpose of paying
    the workers during a time
    of financial trouble. These notes were
    almost all redeemed later and are now very rare.
    AlfPenney was born in 1906 and worked for the railway until
    he retired
    in 1967. He then began to do research for this history
    in order to preserve this fascinating story of high hopes and lofty
    ambitions never realized;
    of political turmoil; of duplicity and
    greed in high places and
    of the ordinary men who worked on the
    railway and made it work, against great odds, for a hundred
    years.
    We look forward to the second volume.
    Ribbons of Steel
    The Story of the Northern Alberta Railways
    by Ena Schneider
    Published by: Detselig Enterprises Ltd.
    P.O. Box G 399
    Calgary,
    Alberta
    T3A 2G3
    Price: $ 18.95 (soft cover)
    $27.95 (hard cover)
    One of the last frontiers of North America was the Peace
    River country
    of Northern Alberta. One of the major factors in
    the opening up of this land was the Northern Alberta Railways,
    originally the Edmonton Dunvegan and British Columbia,
    which existed as a separate entity from 1915 to 1981, when it
    became a
    part of the Canadian National system. Ribbons of
    Steel tells the story of the N. A. R. in a book of more than 300
    pages, with many illustrations, which makes most interesting
    reading.
    We start in 1912 when the word spread through the Peace
    River country that the long-hoped-
    for railway was really
    coming.
    As the years go by we see the lines extend and watch the
    31
    development of the railway, in good times and bad, until it
    becomes a 923 mile
    system. Not only do we learn much about
    the railway itself,
    but also the people who built it and made it
    run.
    Even the CRHA is mentioned in connection with the
    preservation
    ofN AR stearn locomotive 73. One small correction
    here; it was the national
    CRHA, not only the Rocky Mountain
    Division, that saved this engine.
    Ena Schneider was born near Dublin, Ireland and travelled
    through many countries
    in the world before coming to Canada in
    1971. For ten years she worked for the NAR as executive
    secretary and editorial assistant
    of the companys in-house
    newspaper. She has written several articles on historical
    subjects, including
    one which appeared in Canadian Rail, and
    now, after much research,
    she has completed this excellent
    history
    of this lesser-known, but most interesting, Canadian
    railway.
    The London Huron &
    Bruce Railway
    1870 -1989
    by Calvin
    M. Patrick
    Published by: Calvin
    M. Patrick
    Penticton, B.
    C.
    Only 55 copies printed
    This limited-edition
    77 page book is a collection of stories
    and memories
    of this line which extended 74 miles from London
    to Wingham,
    in Ontario, and which was opened in 1876. The
    London Huron & Bruce Railway Company was incorporated on
    February 15 1871 but, owing to the usual delays in securing
    capital, construction did not begin for four years. By this time
    the proposed railway had been leased to the
    Great Western, and
    the line was built during 1875 as a
    GWR subsidiary and was
    officially opened on
    January I I 1876.
    The book tells much of the founding, growing pains and
    operation
    of this line through its days as a subsidiary of the Great
    Western (1875 -1882), the Grand Trunk (1882 -1923) and
    Canadian National (after 1923). In 1941 the line from Clinton
    to Wingham was abandoned and,
    as recently as 1989 the section
    from I1derton to Centralia was torn up.
    As the author notes the
    rails were shipped to the
    U. S. A. by flat car so did not suITer the
    final indignity
    of being shipped out by truck.
    The stories of the London Huron & Bruce show once again
    how much fascinating railway lore
    is contained in the history of
    the short lines which are now, alas, disappearing so quickly.
    32
    Riding the Radials
    Torontos suburban electric streetcar lines
    by Robert M. Stamp
    Published by:
    The Boston Mills Press
    132
    Main Street
    Erin,
    Ontario
    NOB
    ITO
    Price: $ 32.50
    Here is a real gem for the traction enthusiast. This tells the
    story
    of the suburban and interurban electric lines that radiated
    out
    of Toronto starting in the 1890s. While the Toronto city
    lines have been quite well covered
    in recent publications, the
    Radials
    (a descriptive term seemingly used only in Ontario)
    have long been neglected by historians. This book
    fills the gap as
    we are taken on a trip through history and see the Metropolitan
    Railway, the Toronto & York Radial, the Toronto Suburban,
    the Toronto and Minico Electric Railway, the
    North Yonge
    Railways and the Toronto and Scarboro Electric Railway.
    Each component of the radial system is described and there
    are clear maps. The photographs are very clear and some
    of
    them are very rare, dating back to the 1890s. There are also
    interesting anecdotes and news items from contemporary
    newspapers.
    While other large Canadian cities had suburban lines under
    different management from the city lines,
    Torontos situation
    was unique
    in that the city system was (and is) a non-standard
    gauge, while most
    of the radials were standard. Thus through­
    running was impossible and passengers had to change cars.
