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Canadian Rail 072 1956

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Canadian Rail 072 1956

Ol)i:ltion News
2?TH, 1955, some thirty
~sm~~_a and fria~~s of the Ca~p~ian Railroad
rr!~t0r:~dl A~s~c~ati0~ D~~ tho V,pov CEn~d8
t:! 0
B jz. C
16t o.t l·tlQ~· ~n c …… m.iT.o!rl~or.t •
…. , … , -, ,I •••
…. • .,,, •••• ,. .1 _.
(1;::liH . .a:y Jf tltu (PS1i.~~G vf t:UI ii!:l:td !:!l,lk R. i.l::!l, b6~UeGn j~tJ •• real
:(:;,(~~·,i;C, ~rd t~i8 C.(;(~t::; of ti.e clsli … GI,) of
ltS first
tIlt! nr.oJGst{.r of tl~E C;;.~ftdit;;.!l T,0C(,ltlotive COJ;PO:l~y.
It as tha fi:-st: til,to j!l the hj3tO:r:-y of both societi9s
t!1.:!.t an
nnd9rt.:ll~i;1r. ::II a COJr,err.t~vG natUlEi has beG:! h31d. it .:as :r.tOdt SUCcess­
ful i~ eVbry ~ny, a16 In addition to t
16 6lljoy~~le time chich ~~s hed
by all
) it eent fer to prom~ta thnt m~tuRl l1nd6rstu~ding
bet.Ger. the pr1r.}lpal r!!ilv,llyist glOUpS in Canndn, -:iU.out r:hich au:!.
common gonls cnn llcv~r be achieved.
A complote descripti
on of this event, e~ ~(ll as the story behind
the observance, can be found commencing on page??
THr:: ASSOCIATIOn has for snle, t! limited
Do publication of the Scottish
Trl!J.:ay }.{useUln ~ociety.
The Tr,mways
of Pr-.is16Y and District
pGriod 1885-1954
, is em illu~trrted, 24-png6 6t): 8
the jOint effort of our populnr member
Robert R. Cb.rk, ar.d ~n (.ssociate of his, Mr. Ian tL Coonie.
It inoludes an Dp)6ndiy. of the
rolling stock of the

01 sley Dis trict Trt.rnw nys Compl.
tThl1e the supply lr.sts, they may bl: hnd by -:ritlng
thIs f.ssocirttion,
Box 22, St.-:tion B, Uuntreal
2 -J~ttention F:~·.les rHvision,
at 8 prics, postp~id, of 50¢ per copy.
BOU!.p.~r:Y HLBK3RS by Robert H. Bro:n
When the Che.mplain &: st ,T.rxrGnce riffht-of-~ny
.-:ns s1.1rv6YGd and
in 1835, the compr.ny set out stonG mt!rkers at mnny potnts to
indicr.tG the rRilt:ny property boundcry.
These 12×12 limestone monoliths
rose about 18 above the Bround. The initi.:!.l S L C R .cs d€eply cut on
on6 aids, representing St.Lm7ronce & Chr.mpl.:cin Re.ilroE.d. Ruch .>rlors in
re ve
e y
€ro ~Gre S6V(;r 1 of these stonss still in
situ but th6Y GTe.dually vanishod
ftnd it :85 fGcrod th6rc -:cre no moro,
during n rccent visit to St,Jhns, :l.UG., I discovered f)n€ on
tho south side of the treck, oppOSite ths junotion
s-:itch : ths rDil~ny station.
For what they are worth, we present
some notes on _e,._._ ..
by O.S.A. Lavallee

The Cumberland Valley Hoad has put on night cars, and out
of curiosity, I took a trip in one of them. They
are a
novelty, thats surej but unless I absolutely have to travel
at night, hereafter I donlt use them. Twas a cold night
and the bedclothes … !ere a minus quantity. There Nas a pillow
that almost got lost in one ear, and a mattress that would
fitted the other if it hadnt been on top. They told
me there were chilled lheels under the car, and I know the
cars were. I had a cold for a month, but I also had the
experience. 11
This far-from-enthusiastic account is an extract
of a diary entry made by one of the first patrons of a railway sleeping
car, late in the year 1837. It refers to a railway coach fitted up by
the Cumberland Valley l{ailroad of Pennsylvania, with four three-berth
cO:1.partments, for night service bet een Chambersburg and Harrisburg,
., a distance of 52 miles. This service was inauGurated in November
and is generally accepted as the first a~plication of a sleeping
car in railuay history.
