Consulter nos archives / Consult our archives

La majorité des documents conservés par le Centre d'archives et de documentation de l'ACHF sont disponibles pour consultation.

Most of the documents kept by the ACHF Archives and Documentation Center are available for consultation.

Canadian Rail 061 1955

Lien vers le document

Canadian Rail 061 1955

CANÂDIÀN RÆLROÆD ÏHSTORICAL AS SOCÏÆTI0N
INCORPORÆD.
MONTREAL, CANADA
|TElvT/S RÏ:PORT îjl-61
NCTI0E 0F MïtHrJTINGÏiïovEMBËR 1955
The i`ei`,ular mont;hl5/ meeting of the ssoc-
i€.tion vïrill be h61d. in room 905 Tr€msportat
ion Buildingg 159
Craig Séreet ïrestg at sgoo on 17ednesda.y, N
ovember gtho 1955.
The speaker of the evening Tv,ill be Mr. S.G. Harwo
od of the Montreal
ï,ocomot;ive Comipanyj vïho i,ïill give a talk e
ntit;led Diesels -~
Oanadian Madetï `-,ritïi particu].ar reference t;o ü
,TTuïHs hevi unit of
tL` Dlr-700. Menibers and guests a`re cordially
invited to
attend. A ciuestion period vvrill fo].1oT,,ï the
talk.
—————-.-.-..-.-,,-
S0 IT DOES` I`vT.^KE ,,SEÏüTSH¢
AFTER AT+ït ;THE uïTlo,urï TRACK G-AUGE o ouT
feetg ten a.nd seven eighths inchesg
used by t;he TolïoNTO TRA.lTSIT 00mÆ-
ISSI01T, a.nd its predeoessors, the
Toront;o Transportation C,ommi#s.ion,
thc Toroïito F.~iiJ`v,ray Compa.nyg ar.`.d
the ïJestono Higrl Pï,.rJ:ï aïid Toront;o Rail
v,ayg h€s been a puziz].e to
ferroeq.uinologists fc>r many `yeai`s. Hov,. could any
one, in their
right mind, select sTicri an unusual measurement ?
ïTaturallc,79
Toronto .r,.oi,ild w£.nt t;o be differentg but; v,
hy r..ot a rcl8.tively
simple measurementg 1ike 410 or 411 ?
I have heard tv,ro com_plctelev differGnt i`,nd contradict
ory
e==p].anationsg but alî,-,. atT,,s thought t;hat the.
.,r should be tt`,kcri. V,.ith
& €Trqin of ,5alt{j According to onc promineri.t
rai]. historian,
the gauge -vv.a.s imposed originally by the city counci
l so that•fire dep8.rtmcnt vehicles could. ..ridc the rails9
.v-,rhen going to
=^ires in a huTbrc`rg but that diê` not so-iind
reasonat)16 because
riding the rails v.as a popular but dangerous custom
in other
cities ïi.here thc street railï,.c?Lç`,7s T,cre
standard :auge. U.~,u&11y
the rc:.ils -,rere tï,o or three inc,lies higheT t;
han thF, road surface
frequent;1cy causing carri8.ges €,,ïiô. 1ight delive
ry `-,agons to over-
turn anit. in most v,eJ.1~regula.t€d citics thG pract
ioG `-,-e.s for~
bicl`den. AnotT.rier e,qu`-1l.y learned 8.uthority insist
ed most emph~
at;ici.1ly that the TQr.ont;o tLï€Lug6 ïïÉ;
s used so that ordinary
vehioles could rTOT ride the rails. So. ï,ïien
thc natives dis-
agreeg ï,h€.t is a poor Montr6a.1er to do ?
N.:`t long a€og I .`-,:~`s amusing mysGlf by compî
.ling a list of
all th6 gauges used in varic!u{ï parts of th6 i-o
rldg and con~.
vcrting the measurements from fcct arid inohes to th6
metric
scystemg and vice versa, `ïhcn suddenly thc J.ight
â`€`~v,ned! ]lhe
Toront;o street raiJ.ï,.ay ga.ug6 is e==c-ctly 1.50 p
eters. and. it; is
evident that some early official hé.d agood îdea.
Robert R. Bro`:.an.
(…..
0 ()
,,-
.
MOlirmEA 1 S:J:1::mET RLILFAY
On M : ,~7 23rd , 1910 , the
901 CLASS STREET OLES.
Mant r eal street R :i l ~ay Co .
put into servi ce, on St .
by RoM Bi nns C~ ther ine Street, the f i rst
I
.-
car of a new Jo t of fifty
be ing buil t by the o t ta~a
C:::,r a n d M:ilu f a.ct uri ng Co. T-, is
car wa s NCl 901.
Forty five year s and one month la ter , twelve of th6S ~ ca r s
r ema i ne d , O ~l JU l:e ;~2nd 9 1955
9
th e h st to oper ate in pa s s engcr
s
ervice pulled LIto cjt oDeni s yards 8.t 6:.7 HT from r un 55 route
29, th ereby mar k i ng the end of an ot hor ser ies of Montreal strest
C2r s. By coincidence thi s car wa s also No. 901.
The 901 t ype WD.S de s i gn ed by Mr . H.C. T .yl or, HasteI C2.r
Builder for th e Company, who was rosponsi ble for designine _~~
buildi ng many MvS.R. cars .
The gene
ral plan was similar to the 703 Cl[ 8S, but vi th soms­
wh a t re du ced d i men si ona, [,611eth vas ,16 and v.Id t h S5
i1 ,
com­
6
pared t o 51 f10 and 8
7
9i
n
r e s pec ti v e-Ly f or th e 703 s. Profiting
from exper ience ~i t ~ t~6 703 8, the rea r platf or m ~a 8 7 fee t
in
stea d of 9 feet long. As i t turned out , th e 901 series marked
the sta b ilization of body dimen sions inr smuch ~s ~ ca r of about
46 feet in Length v a s fOU:1G. t o b o most su i t a b le for Montre2.1
co
ndi ti ons. S:he Comp,:l1y apparently t hou.gh t ver y hi C;hly o; t hs se
n
G~ carsG In it s ~ nnua l Report for 1910 oont &inine A ~E7 j ~W of
transportation proGress in Montreal, and c omp~rinG the n e~ c ars
v i t h the firs t oLe ctr t c car s , it say ••• • IlThe y ar e bui l t of steel
almost entirel y, on doub l e trucks, just li k e steam railroad ca r s
• •• ft They are brilliantly li Ghted, equipped ~i th electr i c push
buttons t o sign~ l ~hen a stop is re qUi r ed, furnished ~i t h e lec­
tric heaters ~h ich pre serve a c om~ortab le temperat ure in ~ inter ,
de spit e th e Bverlesting ope ning and closing of ~o o rs , h2vo ea s y
C2, l16 seat s, a nd run so sm oo t h Ly t ha t the r-e t.ur nt ng v. o rker in the
even i n g c
an have the aftern oon paper road before he reaches hi s
di nn er .
I~

The out st~nding feature of th ese ca rB vaG. of course, the
s t ee Ic on at r-uct t on , Lt t l1c.t c Lrno ca r builders V; eT G becil:.n i ng to
use steel. The Pressed Stes l C2r Ccr, . h9d already delivared
t cn ste eJ
~
c.t u
(
1IT
o
w. ..
C 86 7.

