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Canadian Rail 024 1952

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Canadian Rail 024 1952

9AN1..QIM! M!.1Jl(),4D.~..I yr.®lQ~.!J . .&f?,sgg.L~:rJ 91r~ ,_I~.Q..
NOltcl!l OF ?{ii;ETnTG:
The re~~1ar monthly meeting of tho
Canadian Rltilroad Historifal Association will tel:ei,d in nom 153,
Queens Hotel
r
on Ednesday, April 9th~ 195?. at 8:00 Hot.. For the tenefl t
of thoRe members -iho did not attend the Twentieth Anniversary Banquet on
March
l5th, our p,)pular ~l1.city Dir0c~or J ~Norruan LO;;f;J had the for(;l;ight
to makd a tape transcription ot tho proceedill&s, and tIlis ,nl te played
rack at the meeting.
ASSOCIATION NE¥S:
On SaturdaYQ l.arch 15th, 19521 officers,
memr.ers and frienJs of the Association to the number of fotty-five, assembled
in Salon nAil of the Q;ueens Hotel at a banquet held to commemorate the
AS8odation~ s Twentieth Anniversaryo A::;?prop=::ately, the Toa.stmaster was a
mel!l:er
of long standing in ou:-group. held in the highest regard ty his
associates. Dr .. Rotort V. V … Nicholls.
Our honoured guosts
included Mr~ Oswald Ao Trudea.u~ (;.ene:-al Pass­
enger Traffic ManagoI of Canadian National Railways, reprC3sentlng the
Prosident of t!l<:l:~ system, 11::-~ Donald Gordvn; he was accompanied by Mrs~
Trudeau. M!~ Tr.ldeau has bee:l a member of our socie,y fo:. ma:..lY years and
he and. Mrs T::-..lc.etu ,l1-e well known to the Association! 5 mem1:er~o
Repres:mtlng !>::: < 15 j ham A fI.a.ther f Pre sident
of the Ca.np,d.ian racinc Railway
the so.;ci(:jty haJ. the pleasure of the presence of Mr. FredE:lrick BrliJll},8y~
Secretary of tIlt:} Uompany. :~ro Bramloy is a raih,ay man of many YI-J£.:r:.st
standing, having coltle originally from his native Darljngton, JIJr..g1an.i.,.
Be commenced his railway carCGr with the former lTorth Eastern Rallway~
The gathering was distinguished by the prosence of the President
of the Canadia.l Raih:ay Club Mro Jehn Eaton
represer.ting that glQUpo
MrG Eaton 1.s also Ch:meiJ.2 Pl;:.t-;~lne1r;g ..1glM1: .ii.t Mor.tl!Oul, of the Cnnadian
Pacific Railway.. Accompanying Mr Eaton was Mr. Richard M~ Binns.
who represented Mr. Arthur Duperron. Chairman and General Manager of tho
Montreal Tr~nsportation Commission Mro Binns is a member of the society.
The Montreal & Southern Ccunties Railway was representod by Mr~ Ernest
Leonard~ who was accompanied by Mrs. Leonard ~e Associaticn!s very
good friend Mr~ Orner Boivjn~ General Superintendent of the Can~dlan
National Railways was unfortunately unablo to to present: but he wee repres­
ented b.y his assistant
J
Mro Johnson who we wore p1o~sod to welcomo in
his placo.. Tho prose nco of thie assembly of delightful guosts lont much
to the enjoyment and tho propor cbeerv~nco of our ann~versary~ and tho
Editorial Committee is confident that it spenks for ;Ill the mcml::ors in
recording that we wero vory ploased that they woro in attendanco.
After drinking a t·:ast to the QJ.1een~
and partRk:ing of All onjoyal:le
meal~ tho guost s >,;(;rc wolcomed and toastod l-y Dr~ Nieholls( Our te6.st·-
master then form..:I.l1y introd-,J.cod Mr .. Robort R~ Er-o,,;n who gavo a ta.lk on tho
history and gro.,,·th of tho Society Mr. Brown noeds no introduction ,0 t:!J.o
members; the part he phlyod in organiz.!.ng our association and his al.l~:soquont
long association as an officer and member qUfllifiod him to act as spoaker
at our comccmorative ~anquot.
At the conclusion ef Mr. Browns remarks, Mr. O.S.A. Lavalloo,
the Vico Prosident. thanked him on behAlf of all those present.
