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Canadian Rail 079 1957

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Canadian Rail 079 1957

, )
CANADIAN RAIIJ?OAD msroruCAl ASSOCIAnON
Nlc.IS REPORT NO. 79
INCOR.POlUll:D.
JUNE 1957
MONTREAL, CANADA
NOTICE OF MEETING:
The June meeting will be
held in Room 202, Transportation Building, 159
Craig Street West, on Vl£dncsday, June 1
2th, 1957,
at $:15 PM. Entertainment will be provided by
Mr. ;tobert R. Clark, ,ho will give an illustrated
talk on tramway lines in .3cotland.
L As usual, guests will be welcome.
Association News
Trip Plans for the summer of 1957 have
been released by Mr. William Pharoah,
Acting Chairman, Trip Committee.
SATURDAY, JUNE 22ND -Trip over lines of the ~jontrcal Transp0 ., .. l­
ion Commission, over which rail service will be discontinued Oil
that day. This will include Notre Dame Street East and West,
as well as the Centre route to Pointe St. Charles. Equipment to
be used and route to be followed will be decided shortly, but I
was not available at printing time. Members in Montreal who
are interested may be kept informed by calling I;Ir. Pharoah,
or other members of the Executive.
SUNDAY, OCTOBER 6TH, -The Annual Fall Fol ~e Excursion, hich
will be held this year from Montreal to Labelle, over lines of
the Canadian Pacific Railway. The Trip Committee has requested
the railway to supply a train conSisting of a Hla class Hudson
Type l
ocomotive of the 2800 series, a steel combination car,
three air-conditioned steel coaches, and a parlour-observation
car. Route followed will be from iiindsor Station, via lo1ontreal
lest, Pa
rk Avenue, Ste. Therese, St. Jerome J Ste. Agathe, to
Labelle. Keep the date open
. Further details will be
released in the next issue, including the fare.
If
there is sufficient response from out-of-tovm, the customary
MTC trolley trip will be held on Saturday, October 5th.
At the May meeting, Mr. S.S. Worthen
GrQnby Museum Project was appointed Chairman of the Granby
Museum Project Committee. Mr.i·Jc:.:.;,,,!l
has since selectt:ld t.he mcmh,,s 01 •• .~
Committee who include Messrs. Douglas Brown, the Preside!1I.-,,! … :,
Clegg, Robert R. Clark, O.S.A. Lavallee, Dr.R.V.V.NichollG, ,
Leonard A. Seton, our Honourary Legal Counsel.
Initial meeting of the Committee with Mayor P.Horace Boi~in
of the City of Granby was held on Saturday, May 25th, and the SlX­
acre site was examined for the first time, by the official group.
Details as to buildings, siding from the railway and fenCing, were
discussed with the r~l&yor, and it is anticipated that :f.1r. Worthen
will have a short report for the meeting on June 12th, prior to
the entertainment.
)
C.R.H.A.
News Report::: June~1,-,9,,5,-,7,-______ -=P.£ag,.e,–,5,9
Forster Kemp recalls
•••••••
A NEHFOUNDLAND TllADITION –THE WATER STOP
and.. AN EllBARASSING INCIDENT I
THE ADVE1!T OF rHE DIESEL-ELECTRIC LOCO~IOTIVE to Newfoundland I s
42-inch gauge railway has eliminated several picturesque practices
that were adjuncts to steam locomotive operation. Chief among
these was the water stop.
The
re were very few ~ter tanks, in the usual meaning of the
word, on Newfoundlands railways. Instead, water was fed, usually
by gravity, from a pond or reservoir ,!hich TaS usually at some
distance from the tracks. In most cases, pipes were used to convey
the water, but there were several locations where water vias fed
through a lOoden flume, supported on trestleworkand leading from a
nearby hillside to the track. The water spout was attach~d to the
end of the flume and this arrangement was sometimes referred to as
a lfwater shute
rl
• In fact, one of these appeared in the public
timetables for some time. It was listed simply as tWater Shute
and was located near-Riverhead on –
the Carbonear Branch.
I
,
) ) )
On the main line, the
through passGnger trains -[ere often doubleheaded.