88J t
.
o T
e 1.)
~
)
(,
l
J. .., LJ
0 0)
}: l..-L
~,.I
J_

U
t ho
­-;I .L
car s
😉 1,
,[
…_ c. ..)

~j 11 . ) 01.~
fO O D
1I
of
1
703 gr oup. HO~6Y er , stscl body frames dld not comb into general�
use
until the l igh t we icht designs TeTe dbvalops d SOlle year s�
La t cr , ,oithout bene fi t of the skillfuJl y de s igri e d s t s e I fr &min c;,�
tnat ,;8.S to come tater , r..lr . T.,-:!lor. l i k e o thsrs vho ;;ere eccn s­�
tamed to ~ orki n g in ~oodJ ~as mos t Ge~er ou s in h~ 8 Br s~~f~oa tions�
f or Gize a n~ thickness of the steel member q m ~k ing up the B t~~:Lu~0 .�
The r esult ~as a heavy car ~Gi Ghing , fully equipp ed, cloSG
to 54 .000 lbs. or llecrly 5qu a l to the 703 type. In terms of dead
weight per p~ s sel1cer carried, the 901s proba b l y exceeded any
Mon
treal city-type ca r before or since.
0(),
..0/
!
1
I
.-
MOlITTIEA1 SJ:i:;EET RLILrrAY
901 CLASS STREET CLRS.
by R.M .. Binns
On TI/L,~1 23rd, 1910, the
Mantreal street R:j,l~ay Co.
put into service, on St.
C~therine Street, the first
c
ar of a new lot of fifty
being built by the ottawa
C~r and Mnufacturing Co. car
~as N8. 901.
Forty five years and one month later, twelve of thes~ cars
remainedo O~L Jut6 22no.
9
1955
9
the 1. st to operate in passenc;or
service pulled LIto ::HoDenis ,yards 8.t 6:47 PIYT from rlm 55 route
29, thereby marking the end of anothor series of Montreal street
ca
rs. By coincidence this car ~as also No. 901.
The 901 t~7pe -,1,c.;_s desiClleo. b~-Mr. H.C. T ,ylor, I.faoter C2.I
Bu
ilder for the Company, ~ho ~us responsible for desiGnine _~~
building many MuS.H. cars.
The
general plan was similar to the 703 cless, but vith SOMe­
what reduced dimensions. Leneth ~2S 466 and ~idth 85, com-
p a I
edt 0 5 1 rlO~; and 8 7 9!n I e S~) e c t i v 6< 1 ;y for t 11 e 7 0 3 s • Pr 0 fit i n g
from experience with the 703s, the rear platform was 7 feet
instead of 9 fset long. As it turned out9 the 901 series marked
t h 8 S to b i 1 i z a t i 0 11 0 f bod ,If dim e 11 n i 01:1 S i 11 [ sm u c h 2. SeC a r 0 f abo u t
46 feet in lenGth Fas fOlna to be most suitable for Montrs8.1
conditions. The Comp::n,Y apparently thouCht very hi;:.r;h1y c: Lhese
ne~ carsG In its ~nnual Report for 1910 oont~ininE ~ ~e7i~w of
transportatjon progress in Montreal, and comp£rin~ the n8~ cars
y,-ith the first electric. C2.18
9
it say Q ••• ttThey are built of stee1
almost entirsly, on double trucks, just like steam railroad cars
O •• B They are brilliantly liGhted, equippod with electric push
buttons to sign21 ~hen a stop is required
9
furnished with elec­
tric heaters ~hich preserve a com~ortable temperature in ~inter,
despite the Bverlesting opening 2nd closinG of ~oors, h2ve Basy
cane seats
9
and run so smoothly that the returning ~orker in the
evening CDn havB the afternoon papsI road before he reaches his
d
inner. i~
The outstLnding feature of these CBrs vas. of course~ the
steel construction. Lt that time car builders Fere becinning to
use steel. The Pressed Steel C2r Ccrp. h9d already deliv3red
ton steel cars (Nos,,863 -881j to M.S.:H i::1 1908 ;~:u P::lT!:; of the
703 group. HO~6ver9 stcel body frames dld not COffi0 into Gcneral
u
se until the lisht ~6iCht designs ~8re dbvaloped some years
12.
tcr. -ithout bonefit of the skllJ.fuJly desiGned steel fT&minE;
that -:8.8 to come later
9
Mr. T,:~ylor. lik6 otLPTS ,-ho ,-:ere r:?CCUS­
tamed to ~orking in ~ood) was most gSLerous in h~2 srs~tf~oations
for size an~ thickness of the steel membcrq m~king up the st~~:lU~0.
The result ~as a heavy car ~eiGhing9 fully equipped, cloSG
to 549000 Ibs. or necrly B~ual to the 703 type. In terms of dead
weicht per p2ssencer carried, the 901s probably exceeded any
Montreal city-type car before or since.
(J
,,
GENËRÂL DIËÆNSI ŒŒS
Lenosth oveï.all ………… g . 46S .6ff
l.ength of body …. ® . o . g a ….- 52 -0
Length of fpont platform ®o®® 5-0
Leng,bh of rear platfori ®®.® 7.-ii/2M
Truck centreB ô …………. ® 20-8
Width at eaves ..o …. ®..®..® 8i-i3/8w
Width ab belt rail ………. 8i-5-v`ïidth of re&r platform ..®..® Ô-7
Height: rail t}o roof …….. 11-11/2
Height: rail to eaves . . ® ® . . . ioi-i5/4ü
Height: rail to belt rail … 5i-53/8w
Height: pail to Ëide plate … 2-10
ïn,ï`indow post spacing .oo.®a… 8-7ï/2
TÉÂ,teighs ..® ………. a… 53,460 lbsa
Seating capacity .;®.®.® 42
EQÜ-
Truéks: Briii FE2, =`.Ïc)untain & Gibson
T..îçhee|s.: CasË iron 559
À3[1es : 5 standard
Ë{oÉors: 1ffi 101 and GË SO (45 EÏP)
Control: K-28
Air Brakes: Teà`ffi sùraigh% aiï.
Door Ei£ech.: Ë![anuai,hinged anü sliding
Hand Brake: LTSR staff brake
Hand S€raps: Rico Sanitaî=§r gïùip
Seats: Heywood-Wakefield, Rattan
Ventiiators: Monitor deck sash
Floûr €overing: Hsrdwood siai3s-
Int. finish: Gherry stain and vamish
Troiley base: Nutail Co. U.S® J.i
Troiley wh©ei: Can® Ideal Coe
Gong: 12f foot operated
Glass: 21 oz®
Eeadling: Agasobe
91�
B
ecaus e of th e st eel construction , ~hi ch was no t a menable to
de corative mouLd i ngs, curves, or oth er embeLl t sh mr.n ts, the li n e s
of
tho 90ls ~e re rather sovero, -6von au st ers, es pec ial ly for
(
th at per iod. To the average Mon t realer of 1910, th e mOst unusual
fea t u re of these new cars must have boen ths f18t v6rt i c~1 sides .
Up to th2t
time, all M.S.R. ca rs ws r e bu i l t Wi t h a divided side
side pan e l , th e lo~e r half cu r v ing i n~a rd . Od dly en ou gh, it was
this fe a t ure of the 90ls Which made thorn appear, in let er ye ars,
quite moder n. The ca r s ~e re re oeive d in two lo ts, t~n i n 1910
and forty in 1911. The last car wen t into service on Novomber 14t h
19
11 (n c • 987 ).
B
odies only ~e re supp l ied by the bui lders. All equipment was
purcha s e d separatel y and installed by M.S.R. at Hochelap;a Shop s.
The pr a c ti ce of
usi ng va cant numbers, formerly re served ear open
car
s, wa s con t i nued ~i th thi s series. Hen ce the y bore od d number s
on ly (
901-999 inclu s i v e ).
The 90ls wers first used on St.Ca t h er i n e Street, but subseq­
u
ently were oper ated on most main routes. Th eir only re strict i ons
were th e
C.N.R. underpcs s on nel l i ngton st reet, bec au s e of non­
clea r ance, and in later yea rs the ~s tmoun t Bl vd. and Cote des
