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Canadian Rail 488 2002

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Canadian Rail 488 2002

Published bi-monthly by the Canadian Railroad Historical Association
Publie tous les deux
mois par lAssociation Canadienmne dHistoire Ferroviaire
86
ISSN 0008-4875
Postal Permit No. 40066621
CANADIAN RAIL
PUBLISHED BI-MONTHLY
BY THE CANADIAN RAILROAD HISTORICAL ASSOCIATION
TABLE OF CONTENTS
THE ROYAL EXCURSiON …………………………………………………………. JAY UNDERWOOD…….. 87
THE OTTAWA ELECTRIC RAILWAY ROYAL CAR OF 1901 …….. DAVID C. KNOWLES…… 93
RAILWAY OPERATIONS IN THE BOER WAR 1899 -1902……….. ……………………………………… 97
TO LAC FRONTIERE ON THE QUEBEC CENTRAL………………… ……………………………………… 109
THE FICKLE FINGER
OF FATE -LA FATALITE DU DESTIN .. JACQUES PHARAND… 112
STILL MORE RAILWAY MURALS……………………………………………… ……………………………………… 114
THE BUSINESS CAR……………………………………………………………
…… ……………………………………… 117
FRONT COVER: The last day of pool train operation between CNR and CPR was October 30, 1965. Here we see the last pool train
to leave Montreals Windsor station on that day. Hauled by CN locomotive 6520, it was
bound for Toronto. A group of CRHA
members rode it as
far as Brockville, then returned on the last pool train from Toronto to Montreal. The next day CN started the
Rapido service while
CP inaugurated the short-lived Royal York and Chateau Champlain . Photo by Fred Angus
BELOW: Heading
for New York City, Amtraks Adirondack passes through St. Jean sur Richelieu Quebec, about 25 miles from
Montreal, on May 20, 2002. Behind engine
815 is a train consisting of five Heritage cars and one Amfleet car. Except for the
baggage cars, the Heritage equipment
is being retired. Photo by Fred Angus
For your membership in the CRHA, which
includes a subscription to Canadian Rail,
write to:
CRHA, 120 Rue .St-Pierre, SI. COhstant,
Que.
J5A 2G9
Membership Dues for 2002:
In Cana<;ta: $36.00 (iricluding all·taxes)
United States:
$31.00 in U.S. funds.
Other Countries:
$56.00 Canadian funds. Canadian Rail is continually in need of news, stories
..
historical data, photos, maps and other material. Please
send all contributions to the editor: Fred
F. Angus, 3021
Trafalgar Avenue, Montreal,
P.Q. H3Y 1 H3, e-mail
angus82@aei.ca . No payment can be made for
contributions, but the con tributer will b.e given credit for
..
-material submitted. Material will be retumed to the contributer
if requested. Remember Knowledge is of little value unless .
it is shared with others.
EDITOR: Fred F. Angus
CO-EDITOR: Douglas N.W. Smith
ASSOCIATE EDITOR (Motive Power):
Hugues
W. Bonin
LAYOUT: Fred F. Angus
PRINTING: Procel Printing
DISTRIBUTION: Joncas Postexperts
Inc.
The CRHA may be reached at its web site: www.exporail.org or by telepbone at (450) 638-1522
MAY -JUNE 2002 87 CANADIAN RAIL -488
The Royal Excursion
by Jay Underwood
It was a moment any politician would
relish, and it must have given Joseph Howe a
singularly enjoyable thrill,
to have the Prince
of Wales -next in line to the throne of his
beloved empire -liding on his railway from
Halifax to Windsor, a royal seal
of approval
on the project that had unquestionably been
Howes from concept to execution.
miLe. Income from freight (which included
189,465
feet of Lumber) totalled £2,550 5s
IIp, and horse and wagon traffic provided
revenue
of £1,466 5s 4p.
The vice-regal seal
of approval was alI­
important to Howe, who would be sworn
in
as Premier of the colony the next day (Aug.3,
1860), and to Jonathan McCully, the chief
commissioner
of the line; the Nova Scotia
railway was a
radical departure from the
accepted practice
in the Empire, where the
governments involvement with railways
Aid me in this good work, he had
urged the people
of Halifax, who were to take
a ten per
cent share in the creation of his
Nova Scotia Railway, and British North
America will have all the organization and
attributes of a nation.
The Prince of Wales at the time was purely from a regulatory stand. Nova
of his visit. From an 1860 medal. Scotia was the first to establish a railway as
That was in 1853. On August 2, 1860,
just seven years later, the completed line, for which he had
sacrificed his influential position on the executive council,
was ready to
carry Albert Edward, Prince of Wales, in a
fashion that would inspire his countrymen and lend an air
of
undeniable dignity to Howes beloved railway.
The railway had been built
in a businesslike manner,
from the spending restrictions placed
on the bi-partisan board
of commissioners (of which Howe had been chairman), to
the opening of both the westem (Windsor) and eastem (Truro)
branches.
There had been some vice-regal fanfare when
Governor Sir John Gaspard LeMarchant turned the first sod
at Governors Farm at Richmond
13 June 1854.
LeMarchant also presided over the official opening
of the line on June 3, 1858, as described on Ivan Smiths
website ( www.alts.netlns 1625/nshist06.html):
On this day, Thursday, a train departed Richmond
(HaLifax) at 7:30 am, crowded with passengers. This was the
first train
for pubLic use, on the new Nova Scotia Railway
line
between HaLifax and Windsor. The train arrived on
scheduLe
at Windsor at 11 :00 am, where aLmost the entire
popuLation was gathered at the station to see this important
event. The train departed Windsor on the return trip at 3:00
pm,
and arrived at Richmond at 6:00. To ceLebrate the
opening
of the Windsor Branch, the following Tuesday, June
8th,
was decLared a pubLic holiday in Halifax by the
Lieutenant Governor, His Excellency Sir Gaspard le
Marchant, the
EarL of Mulgrave; aLL shops and offices were
closed to
enabLe the population to ceLebrate. As Marguerite
Woodworth described it, At 5:30 am the people were
aroused by a merry
peaL from aLL church bells ; at 6:30am
any laggards were reminded
of the occasion by a royaL salute
of 109 guns by the Royal Artillery from the Grand Parade;
at 10:00 am there was a Grand review of the Troops, ending
with a Sham Fight on the Common; a yacht race took
pLace
at 1 :OOpm, and the ceremonies ended with a grand ball at
Government House. During the remainder of 1858, the
trains
between Halifax and Windsor carried 11,324 first
class and 6,927 second class passengers; passenger revenue
was £7,584 17s Ip. The second-class fare was two cents per
a government financed, owned and operated
venture, and there were naysayers on all sides who
proclaimed it was doomed to fail.
From Nova Scotias point
of view (and the government
made
no secret of it) the Princes visit -the first Royal ride on
a train in British North America -was all about prestige.
Upon his arrival he was welcomed and praised for making
the colony his first stop, rather than a side trip from Canada
East and Canada West,
as politicians there had been lobbying.
Prince Albel1 Edward was born in 1841. His nickname
was Bertie. In 1863 he married Princess Alexandra of
Denmark. They had six children, including a daughter named
Maud who became the queen consort
of Norway. After Queen
Victorias death
in 1901, Bertie ascended to the throne as
King Edward VII.
In that same year, his son, the future King
George V undertook his own regal tour
of Canada by train
(see Canadian Rail, November-December 2001.)
The specifics of the visit were explicitly reported by
the press, like the NovaScotians
account of his August 2
trip from Halifax
to Windsor:
On Thursday morning
at 4 oclock, a speciaL train
with
132 men of the VoLunteer RifLes, and 60 men and 6
guns
of the VoLunteer ArtiLLery, Left Richmond for Windsor.
At half-past 6, a.m., a pilot engine, with Inspector Marshall,
left Richmond, calling at the principal stations, and leaving
the time
of her departure.
At a little before 7 a.m., a Guard of Honor, composed
of the Mayflower and Chebucto Greys, under the command
of Captain Chearnley, formed at the south end of the Station,
lining the approach to the Princes Car which was
tastefuLLy
decorated. On the front of the engine was a shield with the
Princes Coat of Arms, beautifully painted by Mr. Jones,
and on each of the cars a Princes Feather tastefully
ornamented with artificiaL flowers.
At 7 a.m., the Prince with his cortege arrived; a Royal
Salute from the Greys, and a hearty cheer from the immense
concourse
of spectators, announced the arrivaL. The Hon.
Mr. McCully, as head of the Railway department, stood upon
the front platfonn, and shewed the Prince into the car; Lady
RAIL CANADIEN -488
The Halifax town clock and
the entrance to the Citadel.
The clock was a gift from the
Princes grandfather, the
Duke of Kent and was
installed in 1803.
Mulgrave and Lady Trollope -The Duke of Newcastle, Earl
St. Germain, General Bruce, Major Teesdale, the Governor,
the Admiral, the General, the Aids, and others
of the party
followed.
As they entered the car, a Royal salute was fired
by the Squadron lying in the stream, and the Citadel. The
Members
of the Legislature, to the extent of fifty or sixty
persons, including the Members of the Executive
Government, the Members of the Executive Committee of
Preparations -among others, Mr. Boyt, Telegraph
Superintendent, who accompanied -immediately took their
seats
in the next cm; the Princes body servant and others in
a third
car, and at the shrill sound of the Guards whistle,
the train which was
unusually heavy, and very lengthy
conveying as it did in addition to the party mentioned all
the baggage
of the Prince and his suite, and the carriages
and horses to convey the party
to Hantsport, amid deafening
plaudits was immediately put in motion.
