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CRHA News Report no02 august-1937

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Canadian Rail no02 august-1937

BULLETKN
OF THE
ASSOCHAlrITON
Number 2 August,1937
The BULLETIN
of the
CANADIAN
RAILROAD
HISTORICAL
ASSOC IATION
Chateau
de Ramezay.
Montreal.
No.2.
August,
1937.
THE BULLETIN
The first number of the Bulletin
of the Association
appeared
in
April, 1937. It was frankly
experimental
in nature.
The fact that it
was favourably
received
and that it appears
to be firmly seated among
the activities
ot the Association
would seem
to make it desirable
tor
the Chairman
of the Editorial
Committee
to otter to the members a
statement
of its policy.
Since the birth of the Association
in the Spring of 1932, the
desirability,
even necessity,
of issuing a bulletin
has been apparent
to all. It was rightly
expected
that it would serve to preserve
lectures,
articles,
and reports
of the societys
activities,
and to
contact members
unable fram distance,
or other reasons,
to attend the
regular meetings.
The Railway
and Locomotive
Historical
Society,
after which our Association
is patterned,
has published
a bulletin
since 1921, one year after its founding.
However,
it was not until
this year th.t we have been able to follow suit. In February,
the
Secretary
reported
that a mimeograph
was available,
and in March he was
authorised
to prepare
the first issue, which would-form a
basiS
for disc~sion.
Bulletin
No.1 appeared
a month
later.
It was found
acceptable
and at the May meeting
he was chosen to head a three4nan
Editorial
Committee_ The Committee was
voted funds for the first year.
It is planned
that the B~lletin
will appear four times a year,
probably
in February,
June, September,
and December.
For the present
its size will be confined
to six or eight pages, and the oirculation
to about seventy-five.
As has already
been remarked
the Bulletin
will publish articles
submitted
by invitation,
the more important
lectures
delivered
at the
meetings
of the ASSOCiation,
resumes
of the minutes,
reports
of ex­
cursions,
general
news items, locomotive
lists, and so forth.
For the
present
it will be mailed to all classes
of members
without
charge.
With the coming year, however,
it would appear to be necessary
to re­
vise this method of distribution,
and Out-of-town
Members
may be
charged a nominal
sum. Copies will be sent to the Archives
of the
Canadian
National
and Canadian
Pacific
Railways,
to the more important
libraries,
to aSSOCiated
SOCieties,
and to contemporary
.1ournals
for
review.
Members
outside
the Montreal
Postal District
are earnestly
re­
quested
to inform the Editorial
Committee on
receipt
of this Number
whether
they desire further
issues to be sent to them. The budget
is so confining
that it is necessary
to reduce the issue to a size as
small as is consistent
with full coverage,
and also it is desirable
to revise our mailing
lists. Comments,
criticisms,
and suggestions
regarding
the Bulletin
will
be reoeived
with interest.
R.V.V.N.
THE BROADGUAGE AND THE GREAT lESTERN RAILWAY
by
W. M. Spriggs
Note: This article is condensed from a lecture of the same title,
delivered -by Mr. Spriggs before the Association, on November 18th,
1936.
To begin with it may not be of the Charter of the St .Lawrence
amiss to refer to the possible & Atlantic Railway, 1845. The
reasons why the G.W.R. together American gauges were the 4ft.8-1/z
wi th other leading railways of in. touching Eastern Canadas
Canada used the-rail g2uee of five frontier, and also coming into
feet six inches. DetrOit, and the 6 ft. of the Erie
Some sourGes state that the use coming into Buffalo,1I This idea of
of the 5ft .61n. gaup:e was c.aused invasion which to us seems so un-
by an attempt on the part of the founded was not 50 at that time, as
legislatures of Upper and Lower the international feeling was none
Canada to render more difficult an too good. The fact that the United
invasion of Canada by the United States portion of the line was laid
States, but on the other hand it is by the Americans also to the 5ft.
stated that when the two railways 6in. gauge did away entirely with
namely the Canadian St.Lawrence & the protective possibilities of the,
Atlantic and the American section 5ft.6in. gauge to Canada.