Neige s routes, beca u s e of the type of con trOl ler , whi oh was un suited
to
steep hi lls.
Apparen t ly these car s were no t a tremendous su cce ss as thei r
use dec li n e d rather rapidly af ter the 1200 and 1325 classes were
re c ei ved. By the mid 1920 s they were lar gc l p as si p;ne d to e ~ tra
service only. Drcsumably, po~ er con sumpt i on , track ffi2in t enanc6
and other fEctors of operating e=pens6 precluded the 901s fr om
tak
ing a very promi nent pl a ce in Montreals st reet car c av~lc ad c .
llo~6v er , due to th eir weight and rue c es construction, th e 901
typ e ~ as found to be i deally suited to suburban lin e s, par t i cu1~rly
in wi n ter . ~ number ~6 re equippe d f or su burb ~n ser v i ce , in c l~ding
a nos e-p l ow in Wi n ter, and for many years these ca r s operated on
the Pointe-aux-Tr embles and Bou t de l1s1e line, and, to a lesser
exten t on ~ achine and Oartisr villc line s . In 19 27- 28, seven of
these cars (90 9, 911, 913, 92D, 927, 929, 955) vero 60
1
1i 1]1)e 0. y:i t h
pneume
t Lc folding doors on th e re ar pLa trorms, a nd th e bu Lkhce ds
r e
moved. These seven were oSficned r c guLar Ly to the -oointc-2,u X­
Trembl es -Bout do 1116line. un t i l bu s su b st i t u tion camc in 1936.
As migh t be expo c ted, non e of th e 901 s were ever seriously
d
~mz GGd or required ex tonsi ve rebUilding. part l y because of their
limited us e and par t ly bec2.use in eny en c ounter with other ve hicles,
th e
other fellow usuall y go t the ~ ors t of it.
An
und2te d phot ogr aph of No. 917 shows a 12rge par t of tho
rear platform constructed of slat s wi th ope ninGS bet~GBn . ~r6sum­
ably th i s we s an 6~pe r iflon t to Ge t rid of snow and mu d i~0~ ~~S 3e n­
ger s fe et before the y en tered the c~r . One can im2 Gine thi s
scheme Wo. s droppe d because of the cold drafts end dust blown ~n
froB the road below on the 16 p;8 of back pl a tform ha bitu e s.
Because of the steel construction, ~hich was not amenable to
decorative mouldin~s9 curves, or other embelliE:hmcnts, the lines
of the 90ls ~ere rather severe, -even austers, especielly for
that period. To the average Montrealer of 1910, the most unusual
fe
ature of these new cars must have been ths flat v6rtic~1 sides.
Up
to th8t time, all M.S.R. cars were built with a divided side
side panel, the lo~er half curving in~ard. Oddly 6noug~9 it ~as
this feature of the 90ls which made them appear, in later years,
quite modern. The cars ~are reoeived in two lots, t~n in 1910
91
~nd forty in 1911. The last car went into service on November 14th
1911 (No. 987).
Bodies only ~ere supplied by the
purchased separately and installed by
The practice of using vacant numbers,
cars, was continued with this series.
only (901-999 inclusive).
builders. All eqUipment ~as
M.S.R. at Hochelaga Shops.
formerly reserved ear open
Hence they bore odd numhers
The 901s wers first used on St.Catherine Street, but subseq­
uently were operated on most main routes. Their only restrictions
were t
he C.U.R. underpcss on FeJ.lington Strs6t. because of non­
clearance, and in later ~rears the qsstmount Blvd. and Cote des
Neiges routss, because of the type of controller, which ~as unsuited
to steep hills.
Apparently these cars were not a tremendous success as their
use declined rather rapidly after the 1200 and 1325 classes were
received. By the mid 1920s they ~er6 Inrgelt assiened to 6ztra
service only. Drssumably, po~er consumption, track rn2intenance
and other fEctors of operating e~pense precluded the 901s from
taki
ng a very prominent place in Montreals street car cav~lcadG.
Ho~cver, due to their ~eight and rueCes construction, the 901
type ~as found to be ideally suited to suburbLn lines, pnrticu1prly
in ~inter. ~ number ssre equippod for suburban service. incl~ding
a nose-plow in ~inter, and for many years these cars operated on
the Pointe-aux-Trembles und Bout de llsl8 line, and, to a lesser
extent on ~achine and 0artisrvillc lines. In 1927-28, seven of
these cars (909, 911, 913, 92S, 927, 929, 955) v:erc 60
1
1ipljed Y:ith
pneuTIl.;,tic folding doors on the rear p12.tforms, and the blJ.1kh62.ds
rem
oved. These seven were 2sFicned rcgul&rly to the Dointc-aux­
Trembles -Bout de l11e line, until bus substitution came in 1936.
As might be expocted, none of the 901s ~Bre ever seriously
d~mzC6d or reQuired extensive rebuilding, partly becnuse of their
limitsd use a~d partly beoDuse in any encounter with other vehicles,
the other fellow usually got the worst of it.
An und2tGd photograph of No. 917 shows a large part of tho
rear platform constructed of slats ~ith openings bet~G6n. ~resum­
ably this was an e~periTIent to get rid of snow and mud i~0re ~~s3en­
gers feet before they entered the c&r~ One can im2gine this
scheme was dropped because of the cold drafts end dust blo~n ~n
frOB the road below on the legs of back platform habitues.
92
During the d09ressi on of the 1930 S9 the 901 cars ~e re r are ly
i
s een, as l d s fr 0111 the fO: ; V:> i C31 ~f.~ or::>9d l-:> C :_~ l11 er 1 ;;1 011 t118 ute aux
Tr 6 ~able s lino $ N 0v6~th6 16ss 9 t~10 serie s r OIlaj.ns d inta ct until
(
· whr1 ri~ ~ r-s -~p ·J.eO ~r ~)1)0d (q1
a
033 94~ aQ~ 007 qt~9 ·
1930t. , . ..j … ::.,:) …… ..-J -• •1. • ../ ,::)oJ • 0 .. A. 1 ,j ….. ….. v 9 … to 9 ~. 1!j …I U ~J 9 v …- ) v,J J 0
The r cn~ ln ing forty four ~c rG used extensively f or rush hour Qnd
r.a r p lan t v:ork tllYOU[S1l0ut the v.ar ;isars .
In
1942
9
manuvl l y opera t s d fo lding doo rs ~e re insta l led-at
th e
rear and th e bul~ho2d doors removed. In 1943
9
the cross-sea ts
~
ere tu rnod to tj e lonGi t udinal position to provide CYsctsr pass­
e
nger cd?ucity. Liso in 1943
9
th e single panel front exi t door
~a s re pl aoe d by a t~o-pan61 fol ~ ing doo r .
Lf tsr the ~a r . substitution of bu ses bocan to el iminate th is
clrss . Eight ~ere s c ~apped in 1950. three in 1952. eighteon in
1953 , t 😮 in 1954, ~nd t he rema ininc t~ elve ~Gre r emoved from
service in June of th i s year .
As undoubtedly some reade r s ~~ 11 discover
9
the abovo sorapDing
1 1• <1
)_
t
1
d
I. …
<1
….
,0/ C, 1 S
0 —
f
…..
6· 1:
tJ -c.,u
r. 0