The Superintendent
of Locomotives, Mr. Moir, himself, was in charge of the
engine, which was handsomely
and tastefully decorated.
Mr. Stevens, a Nova Scotian, a native of Kings had the honor
to act as Drivel: In a second this whole vast richly freighted
train whisked out
of sight, a way round the beautiful shores
of Bedfords beautiful Basin.
It was one
of the most lovely mornings of the season.
Onwards and onwards, without stopping at any intermediate
stations, rolled the rapid machinery. An officer
at Mount
Uniacke and another at Newport, stationed with dispatches,
attached to a slight hoop, which the Superintendent on the
engine caught upon his external arm, gave the exact moment
of departure of the Pilot Engine. In an hour and thirty
minutes exactly, being forty-five miles in ninety minutes, the
train entered the Windsor station. Here the party were met
88 MAl -JUIN2002
by the local authorities, with the Han, Richard Mcllelly as
Custos at their head.
The Princes door was opened by the
Han.
Mr. McCully, and His Royal Highness was received
with military honors from the volunteers who
had preceded
in the morning train. The party proceeded immediately into
Mr. Pelows splendid new Hotel, where breakfast -got up in
excellent style by Mr. Halford, of the Provincial Hotel, in
this city -was waiting, to which the whole party present,
with His Royal Highness at their head, did great justice. A
suitable address from the County, read by the Rev. Dr.
McCawley, President of Kings College, was presented, and
an appropriate reply returned, of which hereaftel: The
grounds around the Station,
and in front of the Hotel, were
covered with a mass
of living beings, upon whose cheeiful
countenances were written joy and gratification. Cheer
followed cheer, as often as the Prince presented himself. He
came out on the balcony, where every individual had an
excellent opportunity
of seeing His Royal Highness, and
the waving of handkerchiefs by ladies, and the hearty
hurrahs of the sterner sex, told how deep seated is the loyalty
of the loyal population of Hants. Windsor was in holiday
attire. The
preparations were perfect. The arches most
graceful, and an elevated platform for the ladies, on the
Princes left as he stood on the balcony, was a precaution
which gave accommodation
and elegance to tout ensemble.
Everything
passed off admirably. Great credit is due the
Windsor Committee.
At
10 a.m., the carriages in attendance drew up, and
His Royal Highness and Suite, attended by a long
procession, then drove off, amidst the roar of artillery and
the cheers of the multitude, To Hantsport, a distance of seven
miles. An address was presented here, but
for want of proper
preparations on the part of the inhabitants, no suitable
opportunity was afforded for the assemblage which had
collected to hear the reply, or even to see the Prince. We
think the people of Hantsport have paid a proper penalty
for their remissness in not preparing some suitable platform,
on any
of the beautiful green grassy knolls which abound
in the neighborhood,
and from which every man, woman
and child might have been gratified in hearing the rich
tones
of His Royal Highness very musical voice, and in
looking on his smiling, pleasing countenance.
We deeply
regret that so many
of the people of Kings had driven a long
way to
see the Prince, should have had to return
disappointed, when a very little expenditure and a moderate
amount
of ingenuity might have obviated so undesirable an
event.
The Prince embarked at half past eleven. The party
then returned to WindsOl; where a collation awaited them.
His Excellency Lord Mulgrave, on the right,
and Sir Alex
Milne, on the left, sat with the Custos at the head of the
table, and toasts
and speeches enlivened the remainder of
the day. Three hundred volunteers -a hundred of whom had
come by the eight oclock train -returned at half-past four;
and at five oclock another special train, having freight,
brought back the passengers
of the morning special train,
and all others destined
for Halifax, safe and sound -joyful
and cheeiful, after the proceedings of this eventful day -a
day
never to be forgotten in the annals of our common
country.
MAY -JUNE 2002 89 CAIJADIAN RAIL -488
Photographs of the Royal train of 1860 are very rare. This photo of a special car hauled by the locomotive Prince of
Wales was taken at Saint John N.B. at the station of
the European and North American Railway at the time of the Royal
visit.
At that time the Prince officially inaugurated the line from Saint John to Moncton. Note the Royal coat of arms on the
front of the locomotive. New Brunswick Museum
From Hantsport, the Prince sailed to Saint Jolm, N.B.
and travelled
to Fredericton before returning to the port and
back across the Bay
of Fundy to Hantspolt.
The Princes return trip from Hantsport to Truro
occurred almost anonymously, the press giving it only brief
mention. Much
of the detail of this trip was not made clear
until days afterward, when the NovaScotian bridled at claims
by a rival publication that the railway had bungled the job:
We have not said one single word upon this subject
up to
the present moment. The management of this
department for the whole period, from the Monday morning
when the Prince first set
foot upon our shores, up to the
hour
of his arrival at Truro, after his return from New
Brunswick, was so pel/ect, so thorough, so complete
in all
its parts, so much the admiration of everybody, of all classes,
we had hoped that even the Comptons of the Express -if
they refused to praise -would at least have kept silence. Not
so, howeve/: If a winged cherubim had wafted the Prince
and his suite and the travelling public across the country
and back
in safety, some Beelzebub, we suppose wOllld have
fault to find.
The Commander
in Chief being then specially invited
by the Messrs. Compton to
intel/ere, and censure Mr.
McCully
for his incapacity and want of attention to railway
passengers. and especially
in regulating the comfort of the
Volunteers.
We shall not stoop to combat these untruthful
charges. That many of the Volunteers were of necessity
compelled to travel in the second class cars. every person
knows;
and nobody more certainly than the Volunteers
themselves. are aware
that. if they traveled by rail at such a
time. this was absolutely unavoidable. There are
but ten
first class carriages on both lines. One
of these was fitted
uP. as we all know. for the Prince and suite. and could be
used for no other purpose. Nine first class divided
up. make
three
for Windsor, three for Truro. and three for Richmond –
their utmost capacity being accommodation for sixty
passengers each -one hundred and eighty for the three.
Over two hundred Volunteers were detailed for Windsor,
besides rifles. sidearms. and field pieces. Over three
hundred. some how or other, got there. and got back. all in
one train. Upwards of two hundred were sent to Truro. A
first class in every case was provided
for the officers. the
men occupying the remainder
of it. The Volunteers passed
up and down at public expense. and during one whole week.
from the time the Prince came till after his departure. the
lines. as everybody knows. were traveled
and crowded with
people of rank and fashion -females and children
constituting a large proportion of the passengers.
Now. would it have been right or seemly to have given
up the three first class cars
to the Volunteers. which. as we
have shown. had it been done. would not have sufficed. and
RAIL CANADIEN -488 90 MAl -JUIN 2002
SIIIWING THill NVIoUIER oP THE VAItIOIlS CLASSES OF ENGINES AND CARS OOMPRUUNG THI!l ROLLING STOCI: ON THE .lOTH SEITl:J{IIER 1866
,
LocomotiV8 Passenger and
Freight Cars, &tc.
llngines.
PARTICULARS.
Stock per last years Report ……………
uilt and charged to Oapital Account …….
onverted from Oattle to Freight Oars …….
B
o
o
B
onverted from Box to Platform Oars …….
uilt and charged to Revenue …………..
Total ……. ………•…
L ess broken up, or converted and burnt …
*
List of Rolling Stock on 30th Sept., 65 …..
Increase …………………..
Decrease ……… ….. , …..
,,;
~ 1i
i
.,
P..
. ~

16 4
….
.
… . ., …
… . … .
….
.
—-
16 4
…..
—–
16 4
I. … . .
….
.
.,
….
oi
.!!~
.. …
-.;
.; -Q)
…. …
:3
~E
ObO
…. ..
JI:j 0 ……
U
t-<
.- C ——

20 10 8 21
… . … . 1 2
. …
.. …. … .
.
…. I ….
. …
. … …. …. ..
~

—-
20 10 9 23
…….. 2
—-
I-
20 10 9 21
.
, … 1 ….
..
… . • • 4 4 . …
;:;
0.
a 0.
IJ] be·
.,ef
.~ ai
,<:I
… .;
:2

, …
-o[;!
ObO
3
,<:I
……
~ ..

MO 1710
.. 0
_0
rJ;10 0J.s
0 p:; (f) • 0
iO:l
P<
E-c
—-

~

—-
28 1 9:8 12 1 3 182
6 …. •• f
. …
.
..
21
, ..
.
.. … .. …
. .
. . …
.
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· .
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. … 12 • I. I … . , … ….
————–
34
···rL~2
1 3 ~03
· .. , 6
34 1 06 12 1 3 199
6
…. 8 … ., .. . , .. 15
., .. … . … . … . … . … . . …
———-
—————-
Nett Increase …… ……….. 4 .. ,. . … .. … . . … 1 …. 6 …. 8 …. · … … . 15
• Beald t)le above. there &8 lDlported from New Brummel< 211ca aJ1d 8l1atforJll CI1l8 -wbloh an beld ill V8pe Ploton Exten.,on LiIIe or for the present RevnsU8 Service. ,
Richmond, 30th Septemberl1865. W. JOHNSTON.
Even five years after the Royal visit the number of passenger cars on the Nova Scotia Railway was small, as we see from
this official report dated 1865. Note that the total rolling
stock for 1865 should be 197, not 199 as given.
to have thrust men, women and children promiscuously –
parties traveling at private expense -not to speak of the
Legislature, the Executive Government, Executive
Committee, and heads of departments -into the second class
cars?
We know the Volunteers better than to believe that
they desired
or expected anything of the kind. Besides, it is
very well known that, here
and elsewhere, when the regulars
travel by rail, they invariably travel second class.