of the Atlantic & St.Lawrence to It seems probable that this ques-
Portland, Maine, were being promot-tion 01 a new gauge being brought
ed, the Portland sUP:Dorters of the into prominent notice, may have been
scheme were so anxiolls that their the cause of the.appointment of the
city should have a monopoly of Committee in 1845by a Royal co~.
transportation between :Montreal and mission to enquire into what wouta
the Atlantic, that they urged the be the most suitable gauge for
5ft.6in. gauge to prevent Boston Canadian railways.
from sharing in the business. It may be noted that this year ,;
(Boston, I believe, at the time was 1845 was the same year in which the
already ser/Od by some local lines Charter was granted to the St.
of the 4ft.8-1/z in. gauge.) Lawrence & Atlantic Ry., the in-
Personally I agree with the auguration of the litie was in 1846
opinion expressed by Mr. Loye 1n and although the junction with the
his interesting articles on the American section the Atlantic & St.
Grand Trun~ Railway in Bulletins LaITrence Ry. at Island Pond did not
Nos. 18 and Z5 of the Railroad and take place until 18 June, 1853, I
Locomotive Historical Society, in believe I am correct 1n stating
which he intimates that fran parti-that the two railways were in work­
culars on record the views of the ing order for some distance inland
British military element carried from their terminal pOints about
considerable weight with the Govern-1B48, in which year the important
ment, and their idea evidently was bridge over the Richelieu River at
that a break of gauge would mater-Beloeil was completed and a number
ially hinder any attempt at in-of locomotives were delivered to
vasion of Canada by the United both railways.
States. He says, The British Apparently it took this Committee
Authorities adopted the 5ft 6in. as six years from 1845 to 1851 to do
the Canadian gauge, because it was anything and in that year a large
a well defined medium between the number of professional men Engineers
prevailing gauges tn the United and others, were called up before
St~tes at the time of the issuance the Committee to state their views
,-
and opinions. either side being carried across
Tackabury in his Atlas of the it, will deprive Canada of the
Dominion at Canada: I8??, quoting greater part of said travel.
from the 1:Ra tlways of Canad~1f by Tackabury cont irues, -nThere
~.M. and E.Trout, in referring to is something prophetic in some of
the Committee appointed by the these reasons. The Great Western
Royal Commission of 1845, to report Ry. which was practically compelled
on the most suitable gauge for the by the Legislature to adopt a 5ft.
railways of Canada, 3ays:-1liany of 61n. gauge was obliged to reduce
the persons examined br-rore the it by means of a third rail to en-
assembly Committee in 1851 were not able AmeTican cars to pass over
in a position to form the best their line. The section of the
o:!Jinion as to the relativJ3 values Main Trunk Line east of Montreal
.of different gauges, Mr. Harris, had been commenced with a broad
President of the Great Western Rail~ gauge and that circumstance may have way must
be presumed to have given had some influence in determining
the question some consideration and the decision of the Committee.
he gave his opinion in favour of And so with all the evidence be-
the narrow gauge, vh ich the Great fore them and all the c ircumstanc as
Western Ry. had then adopted. He to be considered the Railway Com-
said that all their calculations, mittee on the 31st July 1851 de-
plans and specifications were then cided in favour of the five and a
bllsed on a four feet eIght and a half feet gauge.
half inch track, and he gave the Of Course a great deal more evi-
following as his reasons for its dence both for and against the 5ft.
adoption. First: Its established 6in. gauge was brought before the
character Second: The saving of Committee, than what I have quoted,
money in the superstructure, ties but it seems to me that the balance
and rails requiring extra strength of opinion was in favour of the 4ft.
for the broader gauge. Third: 8-l/2in. gauge.