As our account indicates, the experience las a far from comfortable
onG. No bedclothing was provided, and of course, passengers were not
expected to undress, other than to remove their footwear. So primitive,
indeed, were the appointments that twenty years were to elapse before
sleeping cars Gained any important place in North American transportation.
the same time as the Cumberland Valley experiment. the Grand
Junction Railway in England came out with a small four-wheel composite
carriage, one of whose compartments was capable of being converted into
a bedj however, it is thoueht that this facility was offered more for
the use of the sick or bedridden, rather than as a reGular facility
for ordinary passengers. Certainly, the Grand Junction ~~ailwayt strains
and connections at this period didnt appear to
warrant the use of a
sleeping car, as such 1 Sleeping cars didnt come into regular use in
i:ngland until 11173, as >Ie shall see.
In the interim between the 1837 example in America and the inven­
tions of Pullman and others two decades later, various improvisations
were made to eaable passengers to sleep at night in ordinary railway
coaches. Two inventions in particular are of interest in our analysis.
One of them provided for a coach
in ihich the seat backs of each alter­
nate seat lowered into a horizontal position, thus enabling the passen­
ger (if no one occupied the Seat ahead of him) to lower the back of the
seat ahead and place his legs in a horizontal position. Doubtless the
motion of the train caused y:im to slide forvlard after a time so that he
) would wake up periodically to readjust himself. The second invention was
unusual, and a contemporary illustration ShO … 1S a top-
hatted gent,lc­
man comfortably (?) asleep in a sort of half-ham.r:nock which, attached
by hookD to the backs of two adjacent seats, po.rmitted him to reclin !
lith htG lees hanging in a vertical position. TJ.11.s ensconced, the _
trave},~_~~r found himself in a cort of distorted .IZ -position whi.Cc. ~,;…. d.
not have had any advantage over sitting up all ni,gh~.
News Report No.72
November 1956
Editorial Address: P.O.
Box 22, Jtation 8,
1ontreal, – Lditor1 Orner S.A. Lavallee
Asst.t:ditor: R.Douglas Brom
Committee: Robert IT. Broilfll
i:enneth Chivers
Anthony Clegg
Forster A. Kemp
Some years ago, t~e Baldwin
Locomotive ~lorks, we are told, possessed
a model of a sleeping car which was
built about 1$40 by Messrs. Imbray &
Nash of Philadelphia. The model shows
that the car v.,ras equipped with longitud­
inal seats on one side, with three-tier
sets of bunks on the otherj it was also
one of the earliest to possess a clere­
story roof, for ventilation purposes. The
model probably represents
one of the
sleeping cars introduced in 1838 on the
Philadelphia vlilmington & Baltimore Ry.
I/hich Vere equipped with twenty-four
bunks in three tiers.
Returning to the proper realm of
the sleeping car, we find that two
sleeping cars of more conventional style lere
built in the HaJIilton, Ontario shops of the Ereat lestern !lailway
in the year 1857, under the direction of Samuel Sharpe. These cars were
operated regularly on night trains between Niagara Falls and :!indsor,
Ontario for some years. They were the first sleeping cars to be used
on a Canadian railuay.
Then, in the year 1858, a journeyman cabinetmaker, vexed by the
lqck of organized sleepinG facilities on night trains, took it upon
himself to c::.pproach the Chicago & Alton Railroad lith a sleeping car
idea. This man ~las George 1·iortimer ?ullman. After an examination of
the~ailable passenGer rolline stock on the Alton road, the management
turned over two of its passe
nger cars, Nos.9 and 19, on vlhich he might
exercise his tnlent3. These 44-foot ~ars were converted at Bloomington,
Ill., at a cost of something less than ~l,OOO per car. Pullman installed
ten sections in each car, as well as enclosed toilet facilities and open
washing facilities, with roller towels, at each end of each car. The
upper berths were raised and lowered by pulleys at all four corners,
and curtains separated each section from the one
adjacent, as well as
from the aisle. Ho linen sheets were provided, and the bedding con­
sisted of a mattress, pillow anti blanket. lhe car was illuminated with
candles, a.1d heated by Iood stoves at each end. These cars possessed
no porter j it las up to the brakeman to handle the berths. The car rode
upon four-viheel trucks, .li10Se springs lere suppkemcnted by blocks of
india rubber.