    Some lines, taken over by the
    TTC, were re-gauged in later
    years. Most interesting
    is the section that was abandoned in
    1930, was resurrected three months later as the North Yonge
    Railways, and lasted for another eighteen years. One line that has survived to the present day is the section
    of the Toronto &
    Minico, built in
    1893, that still runs as part of the TTC line to
    Long Branch.
    For anyone with even a mild interest in Canadian electric
    lines this book
    is highly recommended.
    Nostalgia
    An anthology of steam railroad poetry
    Published by: Steam
    RR Publications
    Box 99
    Osoyoos,
    B.C.
    VOH IVO
    Price:
    $10.95
    This second volume
    of original poetry written by railroaders
    during the steam locomotive era features photographs taken
    at
    Steamexpo in Vancouver in 1986. While this reviewer has not
    seen a copy of the book, we quote from the publicity sheet that it
    is authentic Canadiana that should appeal to those interested in
    Canadas railroading past. It is a working mans view of
    railroading and is a part of Canadas history as parts of the
    country were being opened up at the turn of the century and
    later.
    eN Lines Sig Newsletter
    Special Interest Group covering CN and its subsidiaries.
    Published by: Mike Christian
    2488 Paige Janette Drive
    Harvey, Louisiana, 70058
    U.S.A.
    Price:
    $10.00 per year (U. S. funds)
    It is interesting indeed that this detailed publication dealing
    with Canadian National and its subsidiaries should come from
    so far away as Louisiana.
    It is a well-prepared and informative
    periodical and deals with Canadian National, the
    Grand Trunk
    Western, the Central Vermont, Grand Trunk and Duluth
    Winnipeg & Pacific. The first issue consists of 34 pages and
    deals mainly with the contemporary (so far nothing from the
    steam era). There
    is lots of detail on motive power and rolling
    stock and drawings and photos
    of great use to modellers of CN
    equipment. In addition, modellers are told of ways in which
    commercially-available kits can be modified to suit
    CN
    prototypes.
    For anyone interested in present-day CN operation, or is
    contemplating building models of CN equipment, this publica­
    tion will be most valuable.
    We wish it all success in the
    future.
    33
    CRHA Contmunications
    ANNUAL MEETING
    The fifty-eight Annual General Meeting of the CRHA will
    take place at Vanier College, 821 St. Croix Boulevard, St.
    Laurent (Montreal) Que. (near
    Du College metro station) on
    Wednesday
    25 th April 1990 starting at 7:30 P.M. All members
    are invited to attend.
    Nominations for the Board
    of Directors must be submitted to
    the secretary Bernard Martin, 8 Plateau Beaujeu, Repentigny,
    Que.
    J6A 3S9. It will not be possible to make nominations from
    the floor at the meeting.
    THE CANADIAN RAILWAY MUSEUMS
    NEW DIRECTOR
    Janet Homewood, a resident of Montreal , was appointed as
    Director of the Canadian Railway Museum, effective December
    4 1989. She had previously been the Director
    of the museum at
    Brockville, Ontario.
    Our picture, taken at the Christmas reception for volunteers
    and staff at the Museum, held on December
    16 in the Hays
    building, shows Bill Hrynkow,
    CRHA Treasurer and Museum
    Chairman, Janet Homewood, David Johnson the President
    of
    the CRHA.
    We wish Janet success in her challenging new position; and
    pledge her our cooperation.
    NELSON ELECTRIC TRAMWAY SOCIETY
    Dr. M. Culham, President of the NETS, writes that the
    article on the Nelson Electric Tramway, which appeared
    in the
    September-October issue
    of Canadian Rail, was erroneously
    credited to him.
    The author of the article was MR. DAVE
    MAY. We apologize for the error.
    An article on the efforts of NETS to rebuild a street car line
    in Nelson will be published in Canadian Rail later this year.
    (9
    Z

    Z
    a:
    0
    ~
    Z
    0
    0
    Z
    a:
    W
    I-
    11.
    NELSON STREET RAILWAY
    SCHEDULE
    l.EAVE STANLEY WARD Be BAKEH LEAVE FAIRVW WARD &: BAKER
    AND INNIS DOWN TERMINUS UP
    HOL. 6: HOL.8: HOL. & HOL.8:
    DAILY SUN. DAILY SUN. DAILY SUN. DAILY SUN.
    6.30 6.40 6.50 7.00
    7.15
    • 7.25 7.