As an added attraction nnd without advaneo warning (to him),
Mr. W.G. Colo was asked to narrate the incident in which he cleanod tho
flues of an engine on tho Can~da Atla~tic Railw~ __ with a can of kerosene!
This narration was accompanied by much amusement on tho part of those
present and it was tho common consensus of o~lnien that no ono c~ tell
a story liko our well-bclovod membor –Mr. Colo.
Tho banquet meeting then concluded with the showing ef several f
ilms. Tho feature film was taken during tho 1951 Convontion of the
N~tionnl Railway Historical Society in Montreal, and wns loaned to the
Association throU€h tho courtesy of the loHdwost Chapter of NRHS. It rop­re
sents tho combined work of several memb~rs of thRt Chapter, and it is
a splondid photographic record of the biggost railway enthusinets
1
got­
together in the history of Canndas metropolis. Tho other films wero
both musical, classicnl and comical respoctively.
A suitable exhibition of certain objects connocted intimately
with tho Society was on view in the salan. This exhibit includod tho
Societys Constitution, documonts, p.~otographs of :ctivitio8, SO(.18 of
oarly railways, publications of the socioty, and a dotrliled. largo-scalo
modo 1 of tho Dorchocter
ll
, CaM,das first steam locomotive, built by
tho speaker of the evoning. Mr. Robert R. ~rown.
The description of our Twentieth birthday party could not con­
cludo without paying tribute to tho propriety of all arrangements which w
ore made with tho ~oens Hotol by a man which our society could ill afford
to lose –our genial Presid~nt, Sanborn (Sandy) Worthen. Tho projection
_f tho moving pictures. and the preservation of the eccRsian forever on
film and in wax was the work ef another indispensablo member of our group,
Norman Lowe. Our sincere appreciation goes to both of the sa gentlemon.
L
ots continuo our expansion in tho next twenty yenra!
————————————–
ROLLING srOCK COMMITTEE:
Work hns beon rosumed on tho Assoeiation1a
streetcar, no. 274. Considerable work has already boon done but tho task
of restering the car carofully to its originnl appearnnce, Is a long way
from completion. Work sessions era hold almost every Saturday afternoon
at the St. Donis divisional carhouso of tho Montreal Transportation Comm­
ission. which is situatod on St. Donis stroot, opposito DoFlourimont.
No.274
is stored at tho end of track 4. insido tho bu~ldlng.
Visitors will bo most wolcomo at any of those Saturday gatherings.
Those interested can tolephone tho Committoo Chairman, Mr. Chivers, at
TRenmoro )140, to ascortain whother RUT of tho Rolling Stock Committee
mombors will be prosent on tho afternoon they chooso for thoir visit.
The Commit teo rocently acquirod three original routo signboards
which will lend to tho cerls appoaraneo. Theso signs aro all lettered
AMHERST _ ST.LOUIS AllNEX
n on
ono side, and AMHERST -WFFERIN on the other.
¥RIJ_M·:m~ATI-1}!.)m . …f;~&~~1il!.2ow~<:;mJ:~ -- - - - - - -by Robert R. BrOim
l~.£I.miI,.)Y_~~CG BA T.j/Q-X
Although the Vormont Central RailroM would not allow its wholly­
ownod
Canadian b~b6idiAry, tho ~)aabtuad SheffQrd & Chnmbly RailwaYt to
cvnncct wHh othe:r A:norican li!~es, it w?.s interested in nn oxton3ion which
would sarvo tho copper minos of Bultun T0wn~~ip and tar.a aw&y frQm tho Pass­
umpsic somo of tho tlnffic orieinnting £lrOL.i.d Lako Memphremagog… In 1867,
tho Huntington Minir.g Company was organized to exploit the cc:pper mines in
Bolton abOtlt ten milos south of tho village of Eaatmnn which was then known
as Dillontowng and Qy a chartor obtainod in 1870 tho cining com~:y had tho
right to buile. a light railway from the mines to a connect len · …. Hh tho SS&C
at iatcr10o and also to tho naVigable waters of t,…k:o 11omph:-omc.gog
L~ B. Eunt1 ngtun
r. ownor
of tho mining company tms Also socretary of tho SS&C
Ry and sinco the mining: co~pilnyf s charter rights to build raih,ay lines
wore transferred to the Trustees of tho Vermont Centrnl Raillot!.C. on July 26.