Service vias inaugurated on the nieht of September
1st, 1859, running
over the Chicago & Alton between Bloomington and Chicago, 127 miles .•
A berth cost .50¢. The interiors of Nos. 9 and 19 set the style for the
standard open space Pullman car which is still a familiar feature of
ni~ht railJay travel in Harth America. Later, another Alton car was
converted, as Jell as several cars for another railroad running out
of Chicago, the Galena a Chicago Union Railroad.
In 1859, the Grand Trunk Railway built its first sleeping car. In
the same year, the Duffalo c. Lake Huron 3.ailway b1..lilt a special car at
Brantford, Ontario for the use of the Prince of .lales. If/hile it is a
com:!lon claim amont; railway historians that this was a sleeping car,
Mr •• 1obert n. BrOm of this Association possesses a contemporary des­
cription of the car which shows that it possessed no sleeping flr.iJ.i.tiJs
I built a car
in 1859 for the PrincE! of ~hlles which was actually
a parlour
though it did possess
several beds. Possibly
this car has beco~8
with the Buffalo &. Lake buron unit, in claiminc; that the
latter 1a5 a sleeping car.
In 1861, the Grand Trunk Railway built four sleeping cars at its
Pointe St. Charles
shops in r.Iontrcal.
Meanwhile, south of the border,
the advent of the war betvfeen
the States postponed fu!ther extensive
efforts on the part of Gco:(ge
1<1. Pullman, the intrepid builder of sleeping
cars. In 1864, however,
Pullman d.esi
gned an improved
car from the ground up. It la$
impossible, he fou~d, to provide adequate
and comfortable
facilities in the small raihvay
cars then in usc. As a result when
the new car –called the HPioneer –was built at a cost of some­
thing approaching
,~18,000.00, it was longer, higher and Nider than
any other car seen up to that date. It as built in Chicago and
first incorporated
the principle of the upper berth hinged on its
inside edge, rather than suspend~d by ropes at each corner as in the
sleeping cars. Because of its size, the car could not be
placed in regular
service, but when Abraham
Lincoln, President
of the
United States, was assassinated in April 1865, Pullman offered
use of the Pioneer
to convey the remains
of the great President
between Chicago and Springfield, Ill. Hurried changes were made
es which might foul the lIPionaer
s ample proportions
, and
shortly afterward, as a result of these alterations
, Pullman persuaded
the Chicat;o & Alton Railro.:).d to use the dPionl3cr
The facilities
by the car, and its enthusiastic public r
, justified
the chanees which vrere required
in railway
ctural clearances
and in a matter of years, the car set the standards
of rolling stock size which· are
basic to this day on this continent
In 1866, a through Chicago -New York sl service was
established, by iay of the i,Iichigan
Central, the Great tlestern ~ailway
across southern
Ontario, and the New York Central & Hudson River RR.
In 1867, Pullman and an associate
named Field founded
Pullmans Pala
ce Car Company. The year
of incorporation
Vias marked by
introduction of the car President
–the first in which dining
were provided
as a permanent
feature, served from a kitchen
at one end
of the car. Tables were provided
which could be set up
in the sleeping car sections
at meal time. Cars of this type -­
called hotel Cars
–began running betHcen
Chicaeo and Buffalo via
the t-1ichigan Central and the Great -lestern, in the same year.
In 1868, the IIPresident
ViaS folloICd by
the first car ever des …
igned purely for dining service. Appropriately
enough, it bore the
name of the world-renown
ed New York restaurateur
, IIDelmonico

On August 22nd, 1870, Pullman standard
sleeping cars first began
on the Grand Trunk
Railway of Canada, between
Montreal and
Sarnia. The same
year also Nitnessed
the building of a compartment
or roomette car by the O.T.rt. at f,1ontrcal.
this time, Uebster Wagner entered
the picture. Seeing
sleeping cars pass through his home town of Palatine
Bridge, N.Y., he
concei ved several improvements
to the cars then in use. .,
ne~{ month)
Tram Routes -3eptember 1956
(To complement route nap iosued by the C.R.H.A. -September 1956)
Houte Terminals
No. Name
Atwater Pl.dArmes@
Aylmer Viau
3t.LaITence Ibervillc
Bon Air Pl.dArmes
CARTIERVILLE GarlQnd Cartierville
NOTRE DillIE E. P1.dA@ George V
l-ITLLEN Sault Emile Journault
OUTREl.10NT Garland Youvillc£
ST. H.lNRI Belgrave Term. Craig
flOT:!;;; DALE U. Plod A@ Cote St. Paul Rd.