Dr. Tupper; in the Colonist, we observe, comes to the
rescue
of the Comptons, in the Express, with a view of
creating dissatisfaction among the Volunteers. They tried
to mar the Princes visit in the outset, and failed -failed
signally. They may succeed now, the three of them united.
We doubt it. The object clearly is to make some political
capital out
of passing events, but if the Halifax Volunteers,
as a body, could be
fooled by these three editors -and we
dont believe it
for a moment, -what could be gained by it?
The government does not rest
for support upon the city of
Halifax; and if the Volunteers of Halifax, as one man, were
to unite in the bidding
of Dr. Tupper and the two Messrs.
Compton -and we feel assured they will not, -but
if they did
-what
of it? What could they effect by it? They might unseat
John Tobin,
or Henry Pryor, or Leonard Shannon, perhaps

and perhaps not. And then what? But we pass away from
this branch
of the subject.
Now, as to the Railway and its management. During
the last ten days, we suspect we are not far astray in
assuming that ten thousand people have traveled by rail
in
Nova Scotia. Extra trains, and special trains, by night and
by day, have been thundering over the line in every direction -at all imaginable hours. On the very
night preceding the
Princes departure
from Windsor to Truro, Parodi and her
troupe of players, with almost no notice, were expressed,
through from Halifax to meet the Emperor -leaving Richmond
at half-past twelve at night;
and not a scratch or a bruise
has occurred, not a hair
of the head of man, woman or child
has been injured during this whole operation. That the
efficiency of the management of the Nova Scotia lines of
Railway have now been clearly and satisfactorily
established, it were vain to deny. All the scandal written
spoken or published, either as affecting the road or its
management. the Chairman or the subordinates, have at
length been thoroughly wiped out. The responsibility which
had devolved upon the Chairman in conducting these
operations, which have terminated so happily, so
successfully, must have been immense. Few men would have
envied him his situation,
and fewer still could have sustained
the fatigue
and anxiety incident to it. And while the public
have looked to him and while he would have been held
responsible for any untoward event occurring from any
cause. not beyond human control, yet amid the
congratulations of friends, the Chairman uniformly declares,
that it is to the skill, the precaution. the zeal
and ability of
the subordinate officers, that so much success is attributable
and owing. Where all have acquitted themselves so
creditably, it were invidious to particularize; but to the
Superintendent of the Locomotive department, Mr. Moil,
the
Road InspectOl; Mr. Marshall. to the Road Masters, the
Engine Drive
rs, the Conductors and the Station Masters, to
all
much credit is deservedly due.
MAY -JUNE 2002 91
……
A woodcut showing the bridges at
Windsor Nova Scotia as they
appeared a few years after the
Royal visit. This was the destination
of the special train from Halifax
on
that memorable day in 1860.
But we have a word to say of another individual,
who
is no longer among us to witness the triumph. We refer
to J.R. Forman, Esq., who is now, and deservedly, at the
head
of his profession in Scotland -who has spent the whole
of the season nearly in London before Parliamentary
Committees, and whose efforts there, we are glad to learn,
have
been crowned with entire success in every single
engineering case in which his services have been secured. It
had been industriously rumored -the enemies
of Railways
had assiduously labored, and but too successfully in many
instances
we fear, to impress the public with the belief that
our Railroads had been laid down on such curves and grades
that they could not
be traveled over with any safety at a rale
beyond twenty or twenty-five miles
per hour. That slander,
100, has been effectually refuted.
When the Prince passed over the country from Halifax
10 Windsor the other day, a single engine took twelve heavily­
laden carriages the whole distance, forty five miles,
in ninety
minutes. On Wednesday
last, a lighter train, with some eight
or nine carriages attached, conveyed His Royal Highness
and suite, with another first-class car filled with passengers
from Windsor
to Truro, seventy-nine miles, in one hundred
and thirty-six minut
es -and this included a break up at Ihe
Junction, a stop to uncouple the train, coupling to another
engine,
and then start; so that, in point of fact, the actual
average running time for the whole distance must have been
forty miles per
hour, or velY nearly -being two-thirds of a
mile a minute. The pilot engine running in advance, made
the
same distance in about fifteen minutes less time,
including
four or five stoppages.
CANADIAN RAIL -488
We shall, therefore, hear no more after this, about
insuperable grades, and unpassable curves. They, with
the
unfathomable lakes, are destined
to be among the myths
of the past. With all these facts, incontrovertible, before us,
witnessed by thousands upon thousands of all classes and
creeds, with these accomplishments now on imperishable
record, it is for the public, not for us, to say whether, in
reference
to the Railway Department, the right man is, or is
not, in the right place -whether it would not have been
more discreet, more politic, more just, on the
part of Mr.
Johnston,
Dr. Tupper, Mr. Killam and others, to have waited
a little before they attempted
to condemn a public officel;
whose only offence was the saving
of about five thousand
pounds a year in the management
of one department of the
public service. The whole operation, from beginning
to end,
connected with the Princes reception, has been a series
of
triumphs, and the Railway portion of it, not then least
intricate, not the least important, not the least responsible,
forms no exception.
One can only wonder if the Prince of Wales was struck
by the irony
of his departures from Halifax, as the train slowly
wound its way along the shore of the Bedford Basin,
following a route described by William Henry Withrow, in
his 1889 travelogue
Our own country: Canada, scenic and
descriptive: being an account of the extent, resources,
physical
aspect, industries, cities and chief towns of the
provinces of Nova Scotia, Prince Edward Island,
Newfoundland, New Brunswick, Quebec, Ontario, Manitoba,
the NOlth-West Territory and British Columbia, with sketches
of travel and adventure :
RAIL CANADIEN -488
It is on the shore of this Basin that the Duke of Kent
had his residence,
and the remains of the music pavilion
still stands on a
height which overlooks the water. The
Princes Lodge, as it
is still called, may be visited during
the land drive
to Bedford, but the place is sadly shorn of its
former glory; and the railway, that destroyer
of all sentiment,
runs directly through the grounds.
The Duke of Kent was the Queens father, and
grandfather to the Prince
of Wales.
At the time
of the princes visit, the Nova Scotia
Railway still harboured ambitions of extending eastward
from Truro
to the coal fields of Pictou County, and westward
from Truro toward Amherst and the New Brunswick border,
where it was to
link up with that provinces railway.
It had been built free of the financial scandals that
typically plagued railway
schemes in North America and
Britain, and which had nearly ruined New Brunswicks own
venture, and
was now to be graced by a regal presence when
even some of Britains biggest railway lines had yet to
CaJTY
a single member of the royal family.
This was important to Howe and McCully. Since the
start
of Britains railway revolution, the royal presence had
leant legitimacy to the
new mode of traveL Indeed, many
Britons were initially wary
of riding the rails. Prince Albert,
the Queens Consort had no such qualms. A true technophile,
he had
an abiding passion for science and engineering and
rode the rails on several occasions while the carriage built
especially for the Queen sat idle on a siding near Windsor
Castle for two years. Then, on June 13, 1842, the Great
Western Railway engine Phlegethon, pulled the royal
saloon and six other carriages, from Slough to Paddington.
The journey took 25 minutes. Isambard Kingdom BruneI,
Chief Engineer and the driving force behind the railway,
accompanied Queen Victoria on her inaugural journey.
The very idea of exposing Her Majesty to the
perceived dangers of rail travel had sent shock waves through
Parliament, and the prime minister had been severely
criticized in the House of Commons and the press for placing
the queen at such risk.
Helen Claire Howes (Royal Journeys, Atlantic
Advocate, June 1962) noted:
Riding on a train drawn by a locomotive was at
that time considered extremely hazardous, comparable
in
danger to ballooning. The boiler was expected to explode
at
any moment, killing all passengers. This belief, and
concern for her peoples feelings, had kept the Queens little
coach standing on its siding
for so long. All her ministers
advised against stich a trip. Letters were written
to The Times
warning
of the dangers involved.
When the Queens mind was finally made
up, abetted
by
Prince Albert, people were most unhappy about the
decis
ion. She was criticized for her recklessness; more letters
from worried and indignant citizens appeared
in the press.
The concern soon subsided as we learn from
continuing to read Howes account:
92 MAl -JUIN 2002
It is said that crowds met the royal train at
Padding ton Station where the Queens arrival set off the
most deafening demonstrations
of loyalty and affection.
The trip was, as she admitted, agreeably free from the dust
and noise
of travel by road: ten days later she returned to
Windsor the same way, taking little prince Edward with he!:
Howes went on to note:
… her decision to use the railway, her defiance of
public opinion, had set the seal of respectability on this
new means
of travel, and it soon became very popular. The
railway was there
to stay and Britain would never be the
same again. Soon evelY city had its railway station
The question is whether Nova Scotians needed such
prodding. Indeed, the Halifax-Windsor line was expected to
spark a veritable tide
of travelers between the two towns.
Prior to the official opening, stagecoach operators had
reported as many as 50 passengers a day making the rough
trip overland. The Nova Scotia Railway offered the
enterprising traveller a far greater opportunity, as Smith notes
in his website history:
On and after April 2nd, 1860, passengers could
travel between Windsor and Halifax, on the Nova Scotia
Railway, twice a day. The morning westbound train departed
Richmond (Halifax) at 8:00 am and arrived
in Windsor at
11:00 am; the morning eastbound train departed Windsor
at 8:20 am and arrived
in Richmond at 11:15 am. These two
trains crossed (passed each other) at Mount Uniacke; this
was (and is) a single-track
line, and trains going in opposite
directions
could (and can) pass each other only where a
siding
is available. The afternoon westbound train departed
Richmond (Halifax) at 2:30 pm and arrived in Windsor at
5:30 pm; the afternoon eastbound train departed Windsor
at 3:00
pm and arrived in Richmond at 6:00 pm; these two
trains also crossed at Mount Uniacke. The end-to-end fare,
one
way, was $1.35 first class, and 87112 cents second class.