saving of expense in running In spite of the fact that two
machinery for all time to came, railways between Canada and the
Fourth: To form an easy and econo-United States, the 5ft. 6in. gauge
mical junction with the railroads line between Montreal and Portland
of Michigan and New York from which and the 4ft.8-l/2 in. line Montreal
the Company expects to receive very to New York were in full operation
large additions to the traffic on and that either of these routes on
their road, a considerable portion which there was no break of gauge
of which is expected to folloVl a would have been available for in-
Grand Trunk Line through the Pro-vas ion purposes, I still believe
vince to Montreal. He added,-that the fear of invasion loomed
ITI consider the adoption of a large to the military authorities
broader gauge than 4ft.8-1/2in. and this together with the fact as
would prove injurious to the in-mentioned above that not only on
terests of the Great Western Ry.Co., the railway to Portland but on the
as well as to the Main Trunk Line Main Trunk Line east of Montreal
as far as Montreal because I feel the 5ft.6in. gauge was already es-
that every inducement possible will tablished, led the Committee-to –
require to be made to secure the decide in favour of the 5 ft.6in.
principal part of the travel from gauge, even in the face of the ob-
Chicago, etc., through Canada, in vious drawbacks of change of gauge
preference to the various channels during transportation.
now being opened on the South side Whether the foregoing opinion is
of Lake Erie; and I feel convinced correct or not may be open to ques­
that an~ ~auge that will not admit tion, but the Government made its
of the oae€age cars of the .l~ads decision in 1851 that the National
joining the Great Western Ry., on railway gauge of Canada should be
5ft.6in., much to the annoyance of American business drove the Direct­
the Directors of the Great Western ors of the G,W.R to petition the
Ry., who had evidently made all Canadian Government for permission
their plans for a railway of the to change the gauge, and in the
4ft.8-1/2 in. gauge. meantime they gradually mixed the
Although this law did not affect gauge or in other words laid down
some of the earliest railways in on most of their track a third rail
r,,~o.da, such as the Chemplain &; St, to accommodate the 4ft .8-1/2 in.
l … :··::::,~~ce, he Montreal &: Lachine, cars of the United States railways,
l!,e Lanoraie and tbe coal railways so that they could pass fran one
01 Nova Scotia, which Vlere 4ft. point to another of the United
8-1/2 in. gauge it may be noted States over the G.W.R, without
that after the lawvas passed a change.
graa t many 1 ines wer13 la id to the It is interc st ing to note the
5ft.6 in. gauge in Nova Scot ta, No, gradual way in which th is change of
Brunsl1ick, Quebec and Ontario and gauge took place on the Great West­
scnae of the smaller ones ha.d to be ern Railway, and it was rather
subsequently assisted financially unique in this respect compared with
by the Dominion Government when the numerous changes of gauge which
the Dominio!! Government repealed have taken place in various parts
the 1851 la~, whioh it did in 1870. of the world. In most instances,
The Great Western Railway owing once the work of change was put trt
to its geographical position was hand, it was carried through as
from the first very dependent on quickly as ~ossible, the operation
throu~h traffic fran and to differ-after considerable time spent in
ent pOints in the United States, preparation was only a matter of a
in fact the railway ,ractically few days, sometimes only hours,
formed a linc in the est and West Vhereas on the ~.W.R. it was a
traffic of that country. Now, matter of years. The Great Western
none of the United Sta~es railways Railway of England had a somewhat
directly connected with the G.W R, similar experience with regard to
were of the 5ft 6in. gauge, most mixing the gauge on a large part of
of them being of the 4ft.8-1/2 in. their road but when the change of
gauge) wh ich was already at that gauge came they had to clos e a large
time ra;:>idly becoming the standard. part of their main line, which the
An eyceution however was the Erie G.W.R. of Canada did not have to do,
Ry. whioh ~as directly concerned the only part of the line actually
with the C .~:. R at Niagara Bridge, closed was the branch line between
but as this line and its connect-Hemilton and Toronto which was
ions was laid to a gauge of six closed for eight hours, as shall be
feet the break of gauge difficulty mentioned later on. was
equally bad if not worse, The following are notes extracted
As can be imasined t.le transfer fran the half-yearly reports of the
of all foods from the .~..m.erican Great Western Railway.
