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Canadian Rail 032 1953

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Canadian Rail 032 1953

lJOT I CE OF J.G~Tnro.;
The February !:leftlng of the Association Iill be held
in room 153, Que3ns Hotel, on i1cdneeday, February 11th, 1953 nt 8:00 PH.
tlemhers vill be p..sked at this !!lasting to consider the subject of the ;>ll!lual
~p.nluet, and it dac1s1on ohould he )IIMe EtS to whether it should be hold ill
tho epttng, p.e in 1952, or in Juno, the pr.?~ctice folloIed until 1~51.
On Saturday, J:Ilu
y 17t!l, 1953, twenty members and friends of the
Association net at lfcstrnou.Tlt ste-tion for the purpose of inspecting Ce.!l8.dlan
Pacific Railwe.y Companys newest instruction unit, car 57.
The visit ha.t. boon arr~lgod with the kind cootleration of Hr. Percy
RIli::!es, the C?Rs system Rules Supervisor, lIr. ~ine:s conducted tile visit perso!,.p..lly, and shoed the cenberll tho various facilities of tho c~r,1,hich
is one of the illost up-to-d[.te of its ki:1d. tnstruction cere are used, as
their name iDplies, to servo as travelling schl)018 for enployees eng:;o.gsd i;l
running service and its ancillary oporations. Tho Comyany h,]13 u nUJ!lber of
thoso cars, used for mecha.tical, rules and SAfety instruction.
C~r 57 was roce
ntly convorted from the eom:pll.rtment-obsorva.tion-loU!lgo
car I1tlount :saker. It is equipped with a. GO-sent lIauditorium equipped with
8peci~11y-dsveloped seats of simple, though cocfortable, construction, do signed
to fit into <.. cOClparetively small floor space. Spacing is sufficient to
enablo tables to bo fitted into the soats, and tho most corpulont raihTaymon
Cfl.!1 SOft thomselves with little difficulty_ Tho classroom is situ…1.tod at one
end of the 82-foot car, and on one side of
tho Admitting passage,.,ny, there 1s
a tiny projection room in which a Boll & Howell projector is inatalled.
Clasaroom facilitios includo n blackboard. with folds into the collingj l proj­
ection screon wl~ic!1. rolls up into the coiling, Me. a translucent Bcrcon upon
w!:l.ich slidcs cun 13 projectod from tho sido 0;·:I])08i to the audienco. The lido
projoctor cn:1 be installed ill the eating compartment of the car. for this
s dosk
is equipped with fl. microphono , .. hic!1 is wired to the
projector smuld systom. Thus, the voice of the instructor is hoard from tho
same source as the motion picturo sow1d trnck and tho loudsporu:or for tho
system 1s located in tho roof of tho car, at tho centcr of the room. Thoro
is u..l acoustic coiline 8..1d the SOU21C. is crtrriod offectively to all corncrs
of tho clnssrool… Fenturo of tho car is tho 1l1Ul!tinated prt!lel of nutor:ta.t1c
block nnd irl.ter1.ocking signals, UP0:.l. which every Eligne.l indication given in
tho U!liforro Codo of Oporllting Rules can be give!l, including thoso aspects
incorporating fln~11~ lights. This, ns might wo11 be imagined, si~~liflos
instruction in signnl p.spccta by prnvldl:ng l.!lful replica. 01 Q..1. +. …. <>.J,
signAl, rather thnn ~ tho une of ill.l.o;tTat1.c.u6 in Yll.<>.)o.Qkn or on tho