187]., and su.uscluontly. on October 30$ J874; to the iriatorl.:lo & Maeog Rr.il
ay
which ~ boen iucorporated uy veRn interests o~ Decomber 23~187io it is
obvious that the whole scheme was prc-arrRnged in the interests of tho
Vel~mont Central Rallroad Startod in l875c the l1no was completed from Waterloo to Dillon­
town 1n 1877 and to MAgog in 1878 In 1879, a b::anch line f!C!D Dillof.town
to Bolton
t
wh:l.ch hrui boen built by thE) bankrupt i-!issisquoi & ]J.ack R!.vers
RaHway, was tl…k.)u over and operated for froight sorvico only until 1888
Me~~1le, tho Querec Centrnl Railwny had built a l1ne from Levie
to Sherbrooko but could interchango only with tho Grnnd Trunk RailwR7 and it
was interested in promoting a cor.noction with the Vermont Central. In 1882
tho Waterloo & M buil~ing an extons!.on fro~ Magog to ~crbrooke pnd it is interesting to
note thnt tha contractors~ r~ossr8. Ibw~n e.nd lioodward, worc officials of
tho ~cbcc Contral~ The line f~om ~~og to Sherbr~oko w~s completed about
December 1884~ tho terminus in Sherbrooke boing the brick stp.tion at tho
corner of Belvedere and Fronte~~c stroets
o
now the freight offico of the
CFtnAdlAl1 Pacific Rnih/llYo About a month later~ tho Q;ucbec CCHtrp..l lVtilway
completed a connecting link from its bridge over tho St~ Frp~cis R~vert
up through a ravine to a connection with the liaterloo & Magog RAilway,
… thero the Canadian Pnc1fic passengor stntion is presently situated
In 1887 I the Canadian Pad.fic Rrtilway opened negotict 1 uns for the
purchase of the Waterloo & 14agog Rfilway and on Juno lOth
r thG
pr(pa::,~y
was conveyed to the Atlantic & North /est RaiJway. The W.lterlCu & !k1€Og
Railwa.y had been built VlJry (.heaply nnd it meandered through the ya.lleys
and around tho hills, and d0wn into all tho he-Hows ~..nd over the l1deos~ so
the Canadie..n Pacific RAilway built r-l1 cntilely new line from 13r:!.gi.G.lJ< J~t.
(now ]rookport) to ShorbrQ()!re~ completing it in 1889 Traces of tho hId
lino can be folloYod prncti:Rlly all the way From Waterloo to South
Stukoly, it is close to the highYay~ thon it runs under the high CPR viaduct;
it dips into tho valley F.t Eastman; passos aroUl:d the south side of Orford
Lake~ crosdng part of tho lako on n ptle trcst,J,e~ traces of which arc
still visible,. At Mngoge it crossed the river ncar the textilo mill) rAn
townrd Kntovalo. AAd then A.long the east side of Lake MAgog and the Magog River.
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THE PASSnro. OF TlIE 701 5 by Riehard M. Binns.
After forty-five years serviee, the last of Montreal Street Rail­
ways famous 703
elass street cars ~ill vanish from the local transit scene
sometime
in early swmmer of this year,
1ihile thirty-one of the remaining cars in this series have been
reposing silently in stora&e at Montreal Transportation Commissions Youville
Yard for the past year and a half, four c~rs have remained in more or less
active service up to the present time. These are nos. 859. 861, 869 and 881.
The inrOads of bus substitution will finally remove these four
survivors from the streets and they will in all probability be destroyed
along with others of the same family no, in storage. Hence, we are about to
see the final passing of the long wooden cars so familiar to Montreal for so
many years.
A few words on the history of these interesting cars might be app­
ropriate at this ti~e.
Tbe design was distinctively nM.S.R.. Cars of this structural
pattern were never operated in any other city. The design followed almost
exactly that of the world
l
s first PJ-as-you-enter car built by l~.S.R.
in 1905 insofar as platform arrangement, doors and general appearance were
concerned. In fact, it was while building the first group of P.AYIE cars
in Hochelaga Sho~s that one experimental car about 52 feet long was turned
out (No.940) which became the prototype of the 703 class.
Apparently impressed with the passenger carrying ability of No.
940, M.SIR. officials placed orders with outside builders tor ninety car
bodies of similar pattern as follows:
Ottawa Car M~g. Co. 50 cars (703 -801 odd numbers only)
Canadian Car & Foundry _
10
n
(803 -821
n n n
)
The J.G. Erill Co. 20
n
(823 -861
..