gauge trains to the 5 lt.6in. G W.R. The Great Vlestern Railway of
trains at Niagara Bridee, and the Canada was opened on 18 Nov. 1853
retransfer fram G II R. to American with a rail gauge of 5ft.6in. in
trains again at qiadsor or Detroit accordance with the law passed by
was an endless source of confusion. the Canadian parliament in 1851 to
breatage delay and dissatisfacticn that effect.
to everyone concerned, and the Nearly eleven years later at a
United States lines at last took meeting of the Company held on 24
~p the question of an alternative Feb, 1864, the President, Mr.Thomas
route through United States terri-Da tory on the 4ft.8-1/2in. gauge to and loss incurred owing to the break
avoid this trouble. of gauge between the American rail-
The fear of 1osi!l.~ this veluabl! roads and the G. W.R., recommended
that the G ~ R should at once lay was just commencing in November,
an intermediate or third rail of Mr. Robinson says on 23 Aup;.
4ft .8-1/21n ga~ge to acconunodate 1870 that the f1rst two narrow
fl~erican cars, which ~ould then run gau~e frei~ht engines are already
over the G.ry R without change. at work and that more are in hand.
Cost esti~ated to be ~?OO,OOO. A Some B.G. engines are being sold,
year and a half later on 26 i.flarch some broken up and one small one
1866, The President refers to the converted into a N.G. shunting tank­narrOl1
gau@:6 traok about to be la1d enlline. Mr. Reid reports on a3 Feb.
down on the main line and in August 1871 that the th1rd rail had new
of that year, Mr. G. L. Reid, the been removed from 100 miles of the
Companys engineer, reports that main line and from station sidings
50 miles of N G rails are laid. between Windsor and Komoka, and also
The President on 28 March 1857 that in December last the track of
says that the N.G track is oom the Toronto branch, 38 miles, was
plated between Suspension Bridge successfully changed from broad to
and W·indsor. tha..,t it came into standard gauge by an organized force
operation on January 1st last, and of trackmen under Mr. Weatherton
that the new car ferr:r boat, which with an interruption to traffic of
will ta~e 14 or 16 cars, also ran only eight hours.
on that date. Further mixed gauge On the same date the Looomotive
sidings were badly wanted. Superintendent explains that the
Mr. Robinson. the Companys alteration of the gauge being put
mechanical superintendent, reports in hand more rapidly than antici­
at the same time that 198 N.G. cars pated has left him with a shortage
of all kinds are now in use out of of N_G. engines. The Company is
a total of 1511, and toat 2 of the buy1ng a large number of these loco­
new Palace Sleeping Cars, built by motives, both freight and passenger,
the Pullman Company, are at work from the Rhode Island Locomotive
and others are in hand. Works and he is oonverting G.!f.R. From
now on the Vlork of convert-B ,G eIl@:.ines to narrow gauge at the
tng the cars from broad to narrow Companys works as rapidly as the
gauge went stead ily, though the fac 11 i ties will allow. But this con-
locomotives did not seem to be version of the locomotives was
taken in hand until the Spring of attended with difficult1es for Mr. 1870. The
President on 28 Sept. Robinson remarks, Many of the
1870 says that the traffic has been enRines which were considered worth
handled by broad gauee looomotives, reconstruction with new boilers on but
the system of wor
1
{ing on a their present gauge are found un-
mixed gauge has been found to be suitable to convert to N.G., while
unsatisfactory and expensive. Pra-others, notably the Norris class,
parations are now, therefore, being originally considered not worth re­
made to take up the outside rail -construct10n, are the most practical
Parliament having sanotioned the to convert to N .G. For these
chanpe of gauge -and it is pro reasons it is now intended to re-
posed to purchase some narrow gauge construct the six Norris engines,
locomotives. It is also proposed numbered 17 to 22 inclusive, with
to retain the broad gau?e only 50 new boilers and cylinders, make
lon~ as it is necessary to obtain them N,G., and select good tenders
sufficient N,G locomotives. for them fram other engines, which
The Pacif1c Railroad in the on account of age and difficulty of
United States is spoken of on 13 conversion will be broken up. Five
Oct 1869 as an imnortant source of Slaughter ene:ines, Nos.65,66,68,69,
through traffic for the G W.R now and 72, and the Fairbairn engine,
that the narrow gauge is available, No.32, all being too old and worn
but more mixeCi. sidings are wanted, out to be worth conversion to N .G.
and the use of Bessemer steel rails are being broken up.