The locomotive tenders held slightly more than 4000 gallons of
water and it was necessary to refill the tenders at intervals of _
about 45 miles. Water facilities were located to supply this need, but,
since they had also to serve freight trains, they were some­
times closer together than necessary for passenger service. The
usual practice was to fill both tanks at each stop, each tender
taking about eieht minutes to fill, and the train then moved ahead
so that the second engine might take water also.
On a visit to Newfoundland early last summer, a party of assoc­
iation members found that these water stops were also good photo
stops, espeCially in the morning, going north-lard from Port-aux­
Basques. Taking up a position near the front of the train as it
approached a water spout, they -lOuld step down as soon as it
stopped and move quickly to the front, where Newfoundlands uneven
terrain usually provided a convenient rise from which pictures might
be taken. As the train move_d up for the second engine to take
water, they would return to the car from which they had descended
and get aboard. This was done at almost every viater station during
I
)
C.R.B.A.
News Report -June 1957
Page 60
the first day, although,
as the Sun moved
around to the rear of the
train, it was no l
onger of much value to go up to the front.
At Humbermouth,
the first division point east of Port-aux­
Basques,
and about three miles east of Corner Brook, one
of the
engines was changed. The train was running late, so that everyone
moved up to the dining car as it passed through the scenic Humber
Canyon and along the shore of Deer Lake.
Shortly after dinner, the train stopped at an interesting
water shute about one-and-a-half miles west of Deer Lake station.
Five members of the party, who were
congregated on the rear plat­
form, stepped down to watch proceedings. Thece lere banks of fresh
gravel at the ends of the ties, just beneath
the car steps. When
the train started
to mcve, it was naturally
thought
that it was
just moving up for the second engine to take water. However,
the
spped increased
too rapidly
for this, and four members of the party
scrambled onto the car steps, hampered somewhat by the soft gravel.
One unfortunate
person was left, running along behind, as the
clatter of wheels died away and
the train disappeared
around a
curve, leaving a trestle-like
flume and the Sign YARD LIMIT ! ONIl
MILE •
The members
of the party who successfully re-boarded
the train
were in a quandary
as to what to do. However,
they informed the
sleeping car porter, who in turn told the train conductor
; the train
was held at Deer Lake station; a taxi was taken back along the road
which runs parallel to the railway and the tie-stepping member was r
etrieved frem his status as an unofficia
l second section of Train
No.2. As might be expected
, much more care was taken at water
stops thereaf~
er by all concernedl
. .
~. i~,
The reeson for only one engine
t
l· , I!I
~
taking water was that Deer Lake
I ,
. N -, /
water shute is only about 28 miles j f-
x:~, ~-~—-~:~
from Humbermouth. One
engine took
;r.——-~~,…..—
water at Corner Brook, the other was
j J~ Pi..<:; I
put on at Humbermouth.
The former II /
ilY1+;;jy;
(second engine)
watered at Deer Lake II _> II: il ,7/ i
while the other went on to Kittys .
~h c ,! I i / 1/
Brook, about thirty miles farther
~~–::-0 ~.-,.–I ,i /,-
on, where both engines
filled before
=–=: -.::~:–=_ I,.
beginning
the climb to Gaff Topsail. :::= -==–~..::.~ == I
It was strictly a case of being caught by an exception to the
usual rule.
Who was the involuntary track-walk
er? Well, as a
matter of fact, it was the writer of this article!
(EDITORS
NOTE)–
By dint of diligent search
t
we have uncovered
an app
ropriate
stanza from the old Ncwfoundlano traditional
folk­song,
the Squid-Jig
ging Ground
lt
• (With apologies to all squid)