    20
    • 7.35
    7.30 • 7.45 I 7.40 • 7.55
    8.15
    8.15 8.20
    8.20 8.30 8.30 8.40 8.40
    8.55 8.55 9.00 9.00 9.20 9.20 9.30
    9.30
    9.40 9.40 9.45
    9.45 10.05 10.05 10.20 *10.15
    10.30 10.25 10.40 10.30 11.05 10.40 11.20 10.50
    11.30
    11.30 11.40 11.40 11.52
    I *12.05 12.05 *12.20
    12.00 1*12.15 12.10
    12.25 12.45 12.45 12.55 12.55
    12.30 12.30 12.40 12.40 1.05 1.05 1.20 1.20
    1.10
    • 1.00 1.25 • 1.10
    1.35 1.35 1.50 1.50
    1.30 1.30 1.40 1.10
    2.05 2.05 2.20 2.20
    2.00 2.00 2.10 2.10 2.35 2.35 2.50 2.50
    2.30 2.30 2.40
    2.40 3.05 3.05 3.20 3.20
    3.00 3.00 3.10 3.10 3.35 3.35 3.50 3.50
    3.30 3.30 3.40
    HO 4.05 4.05 4.20 4.20
    4.00
    4.00 4.10 4.10
    4.35 4.35 4.50 4.50
    4.30 4.30 4.40 4.
    40 5.05 5.05 5.20 5.20
    5.00 5.00
    5.10 5.10 5.35 5.35. 5.50 5.50
    5.30
    5.30 5.40 5.40 6.05 6.05 6.20 6.
    20
    6.00 6.00 6.10 6.10 6.35 6.35 6.50 6.50
    6.30 6.30 6.40 6.40 7.05 7.05 7.20 7.20
    7.00
    7.00 7.10 7.10 7
    .35 7.35 7.50 7.50
    7.30 7.30 7.40 7.40 8.05 8.05 8.
    20 8.20
    8.00 8.00 8.10 8.10 8.35 8.35 8.50 8.50
    8.30 8.30 8.40 8.55 9.05 9.05 9.20 9.
    20
    9.00 9.00 Barn ex. Sat.
    9.30 9.30 9.40 9.40 10.05 10.05 10.20 10.20
    10.30
    10.30 10.40 10.40 11.05 11.05 11.20 11.20
    11.30
    Barn 11.40 11.55 12.05
    BRrn
    9.00 p.m. Car leaving Stanley and Innes Streets runs till
    10.00 p.m. Saturday nights.
    –Change of time between Daily and Holidays and
    Sundays.
    On the same subject, Mr. J. R. McFarlane of Cape
    Elizabeth Maine sent us this schedule
    of the Nelson Street
    Railway. This will compliment the previously published
    article.
    WINTER AT THE CANADIAN RAILWAY MUSEUM
    This winters restoration project is to complete the rebuilding
    of the tender of former National Harbours Board locomotive
    No.4. The project was commenced several years ago; and we
    aim to complete it this winter.
    34
    COOL VOLUNTEERS at work in -JOoF weather 011 December
    30th
    1989. We work indoors-outdoors, with a roo/ over our heads,
    but the doors
    0/ Bldg No.2 open to both sun and winds. Steve
    Walbridge,
    Ed Lambert, Charlie DeJean, Dave Johnson and
    Kennie Carrol are the usual Saturday crew all winter.
    NEW BRUNSWICK DIVISION
    Work on the track o/the Salem and Hillsborough on November 3
    1989. From
    le/lto right we see Russel Smith, Bill Parkin,
    Geoff Irving.
    Photo by Dyson Thomas.
    ASSISTANCE WANTED
    Christopher Andreae, 61 Lonsdale Drive, London Ontario
    N6G 1 T4 telephone(519) 657-1851, is the historical consultant
    for a project to microfilm copies
    of the Canadian Official
    Railway Guide (originally known
    as the International Railway
    Guide). Unfortunately, due to a fire, the issues from January
    1871 to July 1893 are missing. So far the only copy
    he has
    located is May 1880, and it
    is in poor condition.
    Any members having, or knowing the whereabouts of, any
    issues
    of this guide for this period are asked to contact Mr.
    Andreae.
    ANNUAL AWARDS
    Hubert Crossley, President 0/ New Brunswick Division, Allan
    Graham, recipient, Dyson Thomas, member
    o/the awards
    committee, as photographed by Jim ODonnell at the award
    presentation on November
    15 1989.
    Presentation o/CRHA ltjetime achievement award to Ray Corley
    by
    Dr. David Johnson, CRHA President, at the meeting 0/ the
    Toronto
    & York Division on December 14 1989.
    CRHACONFERENCE~
    Preliminary in/ormation concerning this years Canadian
    Railroad Historical Associations annual national event.
    Read onl
    This years Conference is being hosted jointly by three
    western Divisions,
    Crowsnest & Kettle Valley (Cranbrook),
    Selkirk (Revelstoke) and
    Calgary & South-Western. Also
    taking
    part will be the newly formed Nelson Electric
    Tramway Society.
    Recognizing many members will have a long way to
    come, the Organizing Committee undertakes to make these
    journeys worth the effort!