n )
Pressed Steel Car Co. 10
n
(863 -881
n

..
)
The first car to be placed in service was No~ 705, on Christmas
Day 1906. Delivery from all builders followed continuously throughout
the next year and a half. The last cars to go into service were nos. 783,
789
and 793 in August 1908. All were delivered uneouipped, that ls, body
and
trucks only. Trucks for the Canadian built cars were supylied by
Montreal Steel Works, and those for the U.S. cars by J.G. Drill Co.
Controllers, air brakes and all auxiliary equipment 4aS installed ,y M. S.R.
For those interested in numboring, these cers marked the end of the
former practice of numbering closed cars by even numbers and open cars b,y
odd numbers. In 1906, it was apparent that no more open cars would be
acqUired, and as the even numbers had reached the mid-900 a, it was decided
to go back and fill in the vacant odd numbers starting from the last open
car No.701. Hence. the 703 class had odd numbers only.
Numbers 703
to 861 were entirely of wooden construction wlth iron
bracing. The cars ~ilt by Pressed Steel Car CO. (66J to 881) had steel
underframea and composite stoel and wood bodies, which gave them a slightly
different appearance, The overall length of the steel cars was slightly
greater, being 526
n,
as aga.inst 5110 for the .,ooden cars • .All had. open
rear platforms 9 feet long and an unusually generous body .,idth of 891.
All in ~ll, these cars were the largest ever to be operated in city
service in Montreal.
ilith their ~f. S.R. light yellow paint, large red number plate in
front and gleaming brAss railings on the rear platform, these cars presented
a handsome and im)ressive a~pel1rence on the streets of thnt duy. They did
much to enhance the already high reputation of the Montreal Street Railway Co.
as Il. leader in street railway cQuipmenraJld service. :For a car 01 tha~~~~–~
siza, the ?03 s ,.,ere singularly graceful in appearance, due to a happy
combination of cody dimensions, and to functional simplicity.
It might be said that these cars, lIith their high capacity, fide
entrance and rapid fare collection facilities
t
represented tho ultimate
application of tae P.A;Y.3~ principal as it we.s origine.lly conceived.
Nevertheless it cannot be said that they were entirely successful.
Although they wero used on most of the main routes, it was soon apparent that
their length and …. idth were excessive for Montreal 5 narrOll street inter­
sections. Despito the fact that tho bodies .,ere offset on the trucks 2,.
inches to the right, the trackwork at very many intereections did not permit
clearance for the re£,r swing of the 703 cars. Consequently, it was the
necossll.ry rule at such places to wait, before taking ~le curvG~ until cars
going in the opposite direction had passed. lith the increacir.,g tempo of
service and the shorter headw~s required for the growing passenger traffic,
huch restrictions becMe troublesor.lo. furthermoro, some difficulty was
experienced in supporting the long reur platforms.
Finally in 191}-14, the rear ple,tforms were shortenod by two feet,
and at the Sar.le time, straightened and stiffened. While this alteration
helped the clearance problem considerably, it did not entirely solve it.
The
use of this class has always been some …. hat restricted for that reason.
TrRck engineers have always been plagued …. ith the problen of laying out
intersections to provide clearance for the 703s. It is significant to
note that the next group of cars purchased, the 901 series, .,ere of con­
siderably smaller dimensions.
The
first gap in the 703 aerie 5 occurred after they had been in
service only fl.bout ten years~ On NoveI!lber 6th 1917 I no.835 suffered severe
danage in a derailment and collision at Notre Dome and Coigneurs Streets.
This car …. as never repaired. ~quipment and trucks were used for other pur­
poses and the body was scrnpped in 1924. A somewhat similar fate ~efell
No.813 on December 20th, 1926. (Scrapped 1928).
Wi th the influx of new cars in the late 1920 s the 703 s … ,ere
largely relegated to rush hour service. By 1927, the only regular all-day
services assigned to 703s were St.Laurent route 77 (Craig Terminus -Drolet
loop) and Pio IX Blvd …. there t …. o of these cars …. ere regularly employed.
Drastic curtailmont of service in the depression years placed tho
703 s in virtual retirement Through most of the 30 s they were to 1..:e seen
only during the Christmas rush season and on other special occasions.
In 1933, No.729 was scrapped and in 1935~ No.823. In the following year,
1
936, twenty-nine …. ere scrapped, and three more in 1939.