One of the byes is old Forster
Kemp,
He has three cameras to get all his shots,
One engine took water,
When two of them oughter,
Left be-hind was he at Deer Lake water stop. If
I
,

,
)
C.R.H.A. News Report -June 1957
~10NTREAL TRANSPORTATION CO~fiUSSION 1550 CLASS CARS
and
Page 61
smlE NOTt:S ON TWO-CAR TRAIN OPERATION IN MONTREAL
by R.M. Binns
WITH THE EXCEPTION of No.1571 which was withdra>m from service
in July 1955, this entire group of fifty cars (1550-1599) «as
retired during 1956.
Twenty-five identical cars (1$00-Ul24) have also disappeared,
the last fourteen of these having been taken out of service for
scrapping on April 27th, 1957.
The 1550 class cars had a particular significance in the Mon­
treal transit picture inasmuch as they were the leading cars of most
of the tvO car train service operated here. An equal number of
matching trailer cars (1625.-1674) ,ith two motors on the front truck
were coupled on during rush hours and other busy times. For some
thirty five years, these two-car units were alm~st an integral part
of the lives of many thousands of daily travellers on the St.Lawrence
Blvd. and St. Denis street lines.
Unlike many large North American cities, Montreal never oper­
ated trailers extensively. Aside from the use of former horse cars
as trailers bet;een 1$93 and 1$95, ~lontreal Street Ha11way did not
Ooffi or operate any passenger trailer cars. Apps.rently j.t Ile.s felt
that steep grades and severe winter conditions preclud~d ~hcir use
here. However, in 1913, the tehn Montreal Tram 25 two-car sets consisting of a motor car (1525-1549) and dead
trailer (1600-1624) from the J.G. Brill Company, Philadelphia, for
use on St. Catherine Street. On February 1st, 1914, this equipment
was put into service on St. Catherine, operating as two-car units on a
four-minute headway throughout the day, alternating with a fou!­
minute headway of single cars. This peculiar arrangemEnt las hailed
by the technical press EJ.?i a progressive and sucr.ez:-;:~.l advance in
operating methods. The success of these trains Ja3 ilt,ti·.~ho..lted to
two somewhat novel features: first, the entrar.r;(-; ·,l),)rs of the motor
and trailer were adjacent, lhich contributed t::-;i.,·1::-: :,~.rid and mafic
equal loading of each car, and second, the clor;ll~g of the m:.nually
oper.lted doors on both cars gave an instantan(ol~ ::.::.gr:2.l t~; the
motorman by means of a small lamp. This was a c!io:::incc a0yanCe over
the slow method of passing cord, or buzzer sigm:ls, frC:JI .;:-~l(, conduc­
Bors, which was generally used in trailer operaLion eisEwtere.
In spite of the alleged success of all-day train operation on
St. Catherine Street, it was abandoned in the summer of 19~8. Be­
cause of the great activity in munition plants at that stage of
World lar I, the trains were diverted to sarve factories in the
Lachine area, combined with rush-hour trips on St. Catherine Street.
Subsequently they were usad almost exclusively for rush-hour service
on St. Catherine and Ontario Streets. In the mid-30
T
s, both the
motor cars and trailers were equipped as one-man cars. At this
writing, they are still in service as such.
In 1917, however, the Company was sufficiently impressed and
–<
..
:oJ
1913
1314
1915
In6
191?
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1)19
Ina
1921
,1922
1923
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1926
192~
19~O
19;;9
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1!.:31
1932
1933
1931
1~!35
1. )36
1J37
l?:m
1939
1 ~)40
1 ~41
1942
191:S
1941
1 t.15
1~46
1917
1)48
1)19
1950
1%1
1952
1953
1951
1955
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)
C.R.H.A.
News Report -June 1957 Page
62
and influenced, no doubt, by the scarcity of labour and rising
wages during the latter part of the first World War, to order from
Brill in January 1917, fifty additional two-car trains.
M:. Ke~th MacLeod, ~I.T.C. Engineer of Equipment, riting in the
Elect:~c Ra~lway Journal says: 1f The operation of trailers on the
falrly level east.and ~est lines.of Montreal Tramways Company,
has proved so satlsfac~ory that It has been decided to place
fifty new two-c~r trains on the north and south lines. As these
The electrio, pneumatic and air-brake equipment was developed
by the Westinghouse Company. Collaboration of MTC engineers
with the Westinghouse Company was necessary on some modifications
required for MTC service. Each car of the train being identic­
ally equipped, waa a complete operating unit, except that the
trailer had only two motora. located in the front truck.
Each car waa equipped with a modern drum controller mounted under
the body. The remote control of this main controller was accom­
plished by a master controller in the front vesti.ule. An ope~