0 0
… …..
,..
. –
~,
1
….. •
o
t..-
r. Yj )
;,


q
~

0t oo 1
(:1
7
~

. R
.
r co
9
rp, ( I,T n
– v
1P
– ,.-. ~ ,,, ·5 v ._ J . –­
fit ted ~ ith spray pain t inG equ ipment ~ i th nozz les Cirocte d d o~n ­
~8rd
from the r oar c orners f or au tomrt t ica l ly m 2 rl~ ing I Of1T s~i nG
ole2rcn oB linos on t~8 pavemen t. It is ati]} ussd for thEt
1) 1 P oco e C! 0 y) ~. 0 1)b J 7 fo r j-1~ c: 11G,r {. .(····· 0 ,.,-v-,. ) T . (. C ~. r eon rv c: 1- i n
•. ,A. _ i; 0 -0 ~ )I …… . <.- • ~.J __ I .J-U , .~ -J .i-V lJ . v.1. V.... {. ~ J ~/ C . 1>.) _ oJ v:. v L-.~
s pr Ln g ni Clit S, bot rsen the hours of ;~ :OO iJlI rnc 5: 00 AM, the ghost
y;iJ. 1 r. a Lk and those abroad 2t t ha t time 11le;} ugc.:c in seG a 901 t ype
car
busily goi nC about th e st reets of Mont r eal.
l rCIGJOrTT,JmCMENT : Th o L i n e c rc.Y; i ng an d s pe cI f Lc at Lo n
.: I
sheot ~lli cll 2p~6ars as P~G6 90 9 ~as pre pare d by
.J.J
I,
Mr e Bil]ns .
;, .——.——1.
De t ails are Ci ven hereunder of Of NADILN
/> MOTI VE j:lOTGR NOTE S <, N~ [1Io:r~ - T, HYf l ct e13t Lo oomo t Lve ordsr,
2 . .__..__. .~
I
Cl ~J SS ITl..lmbeTS
.§e ~y i ~. §. III!,E-~~ i l?~.2~rI._~_~~
.Ii ~~2: b n ~ltj n t
-….~–.._——–_.­
GC:..;.12e I 7 020-~50 S:;i tche r ! 1 200 I GMDL
Ca n a d i an N2t i onal
IK~ _ J
..
00
b
I 8 n 7 G-:. 7
I
!
1000 MIX!
_

.1 1–· … j !
I
,~
Il
II
JWI0h
i 8 °7 8-· 1 9
rr
I
1000
I
!
H
II
-t
Centr 2.1 v ermon t
I [}:)8 2
Id~
~
,!
·
:L 0 ~j 1808 0-81
1
I
!
10 0 0 10
00
I
LJ
A
11
. CO
I Gr e..rl d
TyunL ;-iester n
,I
II
t? 11
jI,/[S- l Ok If30e3-9 0 10 00 I
I
Ho d Ci f r I
I
1m -lOb I I t,L±9-5 /J: . , u .~ 100 0 I1 T..7
I Ca na dia n Nationa lc.,.
.,
II
()Ii-12 f ! 16LO–f)9 12 0 0
i
cr.c
II GYand Trunk
GR-l ?d i 1768-7 6
I
J.7£50 mVI D
n
1 600 l~ Lyr Canadian na t i oll2. 1
ME-I Gs I 1863-69
II
n
]vm.co; 1 (,fI 1 8 70–7 ? 1 600
I

I
n
11 fl
H:n-J.6g 1 1378..:-8 0

160 0

q. II
MH-·16h 188 1-8[)
II
1600
l
,I
It
II
Gl~
·1 1…. ( 200 C-=-Ll ~
r
1 150 m!ID (~
I
[
rr
!I
Gl~=12;· 1 2 3O~-2~
1 200
I
r
GRC··~ 1 7Gl 1717-81
It
( G)J.75 8
I
iEMD

Grrnd Trun1-:
:
CRG-2 4a 3000
II
(er H OOc
i
CI,O
I
C
anaai~n Nat ional
J {~
(Gl-
indicates eqUippe d s t (;am gener .9to!•
(
92
During the depression of the 19308
9
the 901 cars ~cre rarely
sGen, c~sid6 fr0111 tIle fOi;; ~~;;:>iC}l ..~orkeJ. l-:>C:_~tlleIl~v 011 t~n8 Dte au.x
Trcmbles line. Nevertheless, t~o series ronainod intact until
1938 Rhcn six 02rs ~ere scrapped (919. 933
9
943
9
983
9
9879 989).
The ren~ining forty four Rcrs uscd Gxtensively for rush hour 2nd
y;ar p18nt v:ork t:(lrouc, In 1942. manuvlly operated folding doors Rcre installed-at
the rsaT and the bulli:hc:c>d doors removed .. In 1943
9
the cross-seats
~ere turnod to t~e lonGitudinal position to provide cre&ter pass­
en
ger ca~Qcity. LIsa in 1943, the single panel front exit door
~as replaoed by a tRo-panel fo16ing door.
Lfter the ,ar. substitution of buses bOGan to eliminate this
alrss. Eight ~ere sc~&pped in 1950. three in 1952, eighteon in
1953. t:o in 1954. ~nd the remaining t~elve ~Gre removed from
service in June of this year.
As undoubtedly some readers ~:ll discover, the above scraprying
1 i < t d d too 11 17 it. 9 0 D Y S ,, f e v 8 ) I :0 0> 0 0 r i. ,.. ~, 1 ( lIT n 9!=, rl 1 ii [ 3
-~ 1…) .~. W J…. (:1 …. -.~….. 0 –…. tJ C u , .. 5 9 … v . -. _ …. OJ. t…- I. .
fitted ~ith spray painting equipment ~ith nozzles Cirocted do~n­
~ard from the rear corners for automntioally m~r~ing ronr s~ing
clearcncB linos on t~8 pavement. It is stiJl usod for th~t
;! u r P 0 S G 0 S 0 ~ Y):r 0 b 2. b 1;] for t 11 (:; Yl G J: t i/–0 0 T. t JJ. T (, (; Y (. C~ r son C S I t 2. i :n
spring niclJ.ts~ betl E,eTL the hours of ~~: 00 .1m :-no 5~ 00 AM9 the ghost
y:iJ,l ;alk~ 2nd those £~broad 2t tha,t timE; l1LcJ ugccin seG a 901 type
car busily going about the streets of Montroal.
Tho
lins (r~~ing 2nd ,specification
prGpared by sheot ~hich 2p)earS as pvgs 90
9
~as
Mr ~ Bil,ns.
~ .–.-.-~—-~.-:-
t ~
/ M OTI VE pmER NOTES < ..
Details arc Civen hereunder of CfNADILN
~L,.]1ION_·T, I1Y2 lrte!lt locomotivG ordsr:
) ~
……—-.——.-,,-.–.—-,,~
CJ.~HlS
~ff,-l Og
1~SI0h
MS-IOk
MR.-lOb
CR-12f
GR-17d
ME-JSe
UH.c;;16f
lm-]. Gg
MR-IGh
GH– l?f
GR-12f
Numbers
8078-, ? 9
8080-81
1549-54
1640–59
1768-76
1863-69
1870–7 ?
1881-85
200(;-=-4/),
2300-20
§. e r y i ~.§.. i II l> ? ~
8::1 tche rl 1200
n ! 1000
n 1000
II I 1000
f~ t 1000
t? i 1000
Hoad S:;rl 1000
1 ! 1200
I 1750