A resident
of Windsor could now go to Halifax in the morning,
have a clear three hours in the city
to conduct business or
fulfill appointments, and return to Windsor the same day. A
resident of Halifax could travel to Windsor in the morning,
have nearly four hours
to conduct business there, and return
to the city the same day.
While this may have proven to be a remarkable
occurrence for the traveling public, the trip itself was
anything but regal in its outlook, according to Withrow,
writing
in 1889, almost thirty years after the Royal visit of
1860:
The road from Halifax to Windsor does not, to put it
mildly, take one through the finest part
of Nova Scotia. 1
crossed the country nearly thirty years ago on one
of the
first trains that ran
over the newly opened railway, and
anything wilder or more rugged than the cOlin try through
which
we passed it would be hard to imagine. Even now it is
sufficiently rough, and if, as Dudley Warner remarks, a man
can live on rocks like a goat, it will furnish a good living.
Some pretty lakes, and pleasant valleys and hamlets, relieve
the monotony
of the journey.
MAY -JUNE 2002 93 CANADIAN RAIL -488
Further Thoughts on the Ottawa Electric
Railway Royal Car
of 1901
by David C. Knowles
Member: Ottawa Valley Associated Railroaders, Canadian Railroad Historical Association, By town Railway Society,
Railway
and Locomotive Historical Society, President and Librarian of the C. Robert Craig Memorial Library.
The Duchess of Cornwall and York at the comer of Bank and Wellington streets in 1901. This is a different view from that
shown on page
195 of Canadian Rail for November-December 2001. Photo courtesy of oc Transpo
I have for some time been working on a history of the
Ottawa
Car Company, from its beginning as the carriage
works of W.w. Wylie in 1892, through various name changes
to its
demise in 1948. Although well known in its day it
seems largely
to have been forgotten, despite the fact that it
built about 1700 cars which quite literally were operated
by
various streetcar systems (and railways) from St Johns to
Victoria.
I should like
to corrunent on the three issues raised by
Mr
Ron Cooper in the January-February 2002 issue of
Canadian Rail.
1. In my initial research, I too, felt that one
of the
four closed cars built for the opening
of the Britannia line of
the Ottawa Electric Railway in May of 1900 was refitted to
be the Duchess
of Cornwall and York. However, as I worked
through the newspapers
of the day I found that the reports
very specifically stated that the car was specially built for
the Royal Visit. The attached sequence (Appendix I), taken
from the Ottawa papers
of the day, may be of some interest
and serve to clarify the issue.
2. Considerable work has been done on the cars of
the Ottawa Electric Railway by various researchers, but the
information about the closed Britannia cars is still
incomplete.
The closed cars are believed
to fall into the low 200
number series. Pictures have surfaced
of 202, 203 and 204.
From surviving photographs 203 and 204 are clearly
survivors of the first Britannia cars but which ones is not
clear, although 204 is widely believed to be the former
Duchess of Cornwall and York. One source claims that
204 was destroyed
in a 1932 car barn fue.
The picture
of 202, which has surfaced recently (next
page) is clearly the car described in the Ottawa newspapers
of late 1896 and early 1897, three years before the
construction of the Britannia line! It was a shorter car, (about
40), than the Britannia cars (both closed and open cars being
SO long). There is another photograph of a 40 ft. passenger
car of similar length but with no number and lettered
Britannia-on-the-Bay (attached). This may be 202 rebuilt
as a private car. This photograph could well have been taken
RAIL CANADIEN -488
on the first through run from the Post Office (now
Confederation Square) to Britannia and back. (Ottawa Journal
Jan. 29, 1900). The line was not opened for public service
until later in the year. Car 202 was destroyed in a fire in
1908. (Ottawa Journal Feb 3, 1908, see Appendix 2). I have
so far found no references in the news
papers to cars 200,
201, or 205 and or higher. So this leaves two or three
of the
closed Britannia
cars unaccounted for.
3.
Finally Mr Cooper raised the question of the
Duchess of Cornwall and York operating on left side of
the of the street. This has puzzled me too. But, please note
that in all three photographs
of this car the front door is on
the left side
of the car! (the fender and single trolley pole
confirm the orientation). The back door is on the right side.
This configuration also can be found on the double-ended
202. Various possibilities occur to me.
a. In 1901, did Ottawa drive on the left-hand side of
the road? I have not been able to fmd evidence of this, and
photographic evidence suggests otherwise.
b. Was the front entrance for the crew and the rear
door for the Royal couple? Note that the picture of the
double-ended 202
of 1896 had the same door placement as
the Duchess
of Cornwall and York. This would have had
the passengers
disembarking onto the notorious devil strip
on double track!
c. One possibility for the car being on the left hand
track in front
of the old main Post Office might have been
occasioned
by the fact that the picture was taken on a bridge
94 MAl -JUIN 2002
and the parapet behind the photographer would not have
given him enough
room to include the car and the Post Office.
The open Britannia cars likely had numbers from 312
to 315. There are photographs
of 312 and 313 and these
include 312 both as an open car and rebuilt as a closed car.
As a footnote to this I have included a picture
of the
Duchess of Cornwall and York to be found in the OC
Transpo Collection at the Ottawa City Archives. Tlus is a
second exposure taken at the corner
of Bank and Wellington.
Note the relaxed stance
of the crew and the rather better
detail
of the gold striping than in the National Archives
photo.
NOTES
1. The major shareholder was w.w. Wylie who owned
the
carriage shop in downtown Ottawa that became the
Ottawa Car Company factory. The actual original petition
to form the OCC (now in the Ontario Archives) specifically
mentions that his equity in the carriage works was
to form
his share, $8000,
of the initial $25,000 share capital of the
firm. Subsequent annual reports show that his shares formed
up
to a third of the stock until his retirement in 1911.
2. The annual reports
of Ottawa Traction Company
which became the holding company for the Ottawa Electric
Railway and which include the latters financial statements
make no mention
of OCC as a subsidary. The Ottawa Car
Manufacturing
Company had a separate listing of its own
on the stock exchange
OCM.
. MAY -JUNE 2002 95 CANADIAN RAIL -488
OPPOSITE: Car 202, probably in 1896. ABOVE: Car with no number showing (possibly also 202) about 1900.
Appendix 1. The Britannia cars and The Duchess
. of Cornwall and York
1899
-On Aug 17, 1899 the Ottawa Citizen announced that four
cars for the Britannia line would be built and Called
Britannia, Ottawa. Rockcliffe, and Victoria. As
turned out of the shops this class of cars costs $2500 each.
-On October 4, The Ottawa Free Press noted that The first
of a quartette of electric coaches to be placed on the
suburban line to Britannia is nearly completed at the
Ottawa car works.
Two others are well under way and will
be finished
in ample time for the opening of the road. The
idea that each car would carry a separate name had been
abandoned; all would be painted Britannia-on-the-Bay.
-On November 23, the Free Press reported that four open
cars had been ordered and another order placed for a long
closed car. It sununed up that this would make the rolling
stock for the line five open cars and four closed cars.
-The next day November 24, 1899 the Ottawa Journal carried
the following item:
Two Handsome cars
They have been built for the
Britannia Electric Line
Two closed cars for use this winter on the Britannia
Extension are nearing completion al the Ottawa Car
company. They will be as fine as any cars on any electric
road. They are fifty feet long with semi circular ends and
are finished on the exterior with what is known as Pullman
COlOllr, almost the darkest possible shade of green .
. Britannia-on-the
Bay and Ottawa Electric Railway in
gold letters set
off the dark colours well, the window sashes
are
of polished oak. with plate glass panels at the top. with
the crest
of the company frosted on the glass. In the interior
the seats are
placed like those in an ordinary passenger
coach, with an aisle running down the center. The interior
is
highly polished oak with hand carved trimmings and
quartered oak ceilings. The upholstering will be in red
plush,
and there will be a push button opposite each seat
for communication with the motorman when passengers
want the cars stopped. The Ottawa Car Company is running
to its fullest capacity just
at present, they have orders from
the Ottawa Electric railway,
Troy New York, Montmorency,
Hamilton
and Grimsby lines and enquiries for cars from
Germany and Russia.
1900
-January 5, 1900 the Free Press carried a round up of the
Companys work. After covering the construction of
fourteen spring wagons ordered for service in South Africa
by the Militia authorities it noted the The four closed cars
for the Britannia Extension have been completed, and two
of the four cars ordered for the Niagara, St Catharines and
Toronto Railway are nearly finished.
-The opening for public traffic of the new line to Britannia·
by the Ottawa Electric Railway
OCCUlTed on May 24 and the
Ottawa Journal reported the next day that between 12,000
and 15,000 persons were transpOlted there by
The fine big
cars which the railway company has recently added
to its
equipment
for the line were all placed in use yesterday.
RAIL CANADIEN -488
1901
A full year later the Ottawa Journal for August 2, 1901
notes that a new car was under construction for the Royal
visit and that it would be the same size
as the Britannia cars.
The Free Press
on Sept 12, 1901 reported that the car
had had a test run
on the 11 tho The Journal noted in a sub
heading that
It is the only one of its kind ever built expressly
for Royalty. The Journal featured sketches of the interior
and outside (based on the well known photographs) in its
September
14 edition. The Street Railway Journal of October
had a short description as did the Railway and Engineering
Review
of September 21, 1901.