NDrIT.lEAL NORD Sault 1·lontreal Nord
APIIlEAU Belanger 11. d Armes
V J~iJ WJ~L:1:.
Plod AG
Jean Talon
Jean Talon
Term. Craig
26th Avenue
Place dArmes@
Milc End
Term. Craig
Angus Shops
fl. tI r~rmes@
Term. Craig
Does not run evenings, Sat.
afternoons, Suns.,& holidays
Via Craig between Gosford &
DeLorimicr on Sundays.
not run
evenings, Sat.
Suns. ,& holidays
@-To Terminus Craig after 7:00 Pll.
£.-To Aylmer dter 7: DO Pl~ and all day Sundays
and holidays.
DELormlIER Bon Air
N01RE D.l>lE E. Haig
NOTRE DAI,u,: E. Viau
Victoria Sq.
Papineau Sq.
r·iountain Loop
Plod Armes
Papineau Sq.
VIELLINGlON Verdun Term. Craig
OBSBRVATION (circular)
Peak periods only.
evenings, Saturday afternoons
Sundays &. holidays.
Summer only-restricted times. Peak
periods only.
a 1/
Evenines, Saturday afternoons
Sundays & holidays. P
eak periods only.
Summer only-rc~tricted tim€s.
lIT C IMI CT1·ITC;r.11 CTI·IT CTI ItT CTm C1 t ?r CTiIT C 11·1T CTI. IT C T 1 IT cn IT CT11tT CnIT CT /.IT CTI·IT CT/.IT C
RAgllAY LIllI(.
In cOf.1pany it/ith members of the Upper
Canada. _lailway Society, a Group of rIontreal
and district nembers of the Canadian :tailroad
Historical Association met at Ki,lt:ston, on
Saturday, the tHenty-seventh day of October,
1956 to observe and comrnerrunorate two important
centenaries. They were:-(l~ OnG hundred years of operation of the
former Grand Trunk :1ailway line betHeen r:lontreal and Toronto, and (2)
the hundredth anniversary of the outshoppin!; of its first locomotive,
by the Canadian Locomoci ve Company, Lind ted, of Kingston.
In the year 1841, the colonies of Upper and LOHer Canada Nere
.united as one, into the Province of Canada, by the so-called Act of Un~o;
The political fulfillment of this !-~ct took place in the sa:ne yedI,
when the first Parliament of the Province of Canada met at KinGston,
in what is now Ontario.
The years following the Jar of 1812 had seen the gradual nvmkeninr.;
of co~~ercial enterprise in the two colonies and as a result, the
establishment of transportation ties was not slow in coming. By the
time that the rail ,lay appeared in Canada in 1836, the colonies lere
united by a complete and comprehensive system of inland navigation.
The canals which were designed as a part of the transportation network
lere all built at this time, at a rather high public cost. l.Jhile the
initial railvl Nhile its construction fired the imagination of other communities not
so served, it was 1850 before railways attained sufficient in1~ortance
in the country to be considered as an attainable factor in its devel­
The period of developm0nt of r:lilways in Canada really uates from
this time. In 1853, the Grand frunk ~taillIaY of Canada was formed, vith
its objective, the establishment of rail service bet,een the eastern
and western extremes of the fJrovince of Canada. Two objectives in
particular claimed priority in the plans of the GTR –one was the build­i
ng of a bridge across the Saint Lavrrencc at D10ntrea1, the otner the
completion of a line of railway between Toronto and Ilontrco.1.
In an amazingly short time –just over three years, in fact –the
Grand Trunk ~tailway was able to aUGment the Act of 1841 vlith a bond of
steel. On Hovember 19th, 1855, the railiay was completed bet,:16cn r
,1ontreal and Brockville, and just short of nine months later, on Au~yst
11th, 1856, construction crews completed the portion bet1treen Toronto and
Belleville. The gap betueen Belleville and Brockville shortened
gradually, and the illait accompli ,r –a railvray uniting the upper and
lower half-provinces –vias signified by the opera.tion of the initial
train service on j,ionday, October 27th, 1856. On that day, at precisely
7: 30 AM, a train, includinG, it. is said, three first class and thrr,oo
second class po sscnger cars, left the GTR station in IJiontreal, then
located at Pointe St. Charles. Half an hour before, at 7:00 Arl: .:t
similar train had left Toronto. rhe two trains passed at KinEston at
about 2:00 pr.i, where a half-hour stop was had for lunch. It i:as well
tovlard midnight .!hen the westbound train arrived at the GTR lor0r:tto
station at the uon. Almost simultaneously did the eastbound traln
reach j,[ontrc&l.