Note by lr :.1: S.: According to
t~e 1362 list the six Norris en­
p,1nes were, No.1?, nVenus, No.1S,
ilMinerva, No.20, Jupiter, No.21,
Mercury, II No.22, l1~ars,;i and the
five Slaughter engines were No.55,
lIPython,n No 66, Lion, No.G8,
11Tiger,fI No-59, Ttgros,H and No,
72, !lVulcan,!f The.Fairbairn engine
was No.32, IIS!,)itflre.
The Report continues -The en­
gine stoc~ has been increased by
rive new N.G freight engines
buH t in the Company s shops. The
remaining portion of the en~lne
stock has been somewhat altered
durinR the half year both in point
of numbers and gaUFe. In addition
to the two shunting engines (Nos.
91 and 93) as sold and one shunting
engine, No.92, as having been con­
verted to N· G. in last half years
report the following alterations
and temporary additions have been
made -One freight engine, No.54
(Titan from BirkenheRd) and one
passenRer engine I NO.5 (Wlndsor
ll
from Schenectady have been sold.
Four shunting engines, No.86,
aOntario,H No.S8, IISuperior,
No.89, If.,Hchigan,fI No.90, St.
La.Irence, II from the Globe Works,
Boston, have been converted to N.C.
,One shunting engine, No .87, IrErie, II
is in hand being converted.
Thirteen new N G Passenger en­
gines and nineteen frei~ht enr,ines
have been purchased from the Rhode
Island Locomotive Works and also
one shunting engine. fram Baldwins.
The stock of engines at present is
as follows -77 B G., 43 N .G.;
13 being converted, total 133.
In consequence of this temporary
shortage of locomotives, the
Directors were obl ied to change
their plans somewhat and to retain
the mixed Gauee between Hamilton
e~d London so that narrow gauge
t=ains cou:d be opera~cd by brond
gauve loco~otives Tho Directors
report in April 1872 that by 31
January the whole of the Companys
car stoc k had been converted to the
standard gaupe, but that the broad
gauge is still ke~t between London
and Hamilton on which to run the
rem.-lining broad ga~e locomotives.
Mr. Robinson on 28 Feb. 1873 re­
ports that only 24 B.G. engines
noVi remain out of a total of 17?
The Report of 26 March shows that
the supply of locomotives is still
insufficient and that the outer
rail between Hamil ton and London .
must be continued for the present.
The new steel rails are giving
great satisfaction both 1n use and
in decreased track expenditure.
The Directors in their report of
16 October announce that at las~
this outer rail has been removed
at the end of June, that the system
1s now entirely of standard gauge.
and that at the close of the pre­
vious year only 30 miles of iron
rails remained on the main line.
It is mentioned in the same report
that freight trains of 27 cars are
now run on the main line whereas
24 cars were formerly the maximum
and then extra engine help was
often required. By 1874 the
Westinghouse Atmospheric Brake was
beginning to be installed.
To conclude I may again refer
to the process throup.h which the
Great Western Railway went during
the period of the change of gauge –
First, the layin/Z dovm of the
narrow gauP:e ra 11 primar Uy to
accommodate the American cars, at
that tUne there being no narrow
gauge stock on the G.W.R. N.G.
rail Niagara to Windsor, in opera­
tion, 1 January, 180? Second,
the gradual conversion of the G.W.R.
cars both passenger and fre ight.
First N.G cars running Spring,
186? Third, the conversion of
the locomotives. First N.G.engine,
a shunter, was net run~i~ until
the Spring of 1870.
Locomotive List, I.