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Fortunatoly. the ro:~,niT1& 55 car!> werc not destroyod They wera
dostinod to pldY a!l im:portant colo in t.!1c d.T~D3. of we.:-ti!llu tzoansporta.tion
i!l !>Iontreal. and t.o seo &ome thirteen mOle years of &ervice
o
In 194o~ sharply rising passengor traffic duo to wartimo a~tivity,
coupled with gallolono ra.tioning: and ether s.lotortngos to como, ~loU€.ht tho
rotll.ining: 703 s into P.ctiVQ servico. Rocenditionod~ they provided 6. most
usoful rus.l hC<1l unit. of l&Iga capltCity Looking buQk it is difficul ~ to
800 how the ext rem.) situation of thoso days could ha.,e ~oen met~ had those
fifty,-fivo large Cfl.rs not beon availablo.
In j942~ manually oporated folding: renr ~oer8 woro installed and
interior lJUll:.lot~,ad doors roro.lJvod~ 1n 19L;3
9
the o;;TCS9-St;A.ts woro turn(.;.i to
provido long:..tudina:i.. Boating th.:oughout tho full leng:th of the cnrs: thoroby
incroash1g tho capacity Alau in 1943~ the singlo panc.l front exit door
was replaced ty a two panel folding: doorv
With the phonomonal gr(;wth of t!1o cay in tho post-war pa:-iod)
tho romainfI.ig 70)38 havo beon rotained in activo rush hours sOI-vice unt.il
q~i te recont.ly ..
It i8 an interesting fact that those cars wero always n0ted for
thoir doper.dab1J.ltyo :Becauso f.lf their good. constructIO!L~ simph:it.y~ a..ld
rUbBed equip;ncnt. thoy had en ox,;ellcnt locord of cvai!nbfJity .. :!loven in
mvdc~n tim~sj failu~~s on the road woro oxcepti0r.al~y ra~u~
Substnntial ardors of buses and trolley busos fiM.lly roloased
thoSQ cnrs from Sel~}COt and in lato 1949 nT-d oarly 1950~ twenty ~oro
s(;rappod.. In the latter haJf ef 1950t thlrty,·,one wore placod in strago.
StraugoJ.y enoMh, it WrJ.S the possible throat of anothor world war that
saved this last group from 1mIDod1,nto dcstructjon. lklW
r
however, thc
arrival (;f addlt~,onal buses and trolloy busos und: tho noe1 for space will
moan t~e final dlspos~tion of ~hcse old carso Honco the passing of tho 703!S8
EDITOR 6 UOTE: Mcm.ors living in tho Montroal aroa r.re offored the
opportu.lity of 1.nspccting tho four remaining cars of this grvup~
o~ to take photographs or mop.Buremcnts of thomo Mro :Blnr.s nas
offo=od to roRke neeess;>..::y arrangements; ho can bo reached at PL~4::!.Gl.
Tho Montreal Trr-.nsportntion Cc.rnmtssion
h
as adoptod a now monogrp.m 01 symbol, whic.h l.S rapidly boing app~,l.od to
all p9.sscngor and servico equipmor.to Tclt::ng tho fOim of tho letter iT1
with an aTrw-s~apod c:::::>ssbA.:..·. slopod~ w!ti:lilL a circ:~e formed ty t:le namo
of the Cc.mmiuion jn Fronch a~ld English, this 5nte:r-eatin& design l.6
symboUca,1
of tranSl.t p.:gruss~
Progzocss is incvidonce on the Cann·hl.Il NA.tionalI s new Lynn Lako
line in northo:-n MRnitoba.. It h report.od. th~t 55 miles havu 1:oon cl(Ja~ed,
23 trestles comploted
t
and 11 lullos from ~urr~,6.t)n c:-mpieted… It is
expoctod t.hat the ond of the yeur will ijue 90 miles grades p~d stool
laid for 54 milcs~
…….. -………… ..
!&Y..91:0TIV!: NOTES:
Engines received rscently by the Canadian llational Railways .,.ere:
Class Q.8a 660 HP 8450 series up to 8461. (Hontreal Loco Co.)
Class ~a 1200 II G!.fiIL 7000 series up to 7007.
Class W1.Ac A units 9L;28.94)O,94)2,94)4~
11lEb E 9429,94)1,94»,94)5.
EngiLe 2134, 2-B-C class M3b, was scrapped in Uecernber 1951.