:1 i~~~
1600
1600
r 1750
! 1200
(G)1758
(G)2!100
IS- ,
I -:.~,2~_L_c:_~
i GMDL
I M: T§!
I
t
I
!
I
I
I
I
I
I
1
I
,
!
f!
Llco
I
MLF

EMD
GRC·~17ell?77-81
CRG-2 Ial 3000
(G)-
indicates equipped steam
i~~~2 bn~f3 n t
Canadian N2tional
11

Cell t TC: 1 VeymOll t
I Gr2,nd (]lyun}: ;-restern
i
I Canadian National
II Grand T;.lnk
Canadian national
I
! H
I Grend T~unk
I Canaoic.:n national
ge 11e r 8. tor.
93
Fo l lo~ing th e foreeoing order, Canadian N2t ional ordered threB 400
horse power roa d swi t chers from General Elec tric Co. for del ivery
next summer . These units are to be c1[83ifiod ETI-4b, and benr num­
(
bers 1502-1504.
As al rea dy note d in a previ ous i SSUG, engi ne f 3000 (Trai nma ster )
has been de l i vered. It is pr esentl y in USB b et~ 6 Bn Montr eal and
Tor ont o in fr e
iGht ser vice. De livery h~s no~ sta r te d of cIn sses
M
SIOg (8039 rec oived), MR-16g (l BC3 received) 1 and GR-I?f (2001
r
ecei ve d) •
Al so
J
Cana di an Nat i onal Rail~oys h~s receive d Budd car No . D- l OI,
an RDC-3 ty pe unit, ~hich ~ill be pla ced in servi ce shor tly bet­
ween Edmo
nton and Ca i gurYQ It is undbrst ood that the car is bei ng
a
lter ed slight ly by hnving the partition bGt~ 8 en the mai l and
bacgc ge compartments r emoved, to form a lar~ 8 b~ge~ge c o mp~ r tm6n t .
(Edg-Can thi s th er ef oro be ca lled an RDC-2~ ?)
Memb ers in the Mon t r eal area, of several ye~rs st2ndine ~i ll be
i
ntere stod to k no~ that rail car #15837 , ~ ~ ich wa s used on se veral
ver y e
njoyable G~cUrSi on8 out of Montreal in 1950 an d 1951 by
the Lss ~ciation , ~~ s recen t ly transferred to ~cst crn li nes to
operate b et ween Prince Ruo cr t r.nd I:i t ima t via ~~Gr :r·8.C G 9 BC. hile
in this servi ce, it su stai ned cxt 6nsi~o dam3CG to the enci ne,
vhi oh wiIl pr obab Ly r e su Lt in its pe rmanen t v i thar c.vaI fron servi ce.
It is reported that the electri c pa ssenger cars of the Gr and
Rin ;r Ra i J.r:a y and Galee Er i e & Northern REi h :a y, Oena 01:::.11 Ic::c i fic
sub r i d Lar Lc s , Y,h08G p8. SSGngGI~ servi ce v.as ,~ i th. dr (.:~ -v:~ n la st I.pri1
9
have beeu pUrCh~8G d by the Chicago, South Shore & Sou th Bene
Rc i l~ay. an elec t ric in ter urbanline operat ing out of Chicago.
Th e st
eel cars only, arc affec ted by this sale.
Ca na
dian Pacific Rai l~a y engino 526
9
l2te of Or2ngevil
1
s , Ont2ri o,
reu or te d
~
i thdr a~ n from service in our la st Dews report, ~a s
scrapped 2t !nBu s Sh ops 9Mon treal late in Oct ober, bringing the
DG cla s s to an Gnd.
00 00000 0000000
CN}U.C&HBlTP..RO PRG
1
-n7[1PGE C8:GT THI~ ~170-CAR Budd RDe tr ain v.nLch
r——-·————– -··
tho CCl1a dian Pacific Ih d l wllY rec ently
HI ~
i n t roduc od b et~o G n Montroal 2n d 0ue­
&1 1&
1:0 fI1-~ S & ji-T7C, BCi
• J:….,.J ~ .1. .r: . . bec appoars to be ina de qu8 t6
9 judg
ing
1 —
J
.—•.– –.,—
~

-,
Sl !N
by the fr e qu ent appearance of a tra in
&1 IJ reoLe.cl ng it
9
consist i ng of a Ju bileG}
_.-…—..__.._._ –_ .._——–_._–1.
L,:,:p SI:rNS,¢c IMCR&PHS ,~&JQCR OJm ty pe steam locomotive? the t ~o RDC
car s and t ~o add itional coaches. On
the fir
st few occa s ions ~h en t~i s trai n oper~ t6d9 th e t ~o r eeu lar
coach es ~er e stai nle ss steel ca rs of the 100 sories , ~~ 8tcn6d
ev i dentl y to ha rmonize wLth the nDC ca rs. Conv3ut ionE.l 2:200 olass
c
ars were later usod.
Several of th e Cana dian Pa cific nail~ny s older self-propelled
gas electric ca rs of th e 9003 scriGs ha ve lat ely maeo th eir
a ppear-a nce Lo t Angus Sh ops , a ft or :If.vinC b e on vLthdr c.vn fr or; scr­
V~Cq f ~r 2PvG~~1 VG2~6 . This rr ~y indicatG tbat rsoon diticninc
i f3 t, v i I I.;; l: cI.!.C .L .:J, .., i-: u J l ~: ..: ~: ~L11_ , 6~ · ·:.~L ,~: ~-. 93
Fo11o~ing the forseoing order, Canadi~n N2tional ordered three 400
horsepower road switchers from General Electric Co. for delivery
next summer. These units are to be cltssifiod ETI-4b. und benr num­
b
ers 1502-1504.
As already noted in a previous iSSUG. sngine f3000 (Trainm2ster)
has been deliverod. It is presently in US6 bet~6en Montreal and
Toronto in freiGht service. Delivery h~s no~ started of cl~sses
MSIOg (8039 received), MR-16g (lBC3 received)1 and GR-17f (2001
re
ceived) •
A
lso} Canadian National Rail~oys h~s received Budd car No.D-IOI,
an RDC·-3 type unit. ~hich ~ill be pl~cod in service shortly bet­
ween Edmonton and Calgury~ It is undbrstood that the car is being
a1ter6~ slightly by having the partition bet~e6n the mail and
bacgcge oompartments removed. to form a large b~ge~ge compartment.
(Ed9-Can this therefore be called an RDC-zi ?)
Members in the Montreal area~ of several ye~rs st2ndine ~ill be
interested to kno~ that rail car #15837, ~~ich was used on s6vera1
very enjoyable e~cursions out of Montreal in 1950 &nd 1951 by
the ASSOCiation, ~~s recently transferred to ~cstcrn lines to
operate bet-,-;eGn Prince R1l1)ert c.ndlCitimat via Tor:C8CG
9
Be. hile
in t
his servias
9
it 8ustnincd 6y1ensi~D dam~CG to the enGine,
v:hicl1. ,vi}l prob::,bly rGsult in its permanent ,:ith:JIc.y;al froD sGZvice.
It is repoZted that the electric passenger CErs of the erand
Ri-ver Raih:ay and Salce Erie & Northern R!:-ih:ay, Cenadi:~n Pc::cific
S11bsiaiari68~, Y;hOS6 passcngel- SGrvioc i,r:cts ,~itb.dr~:i,i~~n last 1:.pri19
have been purch~sGd by the Chicago, South Shore & South BGn~
R2il~ay. an electric interurban lins opsZating out of Chicago.
The steel cars only, arc affected by this sale.
C
anadian Pacific Rai1~ay encino 526
9
l~te of Or2ngevil
1
s, Ont2rio,
rCDorted ~ithdra~n from service in Our last news report, ~as
scrapped ~t lngus ShOPS9 Montreal late in Octobcr
9
bringing the
DG class to an end.
00000000000000
THI~ ~170-CAR Budd RDe train l.:hich
the Ccnadian Pacific H2_ilv:ay rsce:atly
il1tToo.ucod bet;o(;n Montronl t.nd t1ue­
bee appears to be inadeGu8ts
9
judging
by the frequent appearance of a trnin
r6plc.cing it, consisting of a JubileG)
t
ype steam locomotivo
9
the t~o RDC
cars and t~o additional coacheso On
the first few oocasions ~hen t~is train oper2ted
9
the t~o reGular
coaches ~erc stainless stesl cars of the 100 sorios, ~~stcn6d
evid.ontly to harinonize with the EDC cars. Conv::mtio1lE.l 2200 ~lass
cars were later uBed.
Several of the Canadian Pacific Rail~nys oldcr self-propelled
gas electric cars of the 9003 sorias have lately maeo their
appearanoe L.t Angus Shops, aftol ~,}.f_.vinc been v:ithdr,;-:n frem Str­
V·C0 f~r 2pvG~~l VG2rs. This rr~y indicate t~at rsoonditlcning
is t. v: 1.1.~ 1.: v 11 C.L ,j_ J .N_ ~ u.. J I~: .. : ~: ~L.L Ip s~, …., ~::.~L .-::: ~
94
Board o f Tr~n s port Commi ssi oner s has au t h ori zed the Central
Ver mon t
n
2 i1 ~ay to abandon the St .Arman d Rubdivision, Gyt e nding
b
ct~ e6n Iberv illc, 0ue. and th e Internat ional Bounda r y north of
Highgate, Vermon t . This 7i 11 undoubtedly result in thG di scon­
~