Broadgauge Locomotives of the Great Western Railway of Canada,
Compiled by IV .1.1. Spriggs
Class
1
Type
2
Cylinders Dia.Drivers Builder Date
Noge3 4-4-0P 15×22 72 Lowell 1853 14
(24) Canada~ 2 (27) Niagara, 5 (28) London, 6 (25) Hamilton
5•
4
4-4-oPF G.W.E.
(28) London, (27) Niagara, (26) Samson, (94) 1
1862-3
None 4-4-0::. lGx22or24!f 72
3 (23) lIercules
6, 4
(~6) Samson.
Schenectady 1853
14 4-4-oS 15x200r22 560r60 Globe 1853-4
7 (85) Ontario, 8 (87) Erie, 9 (88) Superior} 10 (89) Michigan/
11 (90) St. Lawrence, 12 (91) St. Clair, i3 (92) Huron, 14 (93)
Simcoe.
None 7 4
-4-oP 14×22 56 Lowell 1853
15 (11) Essex, 15 (12) Kent, 17 (13) Elgin, 18 (14) Norfolk, • 19
(15) Brant, 20 (15) Wentworth.
2 4-4-0F 16×24
600r65 G.VI.R. 1867-8
(11) Sir Thomas Dakin, (12) Sir Thomas Faulconer, (13) Sir William
Weir, (14) Brackstone Baker, (15) Brant, (15) Vlentworth ..
3 4-
4-oP 16×24 72 . Norris 1853
21 (17) Venus, 22 (18) Vesta,23
25 (21) Mercury, 26 (22) Mars.
(19) Minerva, 24 (20) Jupiter,
None
B 4-4-
0P 16×22
1t
72 Amoskeas
27 (44) Reindeer, 28 (45) Elk, 29 (46) Gazelle, 30 (47)
31 (48) Antelope, 32 (49) Greyhound.
1853-4
StaS,
7 4-1-0P
(44) Reindeer, (45)
(49) Greyhound.
16×22
1
69
Elk, (45) Gazelle, (47)
G.W.R. 1858-9
Stag, (48) Antelope,
1 4-4-0P 15×22 56 Schenectady 1853-4
33 (None)9 Oxford, 34 (1) Middlesex, 35 (2) Lightning 35 (3) Detroit
37 (4) Lincoln, 38 (5) Windsor, ~.9 (6) Chatham, 40 (7~ PariS,
41 (8) Woodstock, 42 (9) felland, 43 (10) St. Catherines, 44 (None) 1.
11
45 (58)
49 (62)
0-5-0F 15×24 60 Slaughter 1854
Atlas, 16 (59) Pluto, 47 (60) MilO, 48 (61) Ele:,hant,
Rhinoceros, 50 (63) Buffalo, 51 (64) Bison, 52 (65) Python.
6 2-4-oP 16×24 72 Fairbairn 1855 53
(32) Spitfire, 54 (33) Firebrand, 55 (34) Fireking, 56 (35)
Firefly, 57 (35) Hecate, 58 (37) Hecla.
5 2-4-0PorF 16:.:24 66 Birke.,head 1855 59
(53) Ajax, 60 (54) Titan, 61 (55) Minos.
11
62 (66)
66 (70)
70 (74)
9
74 (29)
6
77 (38)
81 (42)
8
83 (50)
12 86 (78 )
10
89 (56 )
13
67 (81)
92 (84)
0-5 -OF 16×24 60 Slaughter 1855-6
Lion, 63 (67) Lioness, 64 (68) Tiger, 65 (69) Ti~re.s,
Leopard, 67 (71) Panther, 68 (72) Vulcan, 69 (73) Etna,
Stronboli, 71 (75) Styx, 72 (76) Castor, 73 (77) Pollux.
2-4-0PorF 16×24
Mazeppa, 75 (30) Medusa, 76 (31)
Birkenhead
Medea. 1856
2-1-oP 16:r.:24
u
?2 Fairbairn 1856-7
Gem, 78 (39) Ruby, 79 (40) Emerald,
Diadem, 82 (43) Diamond. 80
(41) Sapphire,
2-4-0P 16×24
11
72 Stephenson 1856
(51) Oberon, 85 Ariel, 84 (52) Prospera.