ating head consisted of two magnet.)valve-actuated air engines,
one for accelerating and one for reversing. This head vas dir­
ectly coupled to the drum Shaft main controller. Current for all
control and auxiliary circuits was supplied by a storage battery
charged from the ground side of the air compressor.
A 12-volt-12 conductor jumper cable completed all control and
auxiliary circuits between cars and air-brake lines were auto­
matically coupled by the coupler heads. All doors, except the
front end of the motor car, were interlocked r1th the main con­
trol circuit. Train or single car could not be started with any
door open, although a door cut-out switch was provided for the
motorman. The trailer rear treadle exit was interlocked with
the air .rake. Release of brake when this door was open~ caused
an emergency .rake application on oth cars.
ACCELERATION BY NOTCHES: Initial movement of master controller
handle energized the magnet valves of the accelerating engine
causing it to move. As the handle was advanced notch by notch,
the main controller followed it until full power was reached.
AUTOMATIC ACCELERATION: This was obtained by movine master
controller quickly to full power position. The accelerating
engine then moved to full power position at a predetermined rnte.
To prevent excessive current surges, this cycle was subject to
a limit relay.
REVERSING~ Moving master controller reveree handle energized the
magnet valves on the reverse engine. which then reversed main
controller.
r
lines are quite hilly, the maximum grade being 13%, it was nee.
essary to increase the motive power, and a two-car, six motor
multiplG unit train was decided on as the most efficient and
flexible arrangement. II
)
C.R.H.A.
News Report
-June 1957
Page 63
CANADIAN RAILROAD HISTORICAL
ASSOCIATION
News Report No. 79
June 1957
Editorial
Addres8~
Box 22, Station B.
Montreal 2. Canada~
Editor! Omer S.A. Lavallee
Deputy Editor: Douglas Brown
A
sst. Editor·1 Forster A.Kemp
Committee: Anthony Clegg
K.F. Chivera
Research Historian:
cars
These we
re the
and 1625
class
1550 class motor
trailers
.
Contrary
to popular opinion,
the use of trailers
was not intended
as a means of increasing
passenger
capacity, but was primarily a matter
of economy.
It was fairly obvious
that on n close headway
service, there
las no reason why one motorman
should
not control two cars simultaneous
ly,
thereby
reducing the average crew pCI
car from two to one-and·-one-half men.
Robert It. Brown
as possible in a given
25% less time than two Another
advantage
was the prov~
fact that at busy intersections Ihm ,
it was necessary to pass as many cars
t~mei two coupled cars could pass in about
s~ng e cars.
4
gainst these advantages
there was the disadvantage
that the
overall schedule speed on the typical city route was lower with care
coupled
in pairs than with single cars. Aside from the slower accel­
eration, the greater number
of passengers
in two-car units meant
that more stops per mile were made by each car of the pair than if
they vlere running
singly. This fact was well understood
by C .O.Birney
and was the underlying principle of the Birney car, namely, that if
a given passenger
traffic
were split into small groups, each unit
would average fewer stops per mile and, consequent
ly, a faster sched­
ule would be maintained. In any case, the coming
of the one-man car
displaced trailers as a measure
of economy and
their use declined
sharply thereafter
in most cities.
But
to get back to 1917 and the 1550s.
These trains arrived
in December
1917, and v{ere
placed in service at St.Denis Division
where
they were destined
to spend almost their entire life on St.Lawrence
and St.Denis routes,
with some service on Park Ave. lines and on the
Cartierville line during busy suauner weekends.
·lhen received
, these
cars were without doubt the most advanced example
of strt3ct railway
equipment to be found anywhere
. The distinctive feature … as the
remote multiple-unit cont,rol system, providing
a combination of manual
and automatic acceleration
. It is not our purpose
to explore lully
the technical aspects
of these cars. Let us simply endorse the edi~­
orial comment
appearing
in Electric Railway
Journal of I4arch 2,
1910:
II
At first glance there may seem to be a lot 0.£ lIfrills 11 in t_
control system which has been provided
for the new six-m.-·r,()J. J
two-car trains of the J.1ontreal Tramways
•• …. If, howev! ,1,
this or any other arrangement serves to give the motorman
~,:;:l;
perfect
control of his car; a slight complication
of wiring
should not be permitted
to stand in the way of its adoption
. The
multi~le-unit
control system is a wonderful success in
heavy tral.n servicesj it will work just as well with light,
short trains,
if the equipment
is properly installed
and
maintained •••••••••••