The union was accomplished.
las r€:alized, but
Ji.:leven years were to elapse befor
the important con1.1lCrcial ties I-.rhich

railway sigf!.ified to the Province of Canada, nade it the example for
its sister rlaritime Provinces, which were to unite Tith it in 1867.
The completion of the Montreal-Toronto railway ras an important
event. It was indeed a milestone of equal importance to the esto.blish­ment
of the first railway twenty yenrs before. The single-track, five­
foot-six-inch gauge line which served the isolated hamlets and propper­
ous towns of the Saint Lawrence Valley blossomed into one of the most
important railway lines in all of Canada. Uhcre the trains of our fore­
fathers consumed eighteen hours, by night or day, to carry travellers
back and forth, the fastest trains in Canada today perform the journey
in six and a quarter hours,
It was only appropriate, then, that Kingston should be the site of
the meeting of representatives groups of tne two societies. The dele­
gates from IvIontreal and Toronto arrived within a few minutes of one
another at the meeting place, almost one hundred years to the hour since
the meeting of the first two trains one hundred years before. Members
of the press and of the local radio station were on hand for the event, and
after the
estbound train, No.5, had been detained some ten minutes
by Canadian National Railways so that a sign could be placed on the
front of the locomotive for photographers, the two trains passed just
west of the station, and another century of rail service had begun. 1
Following the station ceremony, adjournment to the LaSalle Hotel
followed, to partake of a Centennial Luncheon of roast beef and all the
trimmings. Twenty seven guests partiCipated in the luncheon. Approp­
riately enouE;.h the group at the head table included officers of both
organizations, each of which is also a member of the other group. They
were: Messrs. Ray F. Corley, UCRS, John ~1ills, UCRS, Orner Lavallee, miliA,
R.Douglas Brovm, CRHA, and Robert Sandusky, UCRS. An informal note
prevailed at the luncheon. Grace was asked by fflr. Corley, and r·Ir.
Lavallee welcomed the guests, and made a few comments appropriate to the
occasion folloTing the luncheon.
the afternoon, t;1G assembled ~roup of r.1orc than thirty
i~dividua1s were the guests of the Canadian Locomotive Company Limited, whose works
comprise some thirteen acres in downtown Kingston. It was
just one hundred years since the first locomotive built by the pre­
~ecessor company, the Ontario Foundry, was outshopped. This engine was
Ii 4-4-0, Grand Trunk Railway, with 66 drivers, 15×20 cylinders,
and weighed 241 tons, two hundred.eight. The tender tipped the scale at
an additional 4 tons, 10 hundredweight, making the total weieht of
engine and tender 38 tons, 12 hundredweight. There were six engines in
this initial order, numbered consecutively from 38 to 93. In anticip­
ation of the rails reaching Kingston, nos.88 to 91 had been completed in
advance and were all turned over in October 1$56. No.92 was cOr.1pleted
in November 1$56, while No.93 was outshopped in lebruary 1857.
The firm had been established in 1850 under the style of Tutton &
Duncan, as a general machinery and engine works, on the site of the
former Drummond shipyard. Later it was sold to Norton & Hinds, whose
Ontario Foundry, as it was now called, turned out the first railway
) locomotives. In 1865, the firm of Morton & I-finds was taken over by the
Canadian Engine &, Nachinery Company, a firm whose capital originated
largely in Montreal. In 1881, the company was reorganized as the
Canadian J~ngine & ~lachinery Company, and in 1900, it was purchased by
Hon.Jilliam Harty of Kingston, and other local people, as the Canadian
Locomotive Company.
