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Canadian Rail 061 1955

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Canadian Rail 061 1955

|TElvT/S RÏ:PORT îjl-61
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
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 ?
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
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 a popular but dangerous custom
in other
cities ï 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
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`
0 ()
On M : ,~7 23rd , 1910 , the
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
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
th e h st to oper ate in pa s s engcr
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 ,
pared t o 51 f10 and 8
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
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
ndi ti ons. S:he Comp,:l1y apparently t t ver y hi C;hly o; t hs se
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 .

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
w. ..
C 86 7.

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

t ho
­-;I .L
car s
😉 1,
…_ c. ..)

~j 11 . ) 01.~
fO O D
703 gr oup. HO~6Y er , stscl body frames dld not comb into general�
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 , . 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
treal city-type ca r before or since.
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
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.
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
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
ilder for the Company, ~ho ~us responsible for desiGnine _~~
building many MuS.H. cars.
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
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
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
and run so smoothly that the returning ~orker in the
evening CDn havB the afternoon papsI road before he reaches his
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
se until the lisht ~6iCht designs ~8re dbvaloped some years
tcr. -ithout bonefit of the skllJ.fuJly desiGned steel fT&minE;
that -:8.8 to come later
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.
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
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
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
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
11 (n c • 987 ).
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
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
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
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
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
1i 1]1)e 0. y:i t h
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
~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.
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
ature of these new cars must have been ths flat v6rtic~1 sides.
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
~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
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
1ipljed Y:ith
pneuTIl.;,tic folding doors on the rear p12.tforms, and the blJ.1kh62.ds
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.
During the d09ressi on of the 1930 S9 the 901 cars ~e re r are ly
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
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 ;isars .
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
the cross-sea ts
ere tu rnod to tj e lonGi t udinal position to provide CYsctsr pass­
nger cd?ucity. Liso in 1943
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
the abovo sorapDing
1 1• <1
I. …
,0/ C, 1 S
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6· 1:
tJ -c.,u
r. 0

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. R
r co
rp, ( I,T n
– v
– ,.-. ~ ,,, ·5 v ._ J . –­
fit ted ~ ith spray pain t inG equ ipment ~ i th nozz les Cirocte d d o~n ­
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
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
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 . .__..__. .~
Cl ~J SS ITl..lmbeTS
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.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
I 8 n 7 G-:. 7
1000 MIX!

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

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

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

Grrnd Trun1-:
CRG-2 4a 3000
(er H OOc
anaai~n Nat ional
J {~
indicates eqUippe d s t (;am gener .9to!•
During the depression of the 19308
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
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
the cross-seats
~ere turnod to t~e lonGitudinal position to provide cre&ter pass­
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.
lins (r~~ing 2nd ,specification
prGpared by sheot ~hich 2p)earS as pvgs 90
Mr ~ Bil,ns.
~ .–.-.-~—-~.-:-
t ~
/ M OTI VE pmER NOTES < ..
Details arc Civen hereunder of CfNADILN
~L,.]1ION_·T, I1Y2 lrte!lt locomotivG ordsr:
) ~
~ff,-l Og
lm-]. Gg
GH– l?f
8078-, ? 9
1870–7 ?
§. 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~~~
r 1750
! 1200
IS- ,
I -:.~,2~_L_c:_~
I M: T§!

CRG-2 Ial 3000
indicates equipped steam
i~~~2 bn~f3 n t
Canadian N2tional

Cell t TC: 1 VeymOll t
I Gr2,nd (]lyun}: ;-restern
I Canadian National
II Grand T;.lnk
Canadian national
! H
I Grend T~unk
I Canaoic.:n national
ge 11e r 8. tor.
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
SIOg (8039 rec oived), MR-16g (l BC3 received) 1 and GR-I?f (2001
ecei ve d) •
Al so
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
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
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 ,~ i th. dr (.:~ -v:~ n la st I.pri1
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
l2te of Or2ngevil
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
-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
1 —
.—•.– –.,—