These
cars were the first in Canada to be built with pneumat­
ically operated doors, although M.T.
Co. had already equipped several
(continued on p~ge 66)
i
)
CNRAC&HBGWWDCPRNARPGEDARC&GT
R H
& NOTES AND NEWS
&
C ————–__
B
S by
Forster
Kemp
N
&
J
L&PSQNS&LMCR&PGRRRSA8oJ
QCRONR
Several
changes 1ere made in t.ime­
tables of Canadian
railways
on
April 23th in addition
to those
mentioned
in the May News Report.
Dieselization has affected
passen­
ger service on the Newfoundl
and
District
of the Canadian
National
Railways
to the extent that trains
15 and 16, which formerly
ran tri-weekly between St.Johns
and
Corner Broo
k, are no longer required
. Trains 1 and 2
still require
27 hours and 15
minutes
for the 547-mile journey, despite the elim­
ination of the liater stops. The elimination
results in a layover
of the through St.Johns-Bonavista
sleeping car of 10 hours, 10 min­
utes 10stbound,
and 11 hours, 35 minutes
eastbound, at Clarenville
effective June 6th.
Other C.N.R. changes
result in a reduction
in time of 20 minutes
for trains 5 and 14, and of 25 minutes
for train 19 between t-1ontr
ea1 and Toronto
and of 30 minutes for train 5 between Toronto
and Chicago.
Pembroke
-Brent mixed trains 209 and 210
now run
twice weekly instead of weekly as heretofore
. Trains 102 and 103
have been re-established
between Capreol and W
innipeg. They run
ahead of trains 3 and 4 (the itContinental ,I) except Monday,
to
handle mail and express. Trains 57 and 58 have been cancelled
between Terrdce and r:roi!tce ilU}.lE:l~ou, T!-!ere are now two trips tetT,13en
Kitimat
and Terrace in each direction
, the trains are numbered 57,
58, 89 and 90. They
offer connections between I-:itim.:lt and. trains
l1ast and west, with busses between Terrace
and Prince Ruper~, and
with Canadian
Pacific
Air Lines services
bet1:Jeen Terrace
and
Vancouver
. This latter connection
seems to be the eoverning
factor 1
On the Northern
Alberta Railways
, schedules
on the 304-mile
Water­ways
branch have been considerably
improved
. Trains numbered 7 and
8 run twice weekly in each direction
. making the run in one day. They l
eave either terminal
at 7:45 AM amd arrive at 9:50 PM (21:50K)
The service was formerly operated by mixed trains which ran tri-wgekly
between
Edmonton
and Lac la Biche
, and weekly from Lac la Biche to
Waterways,
/ith sleeping
cars on days when trains ran to Waterways.
Elapsed
time was formerly
20 hours and 20 minutes
north, and 18 hours
55 minutes
southbound
. It is now 14 hours, 5 minutes
in each directior.
On the Canadian
Pacific Railway,
schedules
of trains 537 and 538
between
Ottawa and Maniwaki wcre changed to permit operation
of
these Sunday trains with the same equipment
as ,leekdays and
Satur­
day, trains 534, 535
and 539. These trains are being operated
with gas-electric car 9005 and trailer 9002, effective May 20th.
Trains 612 and 613,
which operate over the scenic Kingston Subdivis­
ion between
Kingston
and Renfrew, Ont., will operate bct :een Sharbot
Lake and
Renfrew
only, effective June 15th. These trains arc int­e
resting
to railway
enthusiasts
because they are ,hauled by D4g cl: ::;s
4-6-0 type locomotives and have RPO mail service,
now becoming
r
on mixed trains.
.sched
ules of Day1iner trains 707, 706
and 702 between Torf)t~) :md
Owen Sound was
accelerated to 3 hours and 5 minutes in each .i: c;­
tion. (from 3 hours, 20 minutes
and 3 hours, 15 minutes resp-… vo~vely)
-..
tva xed t:nins on the main line between Fort vlilliam and Brandon
have bC(.n discontinued
. These were trains 201-2Q2 Fort Alilliam­