In 1903, Joseph Pope in his The Tour of their Royal
Highnesses the
Duke and Duchess of Cornwall and York
Through the Dominion
of Canada in the year 1901. (Ottawa,
1903) stated
It was to catch a glimpse of this fast vanishing
world that their Royal highnesses, about eleven oclock on
Monday morning, the 23rd September, took an electric
car,
specially constructed for their use and proceded swiftly
through the gaily decorated streets
of Ottawa from Rideau
Street
to the head of the timber slides, Oregon Street ……. .
Popes book is a comprehensive account of the Royal Visit
in Canada.
Appendix VIII, p.317 -319, contains descriptions
of
the four main cars of the Royal Train, individually named
Cornwall, York, Canada, and Sandringham.
Appendix 2. Ottawa Electric Railway Car #202
The Ottawa Car Company is erecting a baggage
car especially
for the transfer of baggage of passengers,
coming
in by the Hull Electric railroad and transhipping to
the Ottawa electric line. This traffic is too heavy for the
regular cars
of the Ottawa service and the latter company is
having the car built.
Ottawa Free Press, Oct. 15, 1896
NEW STYLE CAR
The Ottawa Car Co. is now constructing a combined
passenger, baggage
and express car for the Electric Street
Railway
Co. It will run from the terminus of the Hull Electric
Railway
to centre town, via the C.P.R. and C.A.R. stations.
The mails will be delivered at the post office and the baggage
to a transfer company. The Electric Railway Co. will make
a new departure by meeting the
C.P.R. early morning trains
with this
car. It will be 40 feet in length, 13 feet longer than
the ordinary passenger cars, and will have accomodations
for 36 passengers and run on eight wheels.
Ottawa Journal, Nov. 2, 1896
A HANDSOME CAR
The Handsome Combination Car Being Built
by the O.E.Ry.
Co.
The new combined passenge/; baggage and mail car
that will be put into service on the Ottawa Electric railway
early next year
is being rapidly prepared by the Ottawa Car
Company. It will be a fine piece
of workmanship. The
interior will be
finished in polished oak and beautifully
carved. The windows
in the passenger portion will be of
96 MAl -JUIN 2002
plate glass and the seats will be the most stylished and up­
to-date that can be procured. The length
of the car will be
28 feet
[Probably the length of the passenger compartment).
The compartment for the passengers will be at one end, the
baggage room
in the centre, and the mail matter room at the
other end.
It is the intention of the company to have this car
meet the early morning train at the Union station, beside
connecting with the Hull
and Alymer line. The car will
undoubtedly be the finest ever drawn over the streets
of this
city.
Ottawa Journal Dec. 23, 1896
This
car may have been rebuilt into a private car a
couple
of years later and used to make the first through run
from the Post Office (Confederation Square) to Britannia on
Jan 29,1900.
New combination car run for the first time.
Ottawa Free Press, Jan. 29, 1897
CARS FOR VANCOUVER
Six being Manufactured by the Ottawa Car Company
The Ottawa Car Company
have at present under
construction six new cars
for the Vancouver electric railway
and also several cars for the Montmorenci [sic] Railway
Company. These cars are all longer than the usual street
car. Each car is 50 feet in length, and is furnished with a
double truck similar to that on the big
car used here at
night as a combined passenger and mail car. The car
company are also very busy with ordinary custom work.
The cars at present being manufactured will be the second
shipment which has been made
to the Pacific coast. The
company
is becoming popular throughout the Dominion
for the high class of work they turn out.
Ottawa Journal, 28 Feb 1899
Fire Destroys Electric Car
Mysterious Affair on Holland Avenue
Loss $3000, Covered by Insurance
Supt Hutcheson thinks some Tramps got in
and lighted matches.
Car
No. 202 of the Ottawa Electric Railway Company
was destroyed by a fire
of mysterious origin at 2 oclock this
morning while standing on the siding at Holland avenue.
The car is one of the big ones used on the Britannia run and
was in use yesterday up to noon on snow cleaning
operations. It was then run along the track past the turn
from Holland avenue
to Britannia and locked. About two
oclock this morning trouble appeared on the line and it
was
known that the trolley wires were short-circuited
somewhere. Cars were sent in all directions and at 2: 15 the
blazing car was seen
on Holland avenue. It was then almost
totally destroyed and nothing could be done
fo save it. The
loss will be $3000, fully covered by insurance.
The
only explanation Superintendent Hutcheson
could offer was that some tramp or other person sought
shelter
in the car and lighted matches.
Ottawa Evening Journal, Feb 3, 1908
MAY -JUNE 2002 97 CANADIAN RAIL -488
Railway Operations in the Boer War -1899-1902
On May 31 1902, exactly a century ago, the
peace treaty signed at Vereeniging South Africa ended
the Boer War after more than two and a half years
of
bitter fighting. Many Canadians served in this war,
starting with the first
contingent that sailed on the
Sardinian in
October 1899. By 1902 most of the
Canadian survivors had long since returned home
for, after mid-1900, the fighting had become guerrilla
warfare with few large-scale battles. An article in
Canadian Rail No. 473,
November-December 1999,
on the occasion
of the centennial of the start of the
war, gave a brief account
of the conflict, of Canadas
involvement, and
of the importance of railways to
both sides. This article generated considerable
interest from the readers of Canadian Rail, not the
least
of which was from persons involved with the
A Boer Long Tom cannon in the yard at Pretoria in 1899, ready to be
shipped
to the battle zone. Note the ladies with the long dresses!
Boy Scouts which, of course, were founded by Col.
Baden-Powell and based on the scouts who served in South
Africa, especially at the siege
of Mafeking. Several members
submitted comments and
information; one source in
England sent in no less than 35
illustrations,
of varying quality,
of railways during the great
struggle of 1899 -1902.
armoured trains. These had the basic weakness of being
useless if the enemy cut the track, as was amply proven in
In view of the interest
shown, we have decided to
commemorate the 100th anni­
versary of the end of the war by
printing these photos,
as well as
further commentary not men­
tioned in the last article.
Included are views of the
Engineers building and re­
building bridges and other
structures as well as rehab-
Arrival of the Welsh Fusiliers at Port Elizabeth, 1899.
the disaster of November 15
1899 as well as other, less
publicized, incidents. It is
significant that this experi­
ment was not repeated, to any
extent, in future wars!
In the
Boer War the Canadians had
their first experience of a
conflict in which railways
were operated under combat
conditions. It is true that many
Canadians had served in the
American Civil War, but as
individuals, not as units.
It is
also well known that the
CPR
transported troops to the
Northwest Rebellion of 1885,
but the tracks ended far from
ilitating track and equipment
that had been damaged, either in the fighting or deliberately
wrecked by the retreating enemy. One
is immediately struck
by the similarity between railway construction in the
Boer
War and that carried out by the Canadian Railway Troops in
the
Great War of 1914 -1918. While there was no formal
Canadian railway construction corps in South Africa, it is
certain that Canadians saw what was being done and gained
knowledge that proved extremely useful fifteen years later
in the much larger war. Many
of the leaders of World War I
were veterans
of the Boer War who had gained invaluable
practical experience on the veldt
of South Africa.
Also included are special service railway equipment,
including the hospital cars which were
of such help to the
wounded soldiers and which frequently made the difference
between life and death for the badly wounded. There
is even
a drawing showing the escape
of the most famous prisoner
captured
by the Boers, Winston Churchill, whose adventures
were included in the previous article.
The railways of South Africa were of very great
importance to both sided in the fighting, for this was a very
mobile war despite the three famous sieges. Besides the usual
role
of transportation of men and equipment, the South
African railways were the scene of several innovations, the
most famous (or perhaps infamous) of which were the the
scene of actual fighting. South Africa was Canadas
introduction to the railway-oriented warfare of the first half
of the twentieth century.
Many of these photos are not in the best condition;
this is understandable when one realizes that they were taken
under very difficult conditions, sometimes during actual
combat, and all are more than 100 years old. While most are
from the British side, there are some taken by the
Boers as
well
showing the situation on the other side. Others are
copied from old publications with the usual problems of
copying halftones. However their significance is such that
we have tried to include as many as possible, often with
computer enhancement, a technique undreamed of in 1900.
We have tried to group them by subject and have included
captions
where the information is available.
Today the Canadian military serves, more often than
not, in
peacekeeping operations. However should the need
arise they are ready to fight as well as perform the many
other duties that war requires. There is a rich heritage of
service, not the least of which is the great work done to keep
the
railways running in the combat zones. For Canadians
the latter began in South Africa, and we should remember
this on the 100th anniversary of the end of this important,
but almost forgotten. war.
RAIL CANADIEN -488 98 MAl -JUIN 2002
Preparations for War, 1899
Refugees leaving Johannesburg.
Boer reinforcements leaving
BOTTOM LEFT: Boer troops leaving
Johannesburg for the front.
BOTTOM RIGHT: British general Hector
Macdonald on the way to the Madder
River.
MAY -JUNE 2002 99 CANADIAN RAIL -488
Strategic Railway Positions
RIGHT: A view of the railway at Laings Nek. A
nek is a ridge between two hills. Here the Boers
crossed the border and invaded Natal at the start
of the war in October 1899.
R1GHT: A
pass at an unidentified
location showing the rugged terrain
which
slowed down advances on both
sides. LEFT: The strategically important
junction at Glencoe. The line
on the
right runs to Dundee while that on
the left goes
to Pretoria. Possesion
of this remote junction would give
great advantage
to either side.
RAIL CANADIEN -488 100 MAl -JUIN 2002
The Armoured Trains
ABOVE: The Dublin Fusiliers climbing into
the
armoured train on the day of the
disaster of November 15 1899.
LEFT: Firing a gun from an annoured train.