(continued on page 80 )
C , B
S by Forster A. Kemp ~l
& J
a The City Council of London, Ontario
hqs decided to hold a plebiscit~ on the
question of whether the sum of ~400JOOO
should be spent to rehabilitate the
passenger equipment of the London & Post
Stanley Raihmy. The railvlay is faced
~>lith a five-month shutcio,ffi in its elec­
tric power supply, to begin January 1st,
1957, as a result of the conversion of the City of St. Thomas from 25-
cyi:le to 60-cycle alternating current, thereby rendering the L&P6
conversion equipment obsolete. It is also reported that an application
has been made to the Board of Transport Commissioners to discontinue
all passenger service on J~nuary 1st. The railway has one diesel­
electric locomotive, lith ihich it will continue to operate freight uf1d
slitching sergices during the shutdown and perhaps indefinitely.
t Canadian National :iailvlaYs has several applications before the Bourd
of Transport COlTunissioners to d:i_scontinue passent:er anu :::ixcd train
services on branch lines. The lines which would be afFected are those
between Pembroke and Golden Lake, Ont., Parkhead and liarton, Ont. J
and Palmerston and Durham, Onto 1he first of these lines has one pas~·;­
enger and one mixed train in each direction, the second
two mixed
services, and the third, one mixed train, daily except 0unday.
t Canadian National Raihlays is considering the construction of two new r
ailway lines in Northern liiIanitoba to provide rail service to prOjected
mining developments. One of these lines ~.ould connect an expected
development of the International Nickel CO::1pany at !loak Lake with the
Hudson Bay Railway at Sipivlesk, a straight-line distance of 35 miles. The
other line lOuld be built from either the H~B.R. or the Lynn Lake
line to Chisel Lake, where it is expected that the Hudson Bay Mining &
Smelting Company will begin development of nickel-zinc ores.
t ~1eanwhile, the Beattyville-Chibougamau line of the C.N.R. is 1,..,-3. … ~ . .tg
completion. Track-laying has passed mileage 103 and 31 more miles will
bring it to Chapais, site of the Opel:liska Copper Ihnes. A bridge must
still be constructed over the Chibougamau River before the town of
Chibougamau can be linked by rail with the outside world.
:A: Closer to Montreal, the site of the new Cote de Liesse hump yard of
the C.N.R. has been cleared and e;rading has bcgun for the yard itGcJ.f
and for a diversion in the C.P.R. main line getween Dorval and Bal.lan­
tyne. The diversion Iill allow construction of an underpass to permit
C.N.R. trains access to t!1e yard ,.n.thout crossing the C.P.R. at c;r:ult….
The C.ll.R. has concluded an agreement with the City of Lachine whereby it
will relocate its Cornwall Subdivision main line between Dorval and
Turcot Test. The new route ,Jill follow the present C. P. R. line para­
llel to the I.ietropolitan Boulevard, from Dorval to Grovehill.. The CPR
tracks ,·lQuld be moved about a hundred feet northward, The nEM C.N.R.
line will not ascend the present grade which beLins at Dorval, but
would pass gradually into a cutting which would allow freight trains to
proceed through the underpass at about the same level. Passenger trains wi
ll continue on the route of the present lAssomption Subdivision to
Turc:ot West t where the present main line is rejoined. It. is understood
that a single track of the latter must be retained between Turcot .lest
and ViiI lows (24th Avenue) to serve industries in Lachine. .iith this
development, Ballantyne will become one of Canadas most important
rail junctions, with two main freight yards within allstones throw
of one another.
ll: Cunadian Pacific .1ailway inaugurated t,,!O Dore ,lUayliner
during October. One of these involves trains 702, 70.) and 707 between
Toronto and Owen Sound. The other is the Alouette
, trains 211 and
212 (B&1-1 307-332) between l~ontroal and Eoston. Tile latter marks the
first time that nDC units have operated in interch2..nge scrvice. The
first runs were madc by C~P.H. J:!9j.l.l south~)ound, and Boston & iIaine
#6212 northbound.. Both of these aro of tI,e RDC2 type. Both cars
appeared to be very c!ovlcl.fd wh·-n pc::.ssing !10ntreal ~iE)st. This marks thE)
end of parlour C:~r (2x.,i r ..[ct) ser-,ice betl.–..reen tlle two citiGs. nun~linl.
tiI:1.e betwG;..,n !·1o;1tle?.l :nu E )str .. r: !1D..S been shortened to e hours, 35
minutes, W:1j.~.e -~.l;at; 02tl..-;en T:.ronto and Owen Sound is now 3 hours and
15-20 mim!t€s~
ll: The Pacific .;1:~.!..1rlY has rcr.1odelled two of the four standard
sleeping cars of the IIJ cl~ss. T.f~:e ca!s have f:)lJrt0eD sections a.nd
are aj.r··cenditioncd. .. hr. r,~ml-dC) 1:11 (ars are named J~::l.LICOii: and JACK FI
SH. The other two. J ·:.FfH.,Y 21d ,J.::::DJ-!.?~ are st:iJ.l. j;]. varnish .