Sl !N
by the fr e qu ent appearance of a tra in
&1 IJ ng it
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
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 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
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
ceived) •
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
Be. hile
in t
his servias
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.
anadian Pacific Rai1~ay encino 526
l~te of Or2ngevil
s, Ont2rio,
rCDorted ~ithdra~n from service in Our last news report, ~as
scrapped ~t lngus ShOPS9 Montreal late in Octobcr
bringing the
DG class to an end.
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
by the frequent appearance of a trnin
r6plc.cing it, consisting of a JubileG)
ype steam locomotivo
the t~o RDC
cars and t~o additional coacheso On
the first few oocasions ~hen t~is train oper2ted
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 .-::: ~
Board o f Tr~n s port Commi ssi oner s has au t h ori zed the Central
Ver mon t
2 i1 ~ay to abandon the St .Arman d Rubdivision, Gyt e nding
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,
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 ­
o-ryctcrloo servi oe ran OVGr CPR track s be t~6e n Ibcr v ill o arid
rnham , ~ue . bore the unique distinction of hav i nc al l trai ns
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
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 ,
nto and the n6 ~ mi ning proper t i e s at Man i tou~ad ge ~a s c omplete d
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
orth Sh ore & ~ 2bra dor R ail ~ ay 2 t Mile 2 24 from Sept lIe s, i s
~ort ed to be presently under construction, and sche dul ed for
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 ­
tion of a crswle ss train by reliote control las t April 18th be t­
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
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 •
._—– – ——_…
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
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 ,
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. -:i11 undoubtedl,Y result in the, discon-
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.
hi16 the C8nadian N2_tion~;..1 Raily·ays ne,; lint; bGt~:;6en Hillsport,
Onto and the ne~ mining properties at Manitou~adga ~as completed
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.
,————-_ …
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
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
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
iver ~ont do~n in the still wuter to ~scertain ~hy the pumps
q r:::
oJ 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
S Report No. 61
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
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
ntr eal 2. 0~ . :r. ad.a (l
o f di VGT S r~O :l. 11 ~~ r~ ovn (.11(1 E t 1.:t: ch­
i~· G gr2 p~ linc i~ons to (~ 2 C~
TId i t or: Oroer S . L. t~ va l 1Go
to be then I62 C:vcd
Asst .Edi tor : ~.DouG la s Bro~n
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
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
.. . .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
~nd pl~cG d v6rtic~ 1 1y , s ide
by sido
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,
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.
OJJ s t Tl1::ti o113 ~ :G :: f, d r :….-:11int o t nsm, T
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
8Lva tGd l nd the ccntri:uca 1 ~um~ lO~6r6d int o it.
Bot1J. t(V0
:,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
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
j ,
lIe YOU E . V:~ A p r~ LmD OR .~C i,ULIH IFCE r.-:IO
Cortn 13T; j~ PHCS P.B~ C1r iTE nU B3 GRI 5T~ R9 ~~::; lTD I}J
, I
I~~ W.~F~ L1JD _LDDfCESS 10 THE KDll

G(W l~ ~I ~r~:~~ lj I.. IT .~) f. s. r·. T.·D T)] ~~ l:S7 S R ~ J?OI1;r rTl ll !)
B: 8J:ij; ~U :In 0 112tt YT0 HI I1 0
T,:::; T 3 ;~ T,t c oop}.:rU. :3~ :::0 l ITe RS }. :-}:;:; on n
IT~ ; TTL TIUH In 19[ 6 ~
.. ~
!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-
J955 !
deIS ~hich the sh6st pilinG
Om e r 8. L. Ltc V Cl JIG 0 1
17 B 9 ry. 0
~:GntroaJ. 2 g
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~.;(­
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
cnd pl~c6d v6rtic~11y, side
by sid0
~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
h;) t
–r .. ) .. ..II <. _1. cv -~1 0 .L _..J
,! .. … …. ,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[ ·.-;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 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.
?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
~~~lTD IE
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 ~
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