BELOW LEFT: An armoured train which
was fired on by the Boers. An attack on a
similar train on October
12 1899 was the
first actual fighting
in the war.
BELOW RIGHT: An armoured train
bringing troops through the railway
cutting at Stormberg.
MAY -JUNE 2002 101 CANADIAN RAIL -488
The disaster to the armoured train near Chieveley on November 15 1899. This was the action in which Winston Churchill was
captured by the Boers and was described
in detail in our previous article.
Winston Churchill climbing aboard a freight train after his escape
fTOm a Boer prison in December 1899.
This engraving is based on a sketch made by
Mr. Churchill himself.
RAIL CANADIEN -488 102 MAl -JUIN 2002
Defence and Construction
TOP: The Royal Engineers and the Railway Pioneer
Regiment constructing a new deviation railway to
replace one destroyed by
the Boers.
ABOVE: A
naval searchlight and a 12-pounder gun
being transported by rail. The searchlight was used to
communicate with the besieged town
of Kimberley.
LEFT: Mounted infantry defending the railway from a
Boer attack.
MAY -JUNE 2002
RIGHT The most important action in
which the Canadians took part was the
battle
of Paardeberg in February 1900.
It
ended on February 27 with the
surrender of Boer general Cronje, a date
which was celebrated by Canadian
Veterans of the war for the next seventy
years. This view shows General Cronje
and his wife boarding a train soon after
the surrender.
103
Prisoners of War
R1GHT Hon. Adalbert Hay, the American Consul-General at
Pretoria, looked after the interests of British prisoners captured
by the Boers. Here he, and Vice-Consul John
G Coolidge, say
goodbye to attaches leaving Pretoria.
CANADIAN RAIL -488
LEFT: Boer prisoners entrallling at
Modder River after surrendering at
Paardeberg.
RAIL CANADIEN -488 104 MAl -JUIN 2002
Bridges, The Vital Links
RIGHT: The Royal Engineers erecting a
temporary bridge at Bethulie. The
destroyed span is visible in the
background.
BELOW: A rather fuzzy view
of the long
bridge at Norvals Point, showing the
impressive construction used on South
African railways. ABOVE: One
of the most vital links in South
Africa was this bridge over the Orange River. It
carried the railway from Capetown
to the north,
including Kimberley
and Mafeking. Although
often attacked by the Boers, it remained in British
hands
for the entire war.
LEFT The Oorlogs Spruit bridge, destroyed by
the Boers on November
5 1899.
MAY -JUNE 2002 105 CANADIAN RAIL -488
A vital location was the town of Colenso
on the Tugela
River. This town was
occupied by the Boers at the beginning
of the war, and an unsuccessful attack
here
on December 151899 was a disaster
for the British. 1n February 1900
Colenso was finally captured, and the
retreating Boers blew up the bridges.
Above we see the ruins of the railway
bridge, while the photo
on the left shows
the Royal Engineers starting to build a
temporary span. The destroyed road
bridge is in the background. 1n the photo
below work on the new structure is
well
under way as another support is raised
into position.
RAIL CANADIEN -488 106 MAl -JUIN 2002
Hospital Trains
During the entire war both sides cared extremely well for
their incapacitated soldiers. This involved not only
treatment for wounds but also for sickness, most notably
enteric
fever which killed more troops than died in the
actual fighting. For remote locations the hospital trains
were literally a godsend.
On these two pages we see views
of these mercy trains, both inside and out. The view on the
left shows the interior of a Boer hospital train; note the
clean whitewashed walls, maintained that way despite
difficult conditions. Above
is a complete field hospital
train while below is the inside
of another such car, most
likely a British one although the photograph does not say
which.
MAY -JUNE 2002 107 CANADIAN RAIL -488
A British field hospital train at work following the battle of Colen so. Note the red cross symbol on the sides of the cars.
In addition to the hospital trains the British operated ambulance trains to transport wounded and sick personnel
to larger centres where they could be in regular hospitals. This train
is seen at Touws River, about 60 miles
northeast
of Capetown.
RAIL CANADIEN -488 108 MAl -JUIN 2002
The Spoils of War
With the capture of Pretoria and Bloemfontein some very important
components
of the South African railways fell into the hands of the
British. Above
is the Standerton Locomotive shed with some of the
captured
locomotives. Below is the car used as a travelling capital
by President Kruger after the fall
of Pretoria. From this car he directed
the course
of the war until he departed Africa to go into exile in
Europe.
Epilogue
Although most of Canadas troops in the Boer War
had returned by the end
of 1900, others continued to go as
the war entered its final prolonged stage.
The fourth and
final Canadian contingent sailed for South Africa in the
spring
of 1902, but by then selious peace negotiations were
in progres
s. Then on Monday June 2, newspapers throughout
the Dominion,
and in fact the world, proclaimed that, on the
previous Saturda
y, May 31, a peace treaty had been signed
at Vereeniging and the long struggle had ended
at last.
The world had entered the twentieth century and a
ll
hoped for permanent peace. Unfortunately it proved that
South Africa had been only a preview, and scarcely a dozen
years after Vereeniging a far greater war broke out. Canadas
contribution to the Great War of 1914-1918 was very great,
not the least
of which was the Canadian Railway Troops
that built and operated thousands of miles
of track. But that
is another story.
){QNDAY. JUKE .i. 19t)~.
GLAD TIDINGSI
Peace Terms Signed By All the Boer
Delegates.
King Edwards Message to the British ~ation
-Kitcheners Laconic Cablegram­
Kruger a Surprised Man.
How tho Nows Waf; Received In London,Ollowa, waShlng-.j
ton. Toronto,· Montreal and Other Cltles~St.·lohn
rastors and Congregations loined in the ,
Universal Thanksgiving. !
1
—:::;;;::: official ~ablCgiam ~f:~:+-I:
Lord Kitcbell~r. uated from Prf!llIria, I J ocI.:·ck Ja5t
(Saulrtla ) ev!!nillg. Sla(C~ tb,( lo
r, ~:-;ms of s;urrellder :<; si p. m, bt, all of ,be Boer reprt:)o.!nl:Jlh-cs Ii. Wei! as I
by Lords Mi!ntr and Kltcbencr t
_~ .. _ .. ~ ______ ~.~ .. _ … l
MAY -JUNE 2002 109 CANADIAN RAIL -488
To Lac Frontiere on the Quebec Central
On May 18 2002 the first passenger train in almost
thirty years made a trip from Vallee Jonction
to Lac Frontiere
on the revitalized Quebec Central railway. This
79-mile
line had been built in stages between 1885 and 1915, but
had not had regular passenger service for many years. About
1970 an excursion was operated using Budd RDC equipment,
but
since then no passenger train had operated to Lac
Frontiere which is, as the name suggests, on the border
between Quebec and Maine.
The trip on May
18 used the former Long Island Rail
Road equipment which
is used in tOUlist train service on the
Quebec Central. The photos above and below show this
historic train
just after it arrived at Lac Frontiere, while on
the right is a passenger schedule for the line from a
CPR
timetable dated April 27, 1947.
. .
QUEBEC -SHEilBROOKE -BSTON -NEW YORK
Fur Q.C. BtU &h.tdulu, pf!:~;J;:;;d~Qu!lu Cenaal RII. Time·loblu.
IIILtO DOW. RIEAD •.
RAIL CANADIEN -488
RIGHT: Another locomotive of the
Quebec Central seen at Vallee
Jonction on May 19, 2002
110 MAl -JUIN 2002
TOP: l.M. Giguere, owner of the Quebec Central, poses with members of the crew soon
after the arrival
of the train at Lac Frontiere.
LEFT: The coat
of arms of the municipality of Lac Frontiere include a locomotive. The
balloons were to celebrate the occasion.
ABOVE: Due
to the length of the trip, the return to Vallee Jonction was by a fleet of
school busses. On the way back a gala dinner was held to commemorate the trip.
MAY -JUNE 2002
In addition to the tourist
trains running out of
Vallee Jonction, another
passenger train
operates
on the Quebec Central.
Its home base is East
Angus, and the equip­
ment is a Budd rail diesel
car.
These photos were
taken on May 19 2002
and show the car on a
priview run before the
formal start
of service.
Several different trips are
operated on a frequent
basis during the season.
Note the beautifully
restored station at East
Angus.
111 CANADIAN RAIL -488
RAIL CANADIEN -488 112 MAl -JUIN 2002
The Fickle Finger of Fate
La Fatalite du Destin
by / par Jacques Pharand
We often hear the
expression: His/her time had
come
… Nothing illustrates this
better than the incredible
accumulation of circumstances
leading
to the death of the first
passenger ever on a Montreal
streetcar, after 81 years of
operation. This happened sixty
years ago, on the morning of
December 21, 1942. On entend sou vent
dire: « Son
heure etait (ou
netait pas) venue …
» Probablement rien nillustre aussi
bien cet adage que lincroyable
accumulation de circonstances qui
conduisirent au premier deces
dun
passager en 81 ans d operation,
survenu il y a soixante ans, au matin
du
21 decembre 1942.
Around 8 AM on that
day, 16-year old Veronica
Lunny and her little brother
Adrian, left their home, located
near the top of the hill on
Landsdowne Avenue, as they
did every
schoolday. Rather
than going down to the car stop
half way down the hill, Veronica
This map, dated 1923, shows the. Lansdowne hill. The
Lunny house was on the right (east) side of
Lansdowne, just below The Boulevard.