Ignce; 2C~-?Oh Iglln~e-Kenora; 205-206 KenDra-Winnipeg and 221_2Z2 …. lJinlJ .i.P~J7,-Brilr.don ~ All ran tri-1tleekly. The former tri-VlOekly
s(;;rv~Ge becween Lac du Bar.net and (}roat Falls, 1-1an., has gi €;! way
to a ~.~ck.ly 501..,icc. Another
DA…LINER service ho.s been re:r.:v _.1;
trc:in:::; :li and llS bp-twer;m iinn ~.pee .:md fli verton have becl) ……… )11-
tinued. This line no
,,, hR:i a tri-wcekly mixed service (r.ir;~l. ; .J/-
238) cHld .:l. dllily gaA.::.enger service dUling the sununer manU .
….. (f·J.·~,ins
111-::l2) J a:..sc a Vc.y:-,urday and SUr:!day p1lssenger train during J:.!.Ly
and .i.;.;gt:.st (~~r8.inJ 113 a:1d ] 14) 4 01 the Saskatchciian
Distli ct,
trains 3J.9 en.(l. 320 be1,;We0n Il1om:;e Jaw .:lnd Shaunavon were reduced
from except ,:il.:nJ..1.Y tC tri·-weekly service. Tr.:lins 1+90 and 491
betweer: A3S~ … n.:;l;oi::t m.td. ICi:lde€!r were reduced from weekly to on~e­
a-mo.ntt S,}:·~-:l.co. No 490 operates the Wednesday in the third-week
O1eiJ.ch m:);-:t.h and Nc .4H returns the following
day. The portion
of line a!fcctcJ 0xten{ls from Benches and Killdeer, 24.6 miles, known as tho
C;:;j.ony SuOdJ.vision. In B!itish Columbia, mixed
trains 707··08 b,~t!0e!1 Sicamous and Kelowna have been changed to
an overnight sC:·.I0~Jle and ~rc ops:;rated to and from Revelstoke in
an eff(,r:: to cOr.J.i)~ nc f:reight
and mixed trClin services and eliminate
engir.,:,!lC113C flc:l.,;.tizs at Sicumous. Pas.sengers
are handled to and
from main li.ne j:l:d n coltnections at Salmvn Arm in chartered
Grey­
hound btL33E.G, wnid: J1l1kc a f<.·.~c, r, if less comfortab
le means of .
tranr.pc;t,e.tion fu1 pf.3;c:ng81~~ tc O~·2!iag:j.rl Velley points.
The l
ast line of the British COll:,!1oLa Electric Raih·my on which pass­
enger serv: ce is OpE.!,1 ~F!c.~.. frorI r!-Yro1e
to Steveston
, BC, …. lill lose
that dis~ii:l)t.ion L;~ ,Jo!ly 17th-.l wh:a t,IH? 1.3.st passenger
trains will mak~
their rW:3. Th~s fill cJ.ot=:e 0l!t 1.ho era of the electric car in west­
ern Can£,u.1. and l:lclkfi till] e11 of rnillay passenger
service
by one of •. C
anada t s rr.ost cxtcfifive elc
ctric ra:ilway
sy:=:tems. The c
ompanion
. r
oute (Mli-?0l.p.-~I()v ~1e~t.minst,er)
TaS discontinued
last November l
eth.
El
ectric in::le:ltt opera!.:.ion is expected
to continue
for some time,
althoug:!1 dir:s~l … Qlc·ctY:i.c locomotiv
es are being Etcquired to replace
older eJ_cctri c unj ts. Freieht tonnage
is steadily increasing v;ith
the gro..ri:.h of Vnnc0uvers industrial areaJ served by the BCER.
A report has been regeivcd
that the Governme
nt of British
Columb~a
has JOU!0 a gt of t:l:! ste.tn·I!·~t~1 si.:.f.!arrer SS Moyie which was retired
by the
Can.!2!d:i..:H~
Ia,c:!ic Raily;[.y from its British Columbia Lake &. River
Scrvi::e en ;):i1 27U, , 1957.
August 19th to August 24th is to be desi[lnated as Railway
Week by
the Ci~:,r of M0:1ct0n, NB. to commemmorate
the arrival of the first
train i:l that !4:1.litil!le railway centre on August 20, 1$57. Special
editions will be published by the citys two newspapers, the Moncton
TI~ffiS and thc TRANSCRIPT to mark the occasion
. It is interesting
to
note that the citys first raillliay station building is still standing
but has been condemned
and willshortly
be demolisijed. Tije railway
concerned in the centenary
was the European & North American
Railway,
which eventually linked Bangor, Maine, with Shedia£, N.B.
Canadian National Railways rec~ntly inaUgUrated HAILINER service
between Duluth, Minn. and Fort Frances, Ont., on the Duluth, Winnipeg
&. P,!cific Railway. (Trains 19 and 20). Although
this service is 1
(continued
on page 6$)
.
.,