tinuation of the Ri chclicu bridge by the CUP b 6 t~66n St .J ohns an d
Iber v i11e, and the 9/10 mi le Lemoyne Subdivision, b 6t~ G 6n the
Central Vsrmont and the Canadian ~ci fic conne c tions in Iberville,
0
ue. Tho s t .~rmand Subd i v ision in for mer ycars ~f ,a th e route of
the principal Montreal -U.S. trains via the Central Vermon t nai l ­
~ay , ~hile the Lemo yne Su bdiv ision, in the da ys ~h 6n CNR Montr s a l ­
t
o-ryctcrloo servi oe ran OVGr CPR track s be t~6e n Ibcr v ill o arid
Fa
rnham , ~ue . bore the unique distinction of hav i nc al l trai ns
op
erate reversi ng (i.e. ~ i th engine pushi ng) in ei the r di r ection.
Ches a peak e
& Ohi o nai l~a y is reported to be considering esta blish­
ing a pas s enger train service bet~ e e n Chatham a nd ~ arnia , Ont o
by ~a y of ryDl laceburg .
Ca nad i a n
National Rail ~~ys ~ 2S r e c ently empo~e r e d by the Boar d
of
Transport Commi s sioners t o drop pi ssenger an d mail servi ce
during the SUmmGT mon t hs b Gt~ G Gn Bathurst an d Tracadie, NB, 72
mi l os , but ruled that CNR ~ou l d h8VG to provide service b et~ e 6m
November 15th sn d Apr i l 15th, c~ ch ye ar .
ryh ilc the C8nad i an N2tion~ 1 nail~ays~ ne~ l i ne be t~6Bn Hillsport ,
O
nto and the n6 ~ mi ning proper t i e s at Man i tou~ad ge ~a s c omplete d
and
officially opene d l: st JUly 27th, Canadian Pacifics line
to that po i n t, ~h ich le2vGs the mai n tr~n scont in6nta l lin e noar
Hemlo, Ont ario, ~a s of fic ia lly op ened on Oct ober 19 t h.
Th e n e~ rail~a 7 conn e ct i ng n~bush ~akG , ~ebrad o r ~i th the ru sbec
N
orth Sh ore & ~ 2bra dor R ail ~ ay 2 t Mile 2 24 from Sept lIe s, i s
re
~ort ed to be presently under construction, and sche dul ed for
com
plet i on nG~ t spr inG ~ o rk ~ill continue thr ough the ~intGr .
Apparen tly emu lati ng the French TIa t iona l Rail~uYB t pioneer oper ­
a
tion of a crswle ss train by reliote control las t April 18th be t­
~ee
n two points on the Paris -Le Mans ma in line, the N e~ HRven
Rnilroa d is planni ng a simi19r ox]eriment b6t~ eGn N6~ Roch ell e NY
an d
N
e~ Hav en, Con n. by controi l i nc a cr6~le ss trai n by elBct~ oni cs
from a tru ck on an ndjoininG hi Gh~ay •
._—– – ——_…
PART VI I .
Pumping t h e ~ at er out of the ~6 als
CROSSING THE RI VER ! of th e coff e rdams pre s ent ed
nUDerO US di f f i cul t ies, &nd the
by Rob ert Ii.. Brov:n I­ ope rat ion v.a s no t :IB s imple rs 011.G
mi.
ght suppose . LBout hc Lf of
thcm ~ere r ea sona bly ~ater-tigh t
from the be Ginning bu t ot h ers leak e d badly. At pier No.3, the
be d of
the river ~a s 10 fee t 10 ~er on one side t han on the other ,
a
nd the ~ho 16 summe r ~a s sp ent ov ercomi ng the difficulty. In
many cases, a su dden influ= of ~a t er ~ould cause th e workmen to
abandon th e
ir tools and scur r y up the ladders provided for th ei r
esc&pe. Dams nos. 8 an d 9 could not be pumpe d ou t, an d ~h 6 n a
di v er
~ont do~n in the st ill w~ ter to Lsc er tain ~h y the pump s
Board of Tr~nsport CODBissioners has authorized the Central
Vermont n2il~ay to abandon the at.Armand Bubdivision, Gytending
b6t~een Iberville, 0ue. and the International Boundary north of
Highgate, Vermont. Tb.is -:i11 undoubtedl,Y result in the, discon-
94
tinuation of the Richelicu bridge by the CnR b6t~66n St.Johns and
Ibervil16, and the 9/10 mile Lemoyne Subdivision, bet~G6n the
Central Vermont and tho Canadian P[!.cific connections in Ibf;rvil1e,
nue. The st .:rmand [:lubdivi sion in former years ,·:,,8 the route of
the principal Montreal-U.S. trains via the Central Vermont nail­
~ay, ~hile the Lemoyne Bubdivision, in the days ~h6n CNTI Montrcal­
to -7 etc rIo 0 s e r vic 0 ran 0 ve r CPR t rae k s b 6 tv: G e nIb c r v i lIe a:ri 0.
Farnham, ~ue. bore the unique distinction of havinc all trains
operate reversing (i.e. ~ith engine pushing) in sither direction.
Chesapeake & Ohio nail~ny is reported to be considering establish­
ing a passenger train service bet~een Chatham and Sarnia, Onto
by ~ay of ryDllaceburg.
Canadian National Rail~~ys ~2S recently empo~ered by the Board
of Transport Commissioners to drop p~ ssenger and mail servico
during the summey months bet~eon Bathurst 2nd Tracadie, NB, 72
milGs, but ruled that CNR ~ould h8VG to provide service bet~eem
November 15th gnd April 15th, 620h year.
T-;
hi16 the C8nadian N2_tion~;..1 Raily·ays ne,; lint; bGt~:;6en Hillsport,
Onto and the ne~ mining properties at Manitou~adga ~as completed
and
officially opened l:st July 27th, Canadian Pacifics line
to that point, ~hich le2v6s the main tr~nscontinental line noar
Hemlo, OntariO, ~as officially opened on October 19th.