Vers huit heures ce jour-la,
Veronica Lunny, 16 ans, et son petit
frere Adrian quitterent leur domicile,
situe au milieu de la pente de
I avenue Landsdowne. Au lieu de
descendre vers larret situe a
lavenue Westmount, comme ils Ie
faisaient normalement, Veronica
decida inexplicablement de
remonter plutot vers The Boulevard,
unexpectedly decided to walk uphill instead, towards
The
Boulevard, to take the route 14 Guy -Beaver Hall streetcar,
that would take them to the school. They were the only
passengers when they boarded the streetcar. Furthermore,
Veronica, who usually let her brother sit
by the window seat,
decided to
switch positions and chose a transverse seat,
halfway back
in the empty car, Adrian occupying the adjacent
seat by the aisle.
What they didnt know however, is that the
combination of low temperature and high humidity had
created conditions of dangerous black ice on the rails
leading down the hill. The brine car that was routinely
operated on this route under such conditions had not yet
reached that spot.
And the hillman responsible for the
maintenance
of Landsdowne hill – a standard job in those
days – reported sick that very day

When one-man car no. 1952 headed downhill, the
motorman immediatedly knew that disaster was imminent
and
the car, skidding out of control despite emergency
braking, would not negotiate the westbound curve at
Westmount Avenue at the speed at which it was travelling.
When
it reached the curve, the car indeed derailed but it
remained on its wheels.
It slid sideways towards the sturdy
pole supporting the overhead wires on the southeast comer,
and it struck the pole with enOlmous force. The pole held,
ripping into the centre
of the car at the exact point where
Veronica was
sitting, killing her instantly. Her brother
received only minor wounds caused by glass splinters …
Such are the whims
of fate …
pour y prendre Ie tramway du circuit
14 « Guy –
Beaver Hall» qui les conduirait a lecole.
Lorsquils y monterent, ils etaient les deux seuls passagers a
bordo Et Veronica qui laissait nOlmalement asseoir son petit
frere sur
uri siege au bord de la fenetre, inversa cette fois ses
habitudes
et choisit au hasard une banquette au milieu du
tramway, Adrian occupant
Ie siege a ses cotes, pres de lallee
centrale.
Ce quils ignoraient toutefois, cest que la
combinaison
dune temperature basse et dhumidite elevee
avaient cree des conditions de redoutable « glace
noire» sur
les rails de la pente. Lepandeur de saumure qui parcourait
normalement ce circuit dans de telles conditions netait pas
encore rendu a ce point du parcours. Et Ie cantonnier
responsable de lentretien de la cote -une fonction normale
a lepoque -qui disposait de sable
et de sel dans une cahute
situee
au sommet de la pente etait absent ce matin-Ia, pour
cause de maladie …
Lorsque
Ie solotram «1952» s engagea dans la pente,
Ie garde-moteur sUt immediatement que la catastrophe etait
imminente et que Ie vehicule glissant hors de controle sur
les rails malgre ses freins ne pourrait jamais virer sur
l avenue
Westrnount a cette vitesse. Effectivement,
Ie tramway derailla
mais demeura neanmoins debout, derapant lateralement en
embardees successives vers
Ie solide poteau de fonte qui
supportait la courbure de Ialirnentation aerienne,
a Iangle
sud-est de lintersection et quil heurta avec la violence quon
imagine.
Le poteau tint bon, defonc;:ant Ie centre du vehicule,
a lendroit exact ou Veronica etait assise et la tuant sur Ie
coup. Son petit frere ne sumt que des blessures mineures,
causees par des eclats de verre

Tels sont les caprices du destin …
MAY -JUNE 2002
RIGHT: Car 1981 at the corner of The
Boulevard and Lansdowne Ave. on June 25
1955, the last day
of service. It was at this stop
where Veronica
Lunny boarded car 1952 on
its fatal trip.
At this point the line made a 45
degree
curve to the right, ran for a short
distance at this angle, then made another 45
degree curve
and descended the hill.
BELOW-
The Lunny house was the one on the
right in this view, taken on May
24 2002. It
was on the
straight section between the 45
degree curves. The house at the extreme left of
this picture is the same one that is on the
extreme right
of the photo on the right. In 1942
the track passed directly
in front of the houses.
Since the street cars were taken
off the street
has been straightened, giving the houses below
more front lawn.
All photos on this page by Fred Angus
113 CANADIAN RAIL -488
The end of car 19521 It is lying on its side, fourth from the left, in this view of street cars about to be burned at Youville Shops.
This photo was taken on August
18 1959, only twelve days before the end of all street car service in Montreal.
RAIL CANADIEN -488 114 MAl -JUIN 2002
Still More Railway Mtlrals
Continuing our series of railway murals, the ones on this
page are at Transcona Manitoba, site
of the large shops of
the Canadian National Railways. There are many murals in
Transcona, depicting the history
of the area, but these are
the only ones that show railway subjects.
MAY -JUNE 2002
RIGHT and BELOW: Both old and new St. Clair tunnels
appear on this long mural at Sarnia Ontario.
115 CANADIA~I RAIL -488
LEFT and BELOW: Another mural showing
the
old and the new; this one at Saint John
New Brunswick. The mural on the left shows
the
1884 station (incorrectly labeled as 1903)
with a steam locomotive. Below
we see a CN
diesel
passing Union Station which was in
use from
1933 to 1971 but has since been tom
down. There have been five generations of
passenger stations in Saint John, the last of
which is still standing but no longer used as
a station.
RAIL CANADIEN -488
TOP: A new mural at St. Thomas Ontario
devoted to the Pere Marquette Railroad.
ABOVE
LEFT Another St. Thomas mural;
this
one shows engine No. 9 which is
steamed up on special occasions at the
railway museum
in that city.
ABOVE RIGHT: This mural is on the wall
of the End of the Line Pub, the old
DAR station in Bridgetown Nova Scotia.
Photo by Mike Dault
RIGHT AND BELOW: Although not
strictly speaking a mural, these paintings
on the sides
of a semi-trailer still qualify.
The trailer is owned by
l.M. Giguere, owner of the
Quebec Central, and the
theme, in both official
languages, explains so
well why he acquired the
railway.
116 MAl -JUIN 2002
MAY -JUNE 2002
The Business Car
MONTREAL TO NEW WORK BY RAIL IN 4 HOURS?
Montreal to New York City by train in less than four
hours?
It could happen. On May 22, 2002, Quebec Premier
Bernard Landry and New York Governor George Pataki
signed
an agreement calling for a new study on the feasibility
of a fast passenger rail service linking the two cities. The
existing Amtrak train, the Adirondack, rolling at a leisurely
pace, covers the 640 kilometres between the two cities in 10
hours.
Fast-train proposals have been floated in the past on
the Canadian side, dating back to the late mayor Jean
Drapeaus idea for a French-style TGV, or Train a Grande
Vitesse, from Mirabel Airport to Manhattan. But this is the
first time a governor of New York State has made a
commitment. We do not want
to be left out, Pataki said on
. the
second day of the first Quebec-New York economic
summit. He said the Montreal-New York fast train could use
Bombardier Incs Acela fast-train technology, with a top
speed
of 240 kilometres an hour. The Acela train is now in
service
in the Washington-Boston corridor. Pataki said a
future Acela-style fast train could eventually morph into a
TGV train operating at 360 kilometres an
hour We want
them (Bombardier)
to get more involved, he said. Robert
Brown, president
of Bombardier, who spoke at the summit
luncheon, said his
company is very encouraged by the
agreement. There is
an opening on our part to participate,
he told reporters.
Past studies
have concluded that a TGV similar to
those operating in Europe and Japan, requiring a dedicated
roadbed, would be too expensive. Stephen Blank,
an expert
on U.S. -Canada trade ties at New Yorks Pace University,
predicted that this fast train proposal would also fail.
It
will never happen, Blank said, explaining that buying the
needed right-of-way to lay tracks for a high speed train would
be too costly. To bring down costs, Joseph Boardman,
of
New Yorks state transportation commission, has proposed
using the median of Interstate 1-87 for parts
of the line. Brown
noted that Acela trains running in the Boston-New York­
Washington con-idor are powered by electricity. Pataki said
he likes that idea. Results of the study would be available
in
a year, but it could take 10 or 15 years to build the Montreal­
New York fast-train link. Boardman said.
Source: Montreal Gazette, May 23, 2002.
117 CANADIAN RAIL -488
NEW VIA STATION IN LONDON, ONTARIO
Recently VIA Rail opened its new station in London,
Ontario, replacing the former office tower that was
demolished in 2001. The new station was actually an
addition to the one built
in the early 1960s, as can be seen in
these photos taken on May 6, 2002. The older part serves for
offices, while the new structure, complete with tower, has all
the
latest conveniences for passengers at this important
transportation hub. VIAs on-going upgrading of stations and
improvement of schedules should go a long way towards
winning passengers back to trains.
NEW LIFE FOR OLD STREET CARS
Operating dai ly along Market Street and San
Franciscos famous waterfront, the Embarcadero – a six-mile
route -the F Line, also known
as the Market Street Railway,
uses a
collection of 34 elderly streetcars, some of them
restored local trolleys, the rest gathered from all
over the
world. The F Line traces its beginnings to 1983. That year,
the San Francisco Chamber of Commerce sponsored a
Historic Trolley Festival, to coincide with the opening
of a
new trolley line under Market Street. The city already owned
several old cars, including
one dating back to 1912. The
festival was so popular that it was restaged every summer
through 1987. In 1995, the old cars began regular service
between the Castro District and the Financial District near
the Ferry Terminal. But it wasnt until the hated
Embarcadero Freeway, damaged in the 1989 Lorna Prieta
earthquake,
was torn down that the F line came into its own.