F
Erebus, 87 (79) Cyclops,. 88 (80) Ixion.
0-6-0F 16×22
11
? 60 Gunn
Achilles, 90 (57) Bacchus
0-6-0F 16,,24
George Stei!henson
10
, 90
Sarnia, 93 (85) Saxon.
60 G.If.R.
(82) Scotia, 91 (83)
1856
1857
1860-2
Erin,
None 4-4-0F 1 ?x24T1
(95,217)il unnamed, (96,218)
Unna~ed, (99,221) Unnamed.
60
Unnamed,
Kingston
(97,219) Unnamed, 1868 (98,220)
Notes:
1. This classification appears in the Official List of 1869.
2. P -Passenger, F -Freight, S -Shunting.
3. Locomotives tlNiagara, London, and Samson replaced in 1852.
4. Original number.
5. Number as it appears on Official Lists of 1862 and/or 1869.
6. Rebuilt by G.1.R durillfl the period, 1861-6.
? Removed frol:l service in 1867. Hercules became locomotive
fire engine.
B. Removed fram service in 1869,
9. Oxford was mvol,ved in the Desjardins Canal Accident,
!.larch 12, 1857. It was probably scrapped.
10. What locomotive, first of the coelburners, this replaced in 1860
1s uncertain. It may have boen No.67, Panther, but this
appears in the 1862 List.
11. These locomotives were renumbered soon atter purchase.
Special SU1mlement: Through the courtesy of Mr. Freeman H. Hubbard,
Editor of Raflroad ~:lagazineU, we arG able to mail to the members
with Bulletin No.2 a re;..rb.t of liThe Railroad !Ian Movement!, an
article v;rhich apleareo. in the Jaly issue of Railroad Stories.
The Railroad Fan Movemenl
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IN 1820 the first steam
railroad in North Amer-
ica was built and operated
b} Col. ]ohn Stevens on
his estate at Ïloboken,
`-. ].. where the Stevens
lnstitute of Technology
stands toda.`. It was a privately-owned
mrTütrTgaLæ line which ran around àn
qTal shape.. but it had passenger carsdraïn b}- a real steam locomotive, so it
dtfinitely marked the birth of steam trans-
portation in this countTy.
You might think that the . movement began about the same time-but
it didnt. That did not come until exactly
a hundred years later. .lt least, no serious
effort was made to organize a group of`
railroad hobbyists until the fall of 1920,
although the photographing of locomotive,s
and trains for the purpo.æ of making and
exhibiting picture collections dates back for
at least fifty years, and in New England
there was quite a group that held one or
more meetings to display their treasures
and èxchange reminiscences.
The old RAiLROAD }IANs MAGAziNE,established in October, 1906, served as a mouthpiece for the hobbyists as vœll as the `
railroa,d men themselves until ]anuary,
1919, when it suspended publication. This
lef.t a ùide gap which only a railroad jour-
nal could fill. Moreover,twhile Charles E, `
Fisher,, a railroad-minded Bostonian, Was `
wr. inéttils Histàry of the o,d Co,ony Rœj:l-
roŒd, he became painfully aware of the
need of some kind of organization to pre- i
serve the documentar.y records of railroad
history. So he got together with two ;
::ie,E:s,faî|rtohfu:9C2:ïr::da:feyâ:sr::skcotbLsé;
possibilities of such a society.
Mr. Fisher had_ railroading in his blood i
for three generations. His grandfather had
helped to finance the.`old Boston & Provi-
dence and his fathérhad worked for thirty
yeais with William Mason, the locomotive
builder of Taunton, Mass. Charies Fisher,
carrying on the family tradition, began his
rail experience at an early age, working at
the loc,al £reight station in Taunton during
summer vacations. After graduating from
university he worked for the Pennsy, then
at a s`teel plant and in the U. S. Bureaï
23
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