The n6~ r5i1~a7 connectinG n~bush ~akG, ~abrador ~ith the rusbec
North 5hore & ~2brador RHil~ay at Mile 224 from sept lIes, is
re~orted to be presently under construction, and scheduled for
co~pletion nG~t sprinG. ~ork ~ill continue through the ~inter.
Appa:rently emulating the French Fational RE.ih.ays pioneer op6r­
ation of a crewless train by remote cont:rol 12st April 18th bet­
~een t~o points on the Paris-Le Mans main line, the Ne~ Haven
Railroad is planning a simil~r G~)erim6nt betweon No~ Rochelle NY
and Ne~ Haven, Conn. by controliinc a cr6~less train by elect~onic5
from a truck on an adjoininG hiGh~ay.
PART VI I .
,————-_ …
CROSSING THE RIVER
Pumping the ~ater out of the ~eilils
of the cofferdams presented
nUDerOUS difficulties, and the
operation ~as not ~s simple [s one
miGht suppose. LBout he.If of
by Robert R. Bro~n
~__________________________1
them ~Gre reasonably ~at6r-tiGht
from the becinning but others leaked badly. At pier No.39 the
bed of the river ~as 10 feet lo~er on one side than on the other,
and the ~hole summer ~as spent overcoming the difficulty. In
many cases
9
a sudden influ= of ~2t6r ~ould cause the workmen to
~bandon their tools and scurry up the ladders provided for their
escape. Dams nos. 8 and 9 could not be pumped out, and ~hen a
d
iver ~ont do~n in the still wuter to ~scertain ~hy the pumps
q r:::
oJ t.)
C
AN!D I~N RAILRO~D HI ~~ORICA t
___._.!:_]g_~!i)}~2-:_LQ r.:; -l}TJ !_. ._ mr de n0 irn,ro8sion on the J. {>vcl ~
D.(j ~r· 0 11Y1 d t 1.,E t t ~l is G0 f fer d 2.ill °L LJ~ S
NG~
S Report No. 61
I
resting OD a pile of r cun d O()L;.l-
November . 1955
I dsrs ~h i8h th s Sh 6 Gt pj,l i TIG
i
t
could not p6ns trat6 ~ ~hCS8
T:dit o ri[ll !:.r1dr ()c G=
I et ons s h ..« to bs rsmovc d 0 :7 t he
ry~OoBo :: 22, ;:~ tr t~. ():(1
B • difficult and libarions proce ss
~0
ntr eal 2. 0~ . :r. ad.a (l
I
o f di VGT S r~O :l. 11 ~~ r~ ovn (.11(1 E t 1.:t: ch­
I
i~· G gr2 p~ linc i~ons to (~ 2 C~
TId i t or: Oroer S . L. t~ va l 1Go
StO~G1
to be then I62 C:vcd
b
.J
,7
Asst .Edi tor : ~.DouG la s Bro~n
f
pO~-6 r fu l dcrric1~c 2b07C o ccc
Committoe: Robart R. Bro~n . St ;] 1~: C s …; G .1. r.~ h G d :-;~ 0 r~. t li T 6 C t 0
1
Kenne t h Chi vers fi ftc <3n t on e ~~. II rt 0 J16 ..:~- f:? f 0 -,J.l!. (~ to
11.n t :10TJ.y Cl c e[; ~G iGh th irty tonse
Ernost Ha dl er
I
.. . .1
TJ1G p1:1111ps u se d bfY !;1r .,1{OdC;6S
consisted of t ~o cpst-iron cyl­
inder s , ~ bou t 18 inchGS in diamctsr
9
~nd pl~cG d v6rtic~ 1 1y , s ide
by sido
5
~
ith their piston rodo connect e d by a be ll c~F .nk , ~o?k­
. t h cm -tern e +-c. j 17 ·
l}, :-
J . er e · ·(· ·· o fric i ( .,.,t h;) +-,, i rJ < 7 . ·~· E ·J.L...TGc -r
l· . …..~ .J •. J C,…. V _ .I…. c.. v v ~ ~1 0_ -.J V oJ _ . ,- …. J v. _v_ ,~ …..L v I. • _ .J v _.1. ..I _ _ _…. M_ I~ )
si zo cro~d s d tho limi t sd ~ o rk in~ spabe on ths deck ; the vibr ~ tion
y;r.s 20 BGVG rG tll:.:t it O f t6~L er.1J. 3Gd th e sh or t p i Li nr; to 1 0 0 8 C110
/:-. fJ.exibl 0 suc tion hose 160. 0o;;n in to the ·..·eJ l to th e bottom of
i: GlJ.TIl9 9 t o wh i ch all eur fec e v.r.ter-.;·e,S con du cte d,
ti
r.vGr ~:) l of t h e sub C0111; !..r cto r s 1ISG 0. cc n t ri r uga I rYil:~l p S r··11 i -3r…
r:t; r evGl ,~7 C f f ie i u: t r, :: C o p t .: i1 (~ 11 C11i Y) .s 0 f v0 ~) d 0rot h (> r ;,F,: 1J.
l
OJJ s t Tl1::ti o113 ~ :G :: f, d r :….-:11int o t nsm, T
1
16 size 0 t he s ~1G l.l vr r Lc d
fronl 15 to 21 in~hc s in di~mc tGr a ll~ siz to ni nG i nG~ Gs in dG~th ~
ThG ~umps ~Grs h r;J.d by J _ ig~t iron OT ~OOd 6 ll f r 2ill8s [nf ::cre l o~­
e:~}Gd to tl. o b o tt c…m of t hc ;: ·:G :. l ~ t ~1118 c·:. o in ,~ t11 6 · ~·:()J :Y: Y;11 ilG C11b ­
111 (,r L6d ~ p cver v.r s t r~. r!. crui t tGd fr om a sh a f t ex t end i.rrg c 0 1.~:YL i~r·r r3 s
f~1 01;.1 tne (1001(0 rThsJl t ~ :~G vc L I -,c. S c O :: :l ~~)16 t 5 1(/ G:TI:)t i cd, a sur. p v.a s
O~
8Lva tGd l nd the ccntri:uca 1 ~um~ lO~6r6d int o it.
Bot1J. t(V0
r
:,s 0: pumr s r:o! – ::i~lC; r t n o r-mal n 0 u 16 t; 1~ r o~ ; .~
ou t 800 to 1000 ~: ll Ol1S 8 minu te , lo~er inc 1~ ho ..~ :. tG :~.., i. n t JJ.(, i 11 .~ ,.:; r
·
;, ()1 1 of th e dam at tole ra tc of t v o fest en ,; .~ 0 1-). ~-~ 9 t :J r:~ f; (_: ~: c i n ~r; ~.., l r; …~
thr s B to t6n hOUTS t o Gillpt] it entirely .
GTJ l :~:: a
jI
IH C: IL~ :LmD r;I RCUI; 1:I OlJ OF TEI; LSfj()(; I/ TI (;H S jI
»u13 1.I r: ._ri: 1 0 Tfj EI:J,}; C:J BrroER ! J:TD H OR:-: nIl:GRH-
,
, 1
!
. ~: I V:t~ Tn ; }T?~ p or. T1 AID J3UT,1,1;.:1iTS 0
II
j ,
lIe YOU E . V:~ A p r~ LmD OR .~C i,ULIH IFCE r.-:IO
!I
Cortn 13T; j~ PHCS P.B~ C1r iTE nU B3 GRI 5T~ R9 ~~::; lTD I}J
J
, I
I
n
I~~ W.~F~ L1JD _LDDfCESS 10 THE KDll