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SliME
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CARS
/.IN,ess
OniERWISE
INDICAT
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BY
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1624
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1675
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BUILT
IN
1924
BY
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co.
MONTREAL.
GENERAL
CONSTRUCTION:

Sr£E/
Vnt7£rNamE,
Chiume/-lnJ/1
,side
si/Is,
Composire
$/6£/
and
wood
body
.
Arck
I?7lJr.
weiGHT:

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.

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1550:
45.3(JO
IDs.;
C/.;ss
1625:
39.000/0$.,
Svo-c/.
1900:
46.7001&.
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:.39.90016s.
EQUIPMf;NT:
…….
……….
BRAKES:
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CONTROL:

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volt
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.
MOTORS:

WEshn9lJous£
533-
7-4-
·
50
HP
GEJrr4Ito.-
61-/6
TRliCKS
:-
C/IS!iO:
Brill
76
F2;
CI.
1625:
Brlt/
76£,
.5ucl/8IJO~
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CC:F
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C.R
.

. A.
MAV
1957.

)
C.R.H.A.
News Report -June 1957 Page
66
of its 1325 clnss cars with air doors by the end of 1917.
The characteristics of the St.Lawrcnce and St.Denis
routes were
well suited to two-car train operation
. The cars on these routes
loaded fully in the downtown
area ald most passengers
rode fairly
long distances
northward
. Inbound
passengers quickly alighted by all
doors at two or three downtown
points. There :las
not the continuous
ltturn-over
ll
of passengers
as on St. Catherine
. North-south blocks
are long, resulting in fewer stops per mile, and the two-car traiTI::;
performed
a schedule speed equal to that of single units. The success
of the 1550-1625 trains is attested
to by the purchase of 25 ident­i
cal trains from Canadi
an Car & Foundry
Co. in 1924 (1800-1824) :,
(1675-1699). Plans were prepared from the Brill plans of the 15:;()–
1625 group and to further assist the builders
, one train was st.i; :.on­
ed at St .Henry car ba
rn for convenient examination during const;.~uction.
The 1800s
were delivered in December 1924
and January 1925 and
were also used on St.Lawrence and St.Denis lines. All the trailers
(1625-1699) could work
with either 1550 or 1800 class cars.
The
1550 cars suffered only one serious accident
. On October 31
st, 1921, two trains (1573 & 1628) and (1575
& 1663) met head on
in dense fog on the Millen Street right-of-way at 7: 30 AI-I. At the
time, this section was single track with passing Sidings. Obviously someone er
red and the result was a
typical cornfield meet. As
both trains were travelling at full povler, the leading cars were
virtually demolished. There were no fatalities but some serious
injuries
. Nos. 1573 and 1575 Vlere placed in storage and later rebuilt.
They returned
to service
in November
1922.
Only alteration
made to the 1550 and 1800 class trains was the
installation of an automatic
treadle exit at the rear of the trailers in
192$. Originally, this door was an emergency
exit only. The
front exit on the leading cars was ~videned
in 1929.
To round out the r40ntreal
trailer picture, brief reference must
be made to the 2650-2850 ei
ght-motor trains bought in 1930. These lere
25 C.C.F. units of modern light-weight deSign, equipped
wit.l) fully
automatic control. The operating procedure
was intended to be
I
directly
opposite
to the usual trailer practice
. The second car was
,:,1 to operate
singly as a one-man car during off-peak hours and th~,
leading
two-man car attached
for rush hours, the two working togetiu
)r
as a train with the one-man
operator
functioning
as a conduc
tor on
the second car. No line was ever equipped in this manner. The cars
were operated
as two-car trains on various lines during rush hours,
and for u time on the Lachine line during summer weekends
. Barely
four years later, in 1934 and 1935,
the couplers were removed and
each unit was operated
separately in reeular service. At this writing,
all are still in service. In 1953, the 2850 group was renumbered
as the 1850 class.
Reference to the chart, included with this article, shows
that
during the past twenty years, two-car train service
in ~bntreal
was
furnished
solely by 1550 and 1800 class leading cars, and 50 trailers
(1625-1674).
A few years ago,
several were transferred
to S .. P,n,1.
Division and work
ed on Lachine
and vlellington lines.. ~hen bus
service was inaugurated
on St.Lawrence Blvd. in 1952, some trains
were sent to Hochelaga
Division
for all-day servifc on tllG Or.:t:lrio
)
. )
C.R.H.A.
News Report -June 1957
P~ge 67
line. With the substitution
of busses on St.Denis
Street in 1953,
the trains were divided
between
Jt. Paul and l.Jochelaga Divisions.
At the beginning
of 1954, the Commission started
conversion
of
the trailers to one-man cars. Two-car operation in Montreal
ceased
on November
5th, 1954. Last trains in sorvice were (1573
& 1648),
(1571 & 1663) and (1574 & 1666). Numbcr-conscious
readers will note
that, by co-incidcnce~
two of the above cars were involved in th~
famous collision of 1;121.
.
The 1
550 5 and 1800 I 5 continued to work as single tVlO-man cars
until, as montioned
in the beginning
, the last were retired on April
27th, 1957.
Thus we mark the passing of a f.roup of cars which performed
. 3t
of the two-car train service
in Montreal. While this type of or 1.~
at ion never exceeded
eight percent of total car mileage in any y..
it had many interest
ing aspects qnd was definitely part of the )1-
ourful history of ale ctric streetcar services
in ?4ontreal.
-~::————-
I!
I
MTC TRACK MAP. With this issue we enclose a track map
of rail lines of the Montreal Transportation Commission,
as they appeared following the abandonment
of the St.
Catherine
and tributary lines in September
last. This
map was draln,
and information compiled by, Anthony
Clegg.
It should be noted that the lines southwest
of the inter­
section of lellington and Centre streets (to Woodland Loop)
were abandoned
in April, and the lines on Notre Dame street ..
between St.Henry
Place and George V
Loop, as well as the
lines in Centre, Colborne and on the remainder
of Wellington
will be abandoned on June 22nd of this year.
—000000—
j
March 12th, 1957, was the centc·­
i ary of the second worst railway acc:i.­
! dent in Cnnadian
history.
It was Oll.
i that date in Hl57, that a train,
~========================~
: consisting
of an engine, baggage r.nr, , .
and two passenger
cars plUIlfCd
THE RAILWAY
DISASTER
AT
THE DESJARDINS
CANAL
ONE HUNDRED YEARS AOO.
through
a wooden
bridge spanning
the Desjardins Canal just e;.!::.;t of
Hamilton, killing 59 passengers~
This fearful event oocurred or:. tho Gr
eat 1estern Railway and one of the victims,
ironically enough, wa::i
Samuel Zimmerman,
the contractor
who built the bridge.
The accident happened
at about 5:45 PM and is attributed
to the
derailment of the engine leading truck due to a broken axle~ The
wheels cut through the bridge timbers, plunging the train 40 feet
into the frozen canal. The Desjardins
accident
was eclipsed only
once, in June 1864, when a Grand
Trunk immigrant
train plunged throu~~
an open drawbridge
at Beloeil, Que_, killing
99 people.
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TRACK
DIAGRAM
MONTREAL TRANSPORTAnON
COMMISSION
SEPTE.
M8ER
1,56.
NOT
TO
S<:AL..E