So successful has the line been that its operator, the San
Francisco Municipal Railway (Mulli). a city agency,
is eager
to find more old trolley cars
to ease the pressure on the ones
they have now and for a new line. In addition to the eight or
nine San Francisco cars (the number
changes as cars are
restored or retired temporarily for refitting), the present fleet
RAIL CANADIEN -488
includes aged streetcars, or trams as they are known in Europe,
from
Milan; Oporto, Portugal; Melbourne, Australia;
Hiroshima and Osaka, Japan; Blackpool, England; Moscow;
Hamburg, Germany (the 1954 Red Baron) and New
Orleans (yes, its named Desire). The color schemes can be
quite beautiful, and are wonderfully varied. The New Orleans
car is a dark hunter green with burgundy trim.
The Milan
cars are the easiest to spot -they are all bright orange. The
1934 Blackpool car, an open-air boatcar (it looks just like a
big excursion boat), is cream with dark green trim. And the
1912 Russian car, which ran both in Moscow and Orel, is red
with white trim. Car 130, which arrived in San Francisco just
in time to handle crowds for the 1915 Worlds Fair, is blue
and yellow.
The oldest cars include No. 578-S, which was
built
in 1895 from a cable-car design and is thought to be
one of the oldest operable streetcars in the world; Car 1 is
the first streetcar bought by San Francisco when it started
what was the first major publicly owned uansit system in the
country.
The oldest cars usually operate only along the
waterfront and only for special events.
Even though they began their careers in San
Francisco, some F line PCCs have been repainted in the
colors PCCs wore
in other cities. In addition to San Francisco,
they include Newark, Philadelphia, Chicago, Baltimore, Los
Angeles, Cincinnati, Louisville, Kansas City, Mo., Boston
and Brooklyn.
A
second historic-streetcar line is already being
planned. It would run the length of the Embarcadero to the
new Pacific Bell Stadium and the adjoining Cal train railroad
terminal. To
be known as the E Line, it would share the
southern part
of the N Line route with the sleek new light­
rail vehicles, or LRVs, that began replacing the
PCCs on
most
of the citys streetcar bnes 20 years ago.
Source: The New York Times, December 9, 2001
NEW BOOK ON CANADIAN STREET CAR BUILDERS
The CRHA is pleased to publish William Bailey and
Douglas
Parkers comprehensive book on the activities of
the Ontario Car Company (London, Ontario), the Preston
Car and Coach Company (Preston now Cambridge, Ontmio),
the
Tillsonburg Electric Car Company (Tillsonburg,
Ontario). This book is the result of years of exhaustive
research. The book has 160 pages (plus covers) is 8 112 X
II horizontal format with perfect bound laminated color
covers. It contains over 170 photographs and 9 engraving
cuts representing virtually every class
of car built by these
companies (only 5 photographs
of Preston built cars remain
unlocated). Rare photos
of the interior of the Preston plant
showing cars under construction are included. Every type
118 MAl -JUIN 2002
of car is illustrated, horse cars, electric streetcars, heavy
interurbans, wooden cars, steel cars, work equipment. Over
34 operating companies in Canada are represented. Included
are
13 car diagrams ideal for modellers. Read about the
Barber gas-electric motor car, the Prairie Prestons, the
disastrous Preston fire
of 1917, photos of the Tillsonburg
plant when operating, etc. A listing
of second hand purchases
facilitated by Mr. Don M. Campbell who was the formerly
the General Manager
of the Preston Cm and Coach Company
is also included.
This is a high quality well researched work which
gives insight into the inner workings
of the Canadian streetcm
building industry, it
is a must not only for traction enthusiasts
but for anyone interested
in Canadian industJiai history, Your
library should not be without a copy
of this important work.
ANOTHER BOOK ON THE NEW YORK CENTRAL
PASSENGER TRAINS
IN CANADA
YORKC ·s
CANADIAN STREAMLINERS
~ … …, .. ,,
~,-.
~~rlp~t.
f111t;h fOd ?OtlI 0ftWI J
-~,, …..
New York Centrals Canadian Streamliners, by
Douglas N.W. Smith, is the latest in the authors series
of
books on the New York Central in Canada. This volume of
72 pages, plus cover, is the result of very considerable
research into the history of the New York -Detroit -Chicago
passenger trains in the 19th and 20th centuries, with
considerable emphasis on the Canada Southern line. The
name, curiously, is rather a misnomer; the book does not
confine itself to the streamline era but covers the whole
historical
range of the service, going back to the 1830s,
fully a century before the streamline era. In fact fully half the
book deals with the years before 1900.
There are 124 illustrations, some
of them extremely
rare. One
of the rarest is an actual photo of the inside of a
Great Western sleeping car of 1858, one of the earliest
sleepers anywhere. There are photos of several different
stations in Buffalo, Detroit, New York and Chicago, and there
is coverage of the special trains
to and from the Pan American
Exposition held in Buffalo in 1901. Also included
me maps
and tables, including a
considerable number in colour to
show at their best the beautiful artwork for which the railways
were famous
in earlier times,
The streamline era
is also well covered (as one would
expect, given the title), and the account covers the gradual
decline
of the service until the Niagara Rainbow made its
last
11m in 1979.
MAY -JUNE 2002
This book is obtainable from Trackside Canada, P.O.
Box 1369, Station B, Ottawa, Ontario KIP 5R4. It is also
obtainable at the Canadian Railway Museum at Delson -St.
Constant, Que.
CRHA MEMBER WINS MODEL BUILDING AWARD IN
U.S. COMPETITION
At a model-building competition held in Lowell
Massachusetts in May 2002, Peter Murphy, long time
member and director of the CRHA, and President of the
Canadian Railway Museum, won first prize for the best
kitbashed traction model
in the competition. He won the
award for two
0 gauge models of cars Nos. 105 and 106 of
the Montreal and Southern Counties Railway. Here we see
Peter posing with the models and the .award at Lowell on
May 11, 2002.
COMMENT ON ARTICLE
Mr. Lome Perry writes: Before someone else
comments on it, I will. My photo at the bottom of page 69 of
issue 487 shows a situation that requires explanation. How
come there is a truck right under the open gates at the right,
when the train
is still on the crossing? Answer: This crossing
had two sets
of gates on the south (right) side. The visible set
was for the track
of the Old CV Wye which was a much
earlier route for the CV
to get up to Southwark Yard. The
second set, presumably in the down position, is out of sight
behind the locomotive. By the time this photo was taken the
Old CV Wye had degenerated
to an industrial spur although
still connected to main lines at both ends. In case of
emergency it could handle main line trains at VERY slow
speed. I remember three derailments in the 40s and 50s at
Edison Avenue, to the left out
of the picture, when the Old
CV Wye was pressed into service while the big hook did its
job. Trains using it to approach Montreal ended up facing
the wrong way near Southwark Yard, but with the help
of a
spare loco attached to the rear end, they could continue
their trip into Montreal.
119 CANADIAN RAIL -488
FORTHCOMING RAlLWAY EXCURSION
Rail Travel Tours and the Canadian Pacific Railway
Special Interest Group present the Fall Colours
of Ontario
Tour Thursday, October 3 to Monday, October 7, 2002.
WHAT
THE TOUR INCLUDES:
*View natures fall colours from VIA Rails Northern Ontario
rail service; Journey on VIA Rail Canadas Canadian between
Toronto and Capreol; Visit the Northern Ontario RR
Museum; Transfer from Capreol to Sudbury; 3 nights at the
Sudbury Quality Inn; Rooms that over look the CPR Sudbury
rail yards; Visit
to Science North in Sudbury and possibly
model
layout tours; Presentations by CP SIG member D.
Wilson
& CPR Conductor J. Cockburn; Journey on VIAs
Lake Superior Rail Diesel Car service on the CPR main
line
to White River through the rugged Superior Region
of Ontario; Visit the White River Museum and presentations
on the areas history; Overnight at
the Continental Hotel in
White River; Return on VIAs eastbound Lake Superior to
Sudbury; Journey on VIA Rail Canadas Canadian between
Capreol and Toronto.
DETAILS: Member Price Per Person based on Double
Occupancy $549.
Non-Member Price Per Person based on Double
Occupancy; $574.
A $100.00 per person deposit is required to hold
space. Price does not include GST (currently 7%). Full
balance must be paid before August 31, 2002.
Cheques should be made out to Rail Travel Tours
and sent to:
Rail Travel Tours
Box 44 123 Main Street
Winnipeg, MB
CanadaR3C IA3
Phone
204-897-9551 Fax 204-897-9572
www.railtraveltours.com
ERRORS AND CORRECTIONS
The credit for the photo of 2816 in commuter service
(page 5
of the January-February issue) was inadvertantly
omitted. This photo was taken by our member Leonard A.
Seton. The editor very much regrets this omission.
It was also pointed out by several members that the
caption for the photo at the bottom
of page 72 of the March
April issue is wrong. It says that it is a meeting at Coteau
between a tra
in from Ottawa and one from Toronto. In fact it
is turned around 180 degrees! It is indeed at Coteau, but the
train on the left is going towards Toronto, while the
other
one is coming from Valleyfield.
We
have been informed by Don McQueen that the
place and date
of scrapping of CNR 6100 (copied from an
old news item), shown on page
83 of the March-April issue,
is incorrect. It should be Stratford, November 14, 1961.
BACK COVER TOP: Ottawa street car 656, built in 1913, was originally numbered 605. 1t was retired in 1956. This photo
shows it at Britannia Park on September 9, 1951. Photo by William BaiLey
BACK COVER BOTTOM: The NorthLander of Ontario NorthLand RaiLway on JuLy n, 1983. The cars were originally TEE
train equipment used in Europe. Photo by Fred Angus
This issue of Canadian Rail was delivered to the printer on June 7, 2002,

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