    The program will cover an entire
    week, and
    be filled with a wide variety of activities. The
    following
    is a provisional sampler of what the agenda might
    include.
    DATES: Friday August 24,1990 to Monday
    September 3, 1990.
    PLACES: CalgAry & District; Revt:lstoke; Nelson;
    Cranbrook; Fon Steele
    PR
    OGRAM: (Tentative)
    Friday:
    Saturday:
    Monday:
    Tuesday:
    Rt&,istration; Social Evening ICalgary!
    Seminars; Calgary LRT Tour: High River
    Railway Museum, including dioner in the
    dining car
    Ctaampion Park, including Seminars; Train
    Operation: Signals Project
    Heritage Pl
    lrk [CalgaryJ. including Seminars;
    Steam Operation; Varnish
    Car no. 141
    Travel: Banff; Spiral Tunnels; Rogers Pass!
    Mount
    MacDonald Tunnel (Revelstok.el
    Wednesday: Revc1stoke: Scmman, including 50 years of
    lhc Royal Hudson; Selkirk Division Museum
    Plam;; Social Evening (CRIIA Busjncss
    Meeting)
    Thunday: Travel 10 Nelson: Elect.ric Tramway;
    Seminar/Social Evening
    Friday: Travel 10 Cranbrook: S5 Moyie [KasloJ:
    Evening Seminar (CranbrooJc)
    Saturday: Seminars; Museum Tour (in detail); Banquet
    Aboard
    The 1929 Trans Canada Limited
    ICranbrookl
    Sunday: CP Rail: EIlSI Kootenay Railway ISteam at
    Fort Sleek); Social Evening (Secood CRHA
    Business Meeting) ICranbrookJ
    Monday; Hreakrast Aboard The Trans Canada Limited;
    Dispersal
    Anyone wishing t
    t) make a presentation is cordially invited
    to submit an offer to the Organizing Commiltee, together
    with
    8 brief synopsis.
    Topics currently envisaged include:
    il Steam Operation in the 1990~
    o Passenger Car Restoration
    Museum PlllJ1ning for Success!
    o Eleclric Street Railways
    Northern Alberta Railways
    Prcservin& a Diesel
    o Railway Signals
    Light Rail Transit
    Others 10 rollow.
    Plan
    to come west for Conference 90, assuming youre
    not already here; you may be 155ured of a most rewardio&
    week, both with respec.t to rail items and scenery.
    35
    Costs are being worked OUI. and wiU be advised in due
    c:ou~e. Some acconunodation will be available aboard The
    Trans Canada Limited for the Cranbrook portion. Expect
    the total program
    paclta.&e to cost $300.00 to $400.00.
    meals IUld accommodation eXlfa. Provis)ons will be made ror
    people able to attend
    Urlain portions only. e.l. Calgary
    program. or Cranbrook only. Souvenir interpretive material
    will be available.
    some documentation included with the
    Conference reaistration.
    For further inrormation please write to:
    CRHA CONFERENCE 90 COMMJTTEE
    clo 632 Oakwood Place S. W.
    Calgary. Alberta,
    T2V OKS
    CANADA
    Preliminary expressions of intent 10 attend would be
    appreciated.
    TRANSIT CENTENNIAL IN BRITISH COLUMBIA
    This year will mark 100 ye operation in Vancouver and Victoria British Columbia. These
    systems were
    OOteworthy in that they began as electric systems
    and were never horse-operated. A detailed accl)!Jnl of the
    history of elCCtric .rams in these cities will appear in Canadian
    Rail during this centenni/ll year.
    END OF THE MUSKEG FLYER
    Friday, October 27 1989 marked the cnd ofthc mi. between EdmOnlon and Waterw
    ays, Alberta. A full account of
    this service, with photos, will be in the nelf issue.
    THE ROYAL CANADIAN
    We arc in receipt or the preliminary prospectus oflhe Royal
    CanlJdi ….. the luxury train that Blyth and Company of Toronto
    plan to run between Toronto and Vancouver on the Canadian
    PacifIC line. While lad: of space precludes a mMe detltilccl
    ~port in tNS issue, we plan to keep the readers informed of
    developments concerning this most intercstinl and ambitious
    project.
    BACK COVER:
    II MI4S (XIOMr 11 1917 … hM Jolt Boyd ,ook Ihif photo 0/11 srrtd car iff YU/OIOIoIth. NOIll Sootia. Tht trums h/ll·t bft,ot/rom
    Yomro~lh sinct 1918. und no .. Iht roU …. ay hU3 gon~ 100 1;/C VIA ptJJunglF unoia. ond lilt Dominion AllaJllic RailIWJY, ( lowtl j()r gavd 0 January J5 1990.
    NOliQ1I1 Aff:lr.il~J o/Conodo, PA-679JS.
    J
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