ORILL
I
G(W l~ ~I ~r~:~~ lj I.. IT .~) f. s. r·. T.·D T)] ~~ l:S7 S R ~ J?OI1;r rTl ll !)
I!
B: 8J:ij; ~U :In 0 112tt YT0 HI I1 0
II
I
T,:::; T 3 ;~ T,t c oop}.:rU. :3~ :::0 l ITe RS }. :-}:;:; on n
I
C
IT~ ; TTL TIUH In 19[ 6 ~
9
r:
.. ~
CAN!DI~N RAILRO~D HI~~ORICAL
!le-:-~~~~~~~~l I}T0 ~~—I
mrdc n0 iru,rs8sion Oll thE; 1~V61.
n. [j fOIl 11 d t }., F.~ t t ~l IS 8 0 f f (. yo d 2. ill °L L .. S
rGsting on a pile of r0und bo~l-
IJOVE:mbsT
9
J955 !
I
deIS ~hich the sh6st pilinG
1
I
i
I
Om e r 8. L. Ltc V Cl JIG 0 1
17 B 9 ry. 0
0
Eo~:
~:GntroaJ. 2 g
::C1itor:
could not p6nstrat6~
S1:;o:nss h: .. d to bs rEmoved 0;; tl;e
difficult and libarions process
of divGTS r;oin.~~ r~o;;·n (.11(i [t~.;(~.ch­
inG grap~line i~ons to ~ac~
stOTIO. to bG then reMoved by
L,sst.Edito!: ]DouC;J.2.S Bro::!.l!
Committoe: ~:}~)~~:hR~h;~~~~9 jl
poterfu1 dCY1ir;::UJ 2.bo7co T (;
An t:lO:n.y C]( CG
StOl~:C8 :;Gi.r~l1Gd :-::~orl t1.1I~f;( to
fifteen ton:::: Ulcl on, ;<,E~ fO,;1.:o.0. to
~6iGh thi1ty tons.
ErnG3t Hodler 1
,.——–.—-,—–~
Th 8 Dum p sus c d by ILr .l-IO de 6 S
consisted o{ t~o cpst-i1on cyl­
inders, ~bout 18 inchGS in dlarnetcr
9
cnd pl~c6d v6rtic~11y, side
by sid0
5
~ith their piston rode connected by a bell
i1 t1-1(n !l J t6~·1r. ;-s J (7 h:, ,-,R7( 76-(·1 effi ~ i,-n
L
h;) t
–r .. ) .. ..II <. _1. cv -~1 0 .L _..J
e
,! .. … …. ,J , ….. d . _v_._ v .,.J
size cro~d6d the limited ~orkin~ spnbe on the dock;
11:<::8 20 SGv(,,!e trL:t it oft6:, eLUSGeJ. th6 sho1t pilinc
c:.:-rnk, ~0~_~lc­
t-~lf-jir 1~;.rG6
t~6 vib1~,cion
to 100s6n.
p fJ.exiblo 81.lCti.Cl1 hose 16d 00;;n into the -6J1 to tl16 bcttom of
Gump9 to v;~1ieh all [Juri[1.co ·.-;c.ter y;[~S cone.ucted.
r:r:VSl,:1} of trt6 8111) C011tI~r ctors U.S60. cSi.ltrifiJ.gD.l pU:~lpS -_rl1i-:}! …
r; (; rev G 1.7 c f fie i (.1: t r, c: C G P t . ;£1 (~ n c I1 i 1) S 0 f : O~) d 0 rot h G ,-, f) m ~ 11
oijstTu,·t;ions ;0::<:. o1:,--:n i::1to them. T!6 ,siz6 0 tr-~G s:1G1.1 vi~1iGd.
fron 15 to 2~ inches in di~mctG1 an~ siz to nina inG~6s in dspth.
Th& ~ump8 ~srs held by lig~t iron or ~OOd6ll fr2ill88 [nf ~(;r6 lo~­
e::GC tr) t~~o Dotted) oP the Y:G: 1. t:nl.f3 c:oin.,::: t116 ;;c)j:Y: y:hilc cub-
111(,rL6d~ p01,.cr :::3 tr·~.r!.crHittGd iroYrl a sb.aft 6~~t6:r,.diYJ.g c01.~:~nv~f·rrJs
fr01:1 ene dock. IThbn t>,G r.611 y: s ca~1~:)let61;;l G!TI:;ticd, a sur:p Y;[,5
E;:~8[V9.t8d < net thG ccntri:::ucc::} 9UID.J J.or:6l6d into it.
Both. tYDGS 0: pUl:l~)S r:o!:i7lL c—t norrn.al 9T):~:6. nOll.ld tl::-c~;,~
out 800 to IOClO r~,-lJ,Ol1; 1) IjliYlut8~ Jo-erinc i;hc ,:,itr::,:, Ll tl:!,r: ilE>,!
;(Jl.l of the dam at 1;16 r2tt: of t-;;o ff;6t E:.r.;:OU:9 11)r: ·:.£·.:cir-:.g -;-rr: __ ~
threB to tsn hours to 6mpty it 6ntireIy.
IHGIL:;:~~j~D r;IRCTJI,:TIOlJ UD TIm LSfJO(;I/TI(;HS
?lj 5l, I r;;_ T 101 fj EJ~ /JT:3 B leG ER lJm H OR–:: LrTI: emT–­
,~Tv:r~ Tn; R~PORTl ALD BUT,I,l;iIUS.
lIe YOU E,~V~~ A Fr:L~~m OR _:,C,UAINI,.IW}..i ;;=~O
COlnD 137; l~ f?HCSPECII[E DUB,sCRI5Y:R
9
~~~lTD IE
Hr;:::~ H,r[~ LT:JD _~DDRE;SS 10 THE EDIQ.ORILL
COH~qj1~::.-;E /,lTD I,S, lTDT):~~ :rEFS R:;:FOItrJ: TII.T)
B: mjj; ,r on 0.&1 POLYT 0 Ii 1M 0
CP~;TT1: nOH HT 19[:;6 ~
j I
I ;
I I
I i
I
I
I

Demande en ligne