(v_

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__
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)
C.R.H.A. News Report -June 1957 Page 68
hour and 5-10 minutes faster,it has resulted in longer connection~
for trains to and from Winnipeg, 50 that elapsed time, Winnipeg
to Duluth, is now 3 hours and ten minutes longer. Railiner ser·
vice has been restored to trains 601-602 Richmond-Sherbrooke, (~:..te.
and trains 647
i
648, 649 and 650 between Richmond and Lyster, Qte.
When additiona cars are delivered, they will supplant present
steam-hauled trains 11, 12, 111 and 112 beteen ~Iontreal and Sher­
brooke, and trains 5, 0, 7, e, 59 and 60 in the Regina-Saskatoon­
Prince Albert, service.
Canadian
National Railwayst new line between Cornwall and Cardinal,
Ont. was placed in revenue service ~~y 15th, when the first freight
train moved over the 40-mile, double-track relocation.
The Museum Train of the Canadian National Railways has begun an
extended tour of western Canada. It is expectelt that this trLJi.n
will remain in the Vlest for about three years. Engine 713, for
many years motive pm.,rer for Danville Junction-Lewiston mixed t ins
on the Grand Trunk Railway in Maine, ·has replaced engine 674 ~.3
the representative of the Mogul type. As No.713 is not presently
steamworthy! the train is being hauled by Class H-6-g, 4-6··0 ./pe
engine #140ti. It will spend the winter of 1957-58 at f .. reDri , .1C
after touring the prairie provinces this summer, and plans cl.
for participation in British Columbia t s centennial year ac;,:Lvit:i:es
which will take place in 1958.
This year will probably be the last year of operation for the Claren­
ville-Gambo railway ferry for automobiles, which bridges the last
gap in the Newfoundland section of the Trans-Canada Highway. The 1958
service will begin June 10th and will operate daily until
some time in October, at a date to be agreed upon between the New­
foundland Government and the Canadian National Railways.
TIMETABLE OF THE MONTH: Train times of the Thousand Is1artds Railway
to and from Gananoque are no longer ShOiffl in CNR timetables. There­
fore, for the benefit of those who would like to visit this little
line, here is the latest schedule:
Miles Station
0.0 Lv. Gananoque 12:35 AM 2:05 AK 12:15 PM 1:35 PM
0.8 King Street f f f f 2.8
Cheesboro f f f f
4.5
Ar. Gananoque Jct.12:50 AM 2:20 AM 12:30 PM 1: 50 PM
——————————————————————-
CNRys. Connection
Train Number
1:10 AM
#19
2:37 AM
IllS
12:45 P~l
#5 2
:03 Pl4
#14
——————————————————————-
0.0 Lv • . Gananoque Jct. 1:15 ~I 2:45 AM 12155 PM 2:10 1
1.7 Cheesboro f f f f
3.7 King
Street f f f f
4.5
Ar. Gananoque 1130 ~1 3:00 AM 1:10 P~I 2:25 dol
All Trains Daily. f-indicates flag stop.
Officials of Canadian National Railways are reported to have made
an inspection of the London &. Port Stanley Railway, early in I4ay,
)
C.R.H.A. News Report -June 1957 Page 69
with a view either to purchase or lease the railway from its present
own~rJ the City of London.
The Quebec North Shore & Labrador Railway, Quebects famous iron
ore railway, has purchased a number of sleeping cars from the
Canadian Pacific Railway. All are steelpsheathed wooden cars with
steel underframes. Most of them have twelve regular sections, one
drawing room and two large washrooms. In recent years they have
been operated as tourist cars and colonist cars, in which case
they were known as 13 section cars, the draving room becoming
Section A. It is not known Qt time of vriting what use will be
made of them. Those numbered in the 2400 series are 20-section
colonist cars with leather SC8.ts. Cars were renumbered Q.N.S.& L.
Ry. Nos. 1 to 12 inclusive. Following are former numbers and names:
Colonist 2403 20-section Sleeper LOCHABER
n
2407
n n
KALADAR

2408
n

KANAKA
Tourist 630$ 13-section
n
KANDAHAR
n
6314
n n
KE~ ICK
Colonist 2709 20-section
n
KIMBERLEY.
Canadian Pacific Railway is also rebuilding thirteen colonist sl.-c:e9-ing
cars (18 section) into baggage-smoking combination cars for use
on mixed trains. They will be similar to those rebuilt last year,
and will be numbered in the same series. N~~bers of cars being
re built are:
24?6, 2427, 2428, 2430, 2431, 2432, 2433, 2435, 2440, 2443, 2446, 2448,
2449.
LAST RUNS: Only a few members of the Association participated in l
ast