While fitted for a normal craw of one, the ear can aCCOr.lodate three
persons and it is fitted with a single room used as a kitchentdi~ing room
and office, and a comfort~ble bedroon, two rooms in all. The custo~ry
lavatlory facilities include a shower, DJld the kitchen is provided l!1th a
refrigerator, as well as with a Pintsch gas stove. Pintsch gas is also
usp.d in the hot wnter heater. Routing of the ear is provided by a steam
furnace, though th~ car can be coupled to steam lines when running in a
passenger train, or at a terminal •
Lighting is provided by an eight horsepower diesel eng ina driving a
5 kilowatt generator. This generator supplies current at 110 volts for
the lighting, sound and projoctor systems, while there is an auxiliary
J2-volt battery circuiti to dispense uith the use of the diesel engine
for lighting the night lights or privnte rooms alone.
After the monbers inspected the car, Mr& Rain~s gave a ~~ort lecturo
on the use of s1&;nals and their indications, in trhich tho participants took
a great deal of bterest. He was tha~1ked on behalf of those prese:1t by
the Viie President, Mr. E:onneth Chivers.
Oaaadia.l National Rail …. ays has received the fnl10wing diesel-electric
locomotivQ U..Tl1tS:
Eight road GWitchers ~ilt by Canadian Locomotive OOmprulY, 1600 hp
numbered 7622-7629 inclusive. They do not have steam gonerators.
~To.8462, first of II class of 660 hp s
itchors; built by }.fontreal
omotive Oompe.:lY.
aaadin.1. Locomotivo Compa.ny 1600 hp road !fAil ll..:.1its rrumbered even
numbers between e706 and 8724 inclusive.
During the month of JlL1.uary, Canadian Pacific Railway started construction
on anothor addition t~ the Montreal Windsor Stat1bnt to house the account-
ing staff of the railJ·ray. This building is to bo located on St.Antoine
Stroat, in a spaco hl~hGJlto ttsed as an automobile pa.rking lot ..
Supplernont1n& tho roport of ClllllEl.dian National Re.ilV~s taking over the
assets of the Vallcouvor Natiollal Harbours :Board Raihm.y, it 1a learned.
that motive power includes tWI» stearn locomotivos 8…1d a 500 hp die sol
sw1 tch sl.gine.
is roported that Contral Vo~ont Railway in to dispose of its 2-10.4
type locomotives in favour of J.ic!lcl-electric ongines. ApF.l.rt from tho
J5 engines of th1e …. hoel arrangJrno1t on Oanadian Pacific RpilrtlY, a)~d
used on the OPR PTairie and Pac.tic Regions, these are tho only 2-10-4
type engines runni11€ in Cane.da.
ently, Cernwnll Street Railw~ Light & Power Co, purchased a 3a.ld,in..
nghouse typo electric locomart1vo from the lU8&are. Ju-lct1on Railway,
an eloctric Uno in Ne, York Sta.t.e.
–_ …. ,. ….. ~ …. –
One of the Most tl:,lkecl.-a~out applications of ~Uesel motive :power in
recent years hf.s ieen that of the Budd Compan; of Phih.delphia and their
develop~ent of a diesel-nechnnlcal rail car, in severAL designs for v~rying
needs, known as the ~d RDC car.
In Septenler 1949, the first all-Rtainless-steel, self-propelled RDO
car -!·~s intro(1.uced and it wllS plilced on a transcontinental tour of lhe United
Stc.tes lasting three months, during /hleh time the car covered some 10.300
niles, he~ing been inspected Iy officials of fift~five railroads in thirty
ste.tes. SubseQuently, three va.riations ,..-ere deyeloped on the original al1-
passenger railcar, which had a cppacity of 90 passengers. The 90-paasenger
design is designRted RDO-I.
R.IC-2 is a CRr of the same length I!S ROO-l, rut the interior ,1.rrangement
has been varied to provide 71 passengers only, )ut including a 17-foot baggage
and o>..-press compartment. B.JX:-J, similarly, is of the same length RS t,he
firot t10 types, that is, 8.6, but the apace design is for 49 passengers, ,.,ith a
17-foot aggage-express compartment, and a l5-foot mih/ay mail section. T):le
fiM.l design, RIC-4, of which no eXAlllples have seen built to date, is shorter
than the first three designs. It is ut 7J
long, end contains no passen­
ger space, being taken up entirely y a Jl-foot caggage-express conpartment,
and a ralhtay mail section of 30 feet.
Weights of the various designs are given y the Budd comp&lW as fo110,.,8:
OR:iJER (With pnssengerSj aggage
and mail)
ROO-1 108,000 nSt 112,800 11s. 126,600 1s.
ll00-2 109,000