Colour scr.eme of tl,e 1.~0lT.C,:!.:!:} ~ .. ~. j ilt.,>ricrs is: pastel·-grecn walls lith
Im·1Cr portion b.!~~.s.(hcj ()21~ ~lll<.;r .l-t.e; cream headlinings, rose plastic
on secticn divisions; L;:::EE:l 1J.T,bolstcry.
it Piggyback trailer serv:lccs have become commonplace on Canadia:1 railHay:=:
but the CRnaoian Natio!la:i .dail l railway equip~Jlent c3.rried on fla~c.:ars. This involved 17 diesel unit.s
and 24 rGfriecl .. cator car::> -lhich …. ,ere carried from Belleville to Nontrea2.
in this fashior..4 lhe eql.ipment v,ras enroute to the C.N.R. 36 gaagc
lines in Newfcundland.
11: naili .. ray hotel projects in r·:(mtreal and Toronto have recently made news
Ground was bro~cn in Tot0r.GC 01.1 Or-tober 15th by C.P.R. President H.].
Crurr.p to begin construction 0:1. a 400··room extension to the Royal York
Hote14 On Oct.ober .!.Oth) DOEald. u.Jrdon, President of the G.N.H., anuoUi.
cec.i plans for doveloprr.c::nt of t.he area immediately north of the lueen
.ri:lizabeth Hotel, ,[hicl; is nO.[ 1J.nder construction. The development -1il
include a bJ.ock.:ong i)l,1z.3.. to be called .IPlace Ville llaric/ whicl ldl
run from Do:cchcsr.c~ tG Cathcart streets, and lill conceal a 450-car
parking garage; C,l .. thr02e J.>:: vel;:;. rhe hotel itsclf is assuming a liloru
appeara;-,r.e, a:, much of the concreting and stonellOrk has been
it ~ngine ….l52,2, Canadi,,;H Pac~.fic Railway 2-8-0 class fJI4g, built by Baldwin
in 1
907, has been s:)l~l It is reported, to the .~nitoba & Saskatchewan
Coal Company ..
il: Experimental diesel-hydrc.:J.1ic eneine 1/1000, built by l,1aschinenbau Kiel A.G
., Kiel, Germany, has ~ . .3en turned over to a firm in Galt, Ontario
for vlinterization preparatc;-,y to CllR tests in Herthern Ontario during
the comin£ Tinter.
During its inspection of tic plantt the delegation inspected a
number of 2400-HP .11raimnaster,i diesel-electric units, bc::inp: readied
for deli very to the Canadian PaCific Haill-ray. £n. ·ines 8918, 8919 a~d
8920 ICre noted. One of the uncx:?ected items to be seen was a small
0-4-0 diesel-mechanical Uhitcomb J.!)cor:J.otive which was built for :::ervice
) in
Arabia, but never delivered. Th:s unit is equipped with bu:Lfcrs and
screl coupling at one end, starldard A~.erican couplors at the ether end.
It is painted black and still retains .h.~llbic lettel inc. The cab i~ .
equipped with an air-conditioninG unit. It. is uSJd e.s q plq,.t. sw:.t. :i . .::r.
. )


ocomotive description this
month has as its subject, the largest
locomotives, in point of length and
weight, ever to have been constructed
operated in Canada.
by Omer S.A. Lavallee
Vie speak J of course, of the T class
2-10-4 type locomotives of the Canadian
Pacific R.ailway, which originated in the year 1929 when the first unit,
No.5900, was outshopped by the 1,lontreal Locomotive Company. Thirty
seven engines of this wheel arrangement were subsequently built for the
Company, and they were the only engines of their wheel arrangement to
be used in this country. There were twenty engines of class Tla,
ten of class TIb and six of class TIc. There was one engine of cl[lss
T4a. The latter, the experimental high-pressure locomotive 8000, li11
be treated at a later date in a separate article, and we will therefore
confine our comments to the thirty-six Tls, which are now disappearine;
from the scene. In the United States, the 2-10-4 is called the oIlexas,i t
ype; the C.P.R., however, adopted the more appropriate title ilSelkirkli
to designate this wheel arrangement as used in Canada.
most difficult operating problem on the Canadian Pacific itail­way
is the movement of both freight and passenger traffic over the
Mountain and Laggan Subdivisions in British Columbia and Alberta. The
section in question extends from Revelstoke to Calgary, over the two pr
inciple summits on the CPR main line –at the Connaught Tunnel at
Glacier, 3,778 feet a.s.l., and at Kicking Horse Pass, Stephen BC,
5,332 feet in altitude. This line is characterized by heavy grades, the
worst being 22i· miles of uniform 2.2% compensated grade, combined
with curves as sharp as 12 degrees.