The
year 1951 dealt a blOt., to Canadian Pacific Rail1ay stearn motive pOlfer
in certain of the soaller series. The scrapping of certain units contrib­
uted to the complete obliteration of three subCclasees
p
that is, the
D6a (4-6-0)l T;c. (o.-6-4T) r>.nd VIa (O-e-O) classes. The four 4-6-0 type
engines of t.he QCR non-standard desl~n (which fere in..lterited 1hen the QPR
was acquired) had ddndlei to Cut one unit, no.l.:4) at the cloce of 1951.
Nos.42,43 and 45 had been scrapped during the year~ The remaining example
of this class, no~4J.~, is presently in freight service on the Dominion Atlan-
tic Rail …. ay~ Under the headill& of the shllpO of things to co:ne
l1
it is . ,~:tj;
…. orthy of note that five er~ines of the ~ (4-6-0) class …. ere disosntled
last year, leaving 57 engines, out of a one-time claos of seventy six. Of
the 57. eighteen …. ere not in service in January.
Orders for a number of Diesel ~lectric units are presently being filled and
~hen completed will bring: the diesel locomotive cOJ.lpler.-ent to a to~al of
284 units. Orders pretlently being: filled include t!1e DFll5e clas3~ nos
4058-4063 1500 HP GMD A units, also DFB15d class, corres~onding B units.
The first unit of a series of thlee 1500 liP Gl.fD road switchers, ~o .. 8409,
class DRSl5c, has been received.
Cenadian Pacific Railway has co~enced
reeuilding five dining cars to restaurant cars. Cars now in Aneus Shops for
this purpose include Bramber a11d
ll
Bangor
ii

The Romaine River Railway comnenccd 1953 operations April 1st.
Traffic on the Toronto Transportation Cot.lDlissions lines dropped
considerably fol1olling the strike) with the result that service has been cut
in many parts of the city of ~oronto. Certain suburban routes have felt the
axe most; some have been cut from ten to fifteen minute service, and others,
it is reported~ ~ill be made llrush hour only II at the end of the t:onth~
The Toronto subway is betueen 85 and 9~ complete sc>uth of 3loot, a..1d track­
laying has been going on for ~evcral …. eeks. Steel supplies h~ve been gu~r­
anteed for the rest of t!1e line removing the last bi~ difficulty-standing
in the .,.a:y of plalU1ed operation before the end of next year.
The
Grand River Rail,ay ad Leke 3rie &: l~orthern have teen rel8jing:
several eiles of track with new rail Rnd new ties and ballast are in univ-
ersal evidence. ?4ost of the cars nre being. or have been, rep..l.inted, includ-
ing the wooden eouipment that sees only occasional sorvice.
It is reported that lliagara, St. Catharine s & Toro:1to RailOlay cl?r
Uo.l30 bes been acquired by a grol.:.p of 3uffalo (~1Y) re.lluay enthusiasts.
A diversion will be built on the Newfoundland Raihay. to
m. railwAY 11no frolll
St .. John
l
s to Port-nux-l!asqucs will 1.0 diverted five
miles to tho ncrth of the prescnt location. StE.rt will bo mOOo on tho rail­
way work ~s soon as tho wo~thor pormits~
In lino with mnny other city transit systems thnt havo converted
to lO~ bus opor.tion, tho R.l.milton systom as boon grl..ntod higher r~.tos,
now lo¢ cfsh,
Olinton, Ont. h.lc .ppliod to tho CNR for Sundn.v train Dcrvico
to Str~tford for connoctions~
Tho requost for commuter service on tho CNR cctl-/ElOn Toronto –
Port Union nnd Scp.rboro h~B been refusod by the rnilwny. Township nnJ mun­
ic ip.ll!. ty of H!ghl.Uld Crook will n.sk tho Boa.rd of TrAnsport Commissioners
to consider this request:>
Vnnceuver:s CCF Civic Council 1s urging the Provincial Government
to taka ovor tho British Columbia. Electric R~11wny if tho Company fnnnot
oporato it on the high fares now chargod~
The CAAo.dinn Nation..,.l RP.ihtrlya hn.s invited competitive tonders
for 194 units of ~~8S0ngO~ equip~ontt ~B follmts:
47 conchas
52 8Ieep~.ng C·l.rs (of various designs)
10 sleeplI1&-dinlng cnrs.
5 buffet-~~rlour cers.
20 tourist cn.rs.
20 din:!.ng c· …. rso
15 c~fe-pprlour cars.