RDC-) 113,100

llf 100





The ROO ca.r is pOfered by t-JO 275-horsepo{or lemerILl Motors Detroit Diesol
engines, each connected to n. sine1e axle, toy a ~rtJns!:li~:5ion incory.Jorating a
torque converter. Thus. if a motor 1ecomes rl.hal1ed, it e::m be (lU~ )u:c nnd
the cnl opera.ted at a suitn.ble speed on the rOr.laining motorl ROO oP,rs are
fitted with fl ..; 13u.dd disc brakes, re.ther tht>.n the conV(;lUtiona1 clasp rnkos.
!here the hrque converter Orovides for smooth starts and swift accererntlon,
tho disc lrakes enallo speed reductions and stops to 113 made al:nost impel-.
ceptH:ly. The cars arc equi·)!l(Hl. with controls at either end, enabling ir.lffi13d-
iate turnaround to be made nt terminals. There are four speed positions on
the controller, and afte~ the ca.r has reached 55 mpb in fl.ccelerp.ting, the
torque converter locks automatically into direct drive.
All type s, except the mail and e.ggB€o uni t RjX}-..4, Ilrts ,..i.rco.rul.i. t.t.a:cod
tmd they are heated. hy the. wn.gte. hon.t tl .. m th<:l_ p ,
. J
Two yaRrs ago, the car ,·ras tested by Canadinn National Railways and
s report written ty Mr. Clegg at that ti!:le, was :oubl1shed in the llewrl Report.
On ~fonday. January 26th, ROO-I car 2960 arrived in l4ontroal from .Boston
to be lOaned to Canadian Pacific Railway for test purposes. This 1s the
name car ,·,hich was loaned to the elm. on the previous occasion reforred to
above, and since it was first placed in serrica, it hes opere,ted ma..ny thousand
milas demonstrating its many uses for the Budd Comp&~v. On Tuesday, January
27th, I was privilegod to accompany a special perty making a test trip in car
2960 _atwoen Montreal and Farnham, a distance of 4; miles, and some of the
observations made under operating conditions may perhaps 10 of interest.
Tho car loft J10ntroal at 2: 46 PI.{ and mnde the run to Farnham in 55 minutos
arriving at 3:41 PM, at an averago speed of 47 miles por hour. Speed was
educed practically to a stop at many of tho stat ions I de!:lonstrRting the dec­
eleration, so that the average speed of 47 miles per hour is a good represont­
ation of what tho car would do if employed in a local service. Goed speeds
wero shown botween stations and the high averago speed is attrl)utalle to the
fe..ct that the speed of accelerp_tion anc deceleration enalles the car to
track speed sooner, and rcmein at that speed longer, bot,.,eon stations, than
a normal train hauled Iy a locomotive. Between Adirondack Junction and St.
Constant, some fast nllL~ing was in ovidenco and the car took exactly 60 seconds
to run from milepost 40 to ;9 (60 mph), and 55 seconds eRch from milepost
39 to )8, and from 38 to 37, or an average speod of nearly 66 milos per hour.
furing t!1io period the fl.ctual speed WfI,S fluctuating. The car I1.s brought
!ri_cticelly to a dead stop Ie fore crossing the CNE. level crossing at Delson
but lenving that station, the speed was again resumed, and the ee,r took 51
ds .etweem ~ileposts 24 and 2;, or an nVRrPeo of 70 miles per hour.
Tl1.e car slowod through St. Johns and a curious affect notod at this point was
tho considorablo reduction in the air pressuro caused IY froquent sounding
of the eir horn for the many public crossings in the vicinity of St.Johna
stntion. This was caused by the fnct that a standard Cenadipn five­
tone air horn was used, ,hereas tho cnr is uSUELlly fittod with the single­
tone horn characteristic of US railwa~ oquipnont.
East .f Ilorville, on the long straight stretch toward Farnham, tho
avnrllgo sPced for emile rcp.ched tho highest on tho trip, lS the car passed
betwoon mileposts 11 p~d 10 at pn av~rage spoed of 75 miles per hour, con­
guming 40 aoconds for the mile. At a.out this point, the ~tual high of
77 mph for thE! oastbound trip, was medo.
arrival at Farnham, the car remained only for 9 minutes, most of
which was taken up to secure running orders for the return trip, and for tho
nows photographers to take thoir pictures. Returning, car 2960 left Farnham