Operation over thiS, and over adjacent sections of the line, has
always demanded special attention. In 1909, an 0-6-6-0 articulated
engine was designed for pusher service on this section and it was
followed by five similar units in 1911. ilebuilt into ~-10-01 s in 1916-17,
they were followed by thirty five larger 2-10-0IS, and finally by fi
fteen 2-10-2s of the 5800 class. All of these engines utilized
lmi pressures by later standards, however. In the Idrte Twenties; CPR
put several new types of engines on the drawing boards, among them
the 4-6-4 and 4-8-4 types. An even larger engine than the 2-10-2 was
indicated for freight service in the Rocky Nountains, and the outcome was
the designing of a new 2-10-4 type locomotive which would carry
275 pounds steam pressure. These new engines developed a tractive effort,
without booster, of nearly 78 000 pounds, and were, by all odds, the
most powerful engines on the Canadian Pacific Railway. To the writers
knowledge, they were second only in point of tractive effort to the
slower and smaller-drivered 4100 class 2-10-25, which the Canadian
National received in 1924, which had a nominal rating of 80%.
Nos.5900 and 5901 came out in July 1929. Nos. 5902-5913 were rec­ei
ved in August, and the last six, nos, 5914-5919 were acquired in
September 1929. These tVlenty engines constituted the Tla class. In
point of size and weight
they have never been equalled in Canada, as
they tipped the scales, oaded, at 452,000 pounds. Total weight of engi
ne and tender was just 375 tons.
The Tlb cl
ass appeared in 1938. Bearing numbers 5920-5929, seven
were deli[ered in November 19313, while the additional thrc2 C3.m.~ in December
of that year.
The Tibs presented a different appearance from the first twenty
engines as thGY carried the semi-streamlined sheathin~ Hhich has become
so characteristic of the later C.P.R. steam locomotives. Boiler
pressure was raised to 285 pounds, but in spite of these modifications, a
reduction of some ten tons in total loaded ilei[~ht of engine and
tender las accomplished.
These units weigh 365~ tons. In other respects, they were prac­ti
cally identical to their predecessors. The Tib class is that illus­
trated by the diagram accompanying this drmling.
Last to be received were the six uni-~s of class TIc, the last
steam locomotives built new for a Canadian railvlay, which were QutShOpPC0.
early in 1949 by the Hontrea1 Locomotive Co. Practically identic~l
to the Tlb I 5, they weighed a trifle more.
From the time of their introduction, the 3elkirks ,ere undisputGd
masters of the mountain section of the C.P.R. main line. Versatile,
they adapted equally vIGIl to passenger or freight. lhen necessary,
their five pair;:; of 63 drivers could propel them at a pretty fair
speed. It was not an uncommon sight to see a long freight train
being piloted up the Spiral tunnels by three locomotives, often two 2
-10-45 and a 2-10-2. The advent of dieselization ended the career
of these magnificent engines; those that remain are used in freicht
service eastward out of Calgary.
time of writine, we regret to report that the year 1956 has
seen t~1e scrapping of all units of tho Tia class, at Calgary. The
official scrappine dates are as follows:
5900 -I~rch 9 5910 -Aug. 22
-lebo 16 5911 -Oct. 17
5902 -Aug. 22 5912 -Aplo 20 5903 –
Har. 9 5913 -Aplo 21+
5904 –
Sept. 13
5914 -July 24 5905 –
Oct. 11 5915 -Hay 23
5906 –
April 6 59
16 –
Cept. 28
5907 -July 24 5917 -Aplo
5908 -Nov. (in process) 591S -l~y 22
5909 –
June 12
5919 –
June 21
In conclusion, we give a fev comparative specifications among the
three classes of 2-10-4 type:
Serial Nos.
Total engine HeiGht
Boiler Pressure
Capacity l:lithout booster
,/ with ,1
275;/ In.

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