S parlour (:1.rl:3. Totf..l: 194 unit s.
(EDITORS NOTE: And wh;y restrict it to Can:<.din..n nnd United States builders?
British nnd European products arc just Its good and very probnbly cheaper.
Note tho excollent example set ty tho Toronto TrAnsportation Conmission in
ordering co.rs in Englnnd~ or the report of equipment order for Hexico
t
in l~st months Nows Report~ This co~ent supported by –not copied from-
It.l1fnx Ma.1l_ Stl:.r
H.. )
A mnjor repnir opcrntion is new being carried out on most of the
Montrenl Trrmsportntien Commission
l s
1)25 series cn.rs, as thoy pnss through
the shop for ovorhnulo This involves rcplncement of the m~in longitudinal
member which forms the lower hro.lf of tho cnr side. This structurcl membcr~
was or1gin~ly formed of i
a
steel plate which hils corroded to the extent
thl.t it wns considered best to replace it. It is being repla.ced with 3/16
pl~teo This mORnS renewal of the posts in practically every case. Duri~~
conversion, the window bars will be left off tho right htLP).d side.
Now subscriptions or c)ments should bc addressed to tho Editorial Office of
tho CO .. llndinn Ra11rold Historical Association, 6959 .Do llEpoe Ave., Montreal.
O. So Ao LAVALLEE, Editor~
ffHË cANADÏAÏü R.tIÏËOAD rilspoRICAL ASsilclATioËï iNcoRPŒÏATFü et
MA¥ ÏKCURSI9MÆ` o
Th© Trïp CpËmî+#Ë©è wlshes to advîs© the members and `
fri©Ïïds of ShLË9 So®ieüy üha.Ë t;h®y have aïorang©d a
ËÏ.i# ovep Êh© iines of €h.e Mont,rea,ï TïanspcSrÈa%ion
C®mnissi®n-fcR,ë Saturaay aft;ernûûmg Msy i7Sh„ï952.,
`Eh© tïip wiïË ieave Süo Denîs Carh®us© a€ ΄.30 P,,M„
Dayïighü S©.viin^g Siffiegand wiË„ï` s3%®p for passengeï.s
a& fth© MŒuns Îî.cwaË. L®o# ab®uü ïÀ`,-,©n minuües ïa€er`.
Fr¢jtni ï`heFe.we wi&Ë ÊraveïL SŒ S;he mounÊa.în ïË-n©9
QveF Müunt R®:¢ptॠand clûwn ShakeËipeare Road #o
C®te des Weîge!3 anü Wesftm®unü BoujÈevâ:{9de„ Passing
t® Ëhe G-ftïen aÀrwË SËD HenpI Plae®gwæ wËÏE Se® thei=
apeËQ©a¢iûn o£ Èhe 11n®s neaff Tur6®Ë ¥ard ŒÉD the CoN`,R®
The ftrip wiil Ë.n©1ude a visËib Sc» the Ïffichîne Llne and
wîlï t;eïôminat;.£ at; SË, Denis CarBousæ about 5`,00 PoMo
An @,pen ®bs©F`ùÎ`at;ion cap wim be usedgand in œase ®£
bad weaSher8®S€;iieff ®auËpment wlm be suppîied~
Tiekets ar® StË.,oÛ per pers®n,  Hè£und wifl:.`L be made
ïff t;he ÈffDip diïres `not E`mo
Pieas®.` send €;heques Gr money ®Ï®ders €o Mr.« SoS`owoffthen9
3 Pr®spet3S St,r®e&9W®s~tm+ünftspt,Qo befor® Èfa&r Ë6%h„ï952.
Ïh® capaèit,y Q,f Ëhe car is limii;ed8.#Û Pïease Ëeserve
as soon as possibl© Ë®. aü;oid di.gappüintmenü-;sî
Theïôe wfiïï be sÆcSps üo enabie ühose int;ere.ç;ted ibo tak©
pî©¢uHpe§,
` æ æ tsæ`ë æ œ q œ <:=
—–.:.. –
——
SPON SO;>E:.D !::>Y
C~NADIAN RAILROAD Hl5TORICAL A5SN INC:
– –
« d J }4 1952
~)un-_;~YTo ~,~,,~!1e ~@ __-
JSBESTOS~ DAjJV LLl
RAILWAY ~f CANADII~N JOHlIs-i1/-NI.iILLC COMPANY

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