3:51 Pl-.1 and almost as soon as the spoed of 75 mph wao reached, the ridors
wero given an unusual demonstration. The car was _rought to a stop from
mph using the bend .rake, in n5 seconds, durine which p~riod it travelled
ebout a mile and a third. Eetween St.Phillppe and Dolson, the high for
loth trips was roached as the vestibule spoedometor pointed to ?8 miles per
hour. Shortly after, with a .rako application of considera.l~ force, the carts
speod was redUced from 75 to ;5 miles per hour in a little over a qUR~rtor of
n mile. Wast of Delson, the 75 m:,m speed wag, rOSumod until tho outl:ok:l:rt;
of J~cntreal were reached, and arrival. at Windaor Sta.tion wa3 made at 4:44 Pt.i
or 53 minutes for the 43.2 miles, an average spped of about 48 miles per
hour. Particularly noticeablo during the trip was the rapid acceleration
and fron observations it would appear that the Budd Companys claim thAt
the cer will do 5 miles in 5 minutes from a stpndlng start, is well founded.
On Wednesday, J~nu?~ 28th, the cer mAde a test run from Montreal to
Mont Lpurier, leo:witlf!; Montrenl at about 8:15 AM: and arriving at Mont Laurier
at 1:05 PM, or ~ hours and 50 minutes for the 163.6 miles, compared with
6 hours and 50 minutes for the weekdAY trnin, and 6 hours and 20 I:Iinute.s for
the Saturday And Sundny train. Thus RICs nvernge sneed wps ~2 miles per
hour over an exceptionally hilly and curved subdivision. Elevation on this
route varies from 75 feet at Laval Rayids to ne~rly 1300 feet at Summit,
bout 6 miles west of Ste.Agathe. The return trip lAft Mont Laurier at
1: 58 PM but follO~ed the regular Pf.ssenger trpin from Labelle, so no compar-
ative figures nre ~.v1il[.b10. On Friday, the 30th, in a special trip from
liindsor Station to Ste.Annes, the car attfined 81 miles per hour.
FolloHing public exhibition in Windsor Stntion on January 31st and
February 1st, the car or111 run in revenue service deily betlreen Montreal 8..1d
Mont Laurier to secure revenue ,!assenger reaction. It is planned to dist­
ribute ouestionnaires to the passengers. In this service, the C2r should
show its capabilities, as the 10~ (5411) center of gravity allows it to tpke
curves at higher speeds than conventional trr..ins. On certain US railways
using these cars, it is current practiio to exceed curlee restrictions by
20 mph with RDC cars.
Further observations on RDC-ls performanco will ~e published as they
tecomo available.
II Robert R. Brown
Strictly apel.ldng, the 3ell Island T~A.nsportrtion Co. s tr8.I!J1.~ay is not a
street rnihrly, rut it is the onl:<, surviving ])/sseneer line of Montreal
and conseouently is worthy of notice.
Bell Island lies in Conception Bpy about two miles offshoro from the village
of Portugal Cove, Newfouhdland, nnd it is famous for the vast Wabana iron
minos worked by the Dominion Steel & Coal Co. It is oval in sMpe, e..bout h,o
miles long and one mile wide, and except at one or t~O points, the shoreline
is a high and almost perpendicular cliff.
the cerry l.,harf to the plateau, there was Il. very steep, narrow nnd windine;
rond, so in 191), the ferry company bunt a cable operl.ted incline railway.
It is about 800 yards long, the maximum gradient is 26% and the cable is
moved by ~ large ste~operated drum at the top. The line is double track,
but the two lines are sheathed except midway where they permit the cars to pass.
The two cprs were built in England and although very plain and even crude­
looking, they wore very strone,ly built and resembled British brake VP-l1S.
At e~ch end there is n small conpartcent for passengers –sents for four or
fi vo in nnd room for About l dozen standees -and the lArge center
compartmer.t is for passengers: freight and mail. It is SAid that about 90i~
of tho fTeight handled consists of cnses of beer, so ono may suppose that
iron min~ng is a very dry job. The company aIM opcrp.tes two small steam:-
lJn!:.:.ORIAL OFIiIC~:
6959 Do ItEpee Avenue, Montreal 15.
o..~_A._ T,A.VH,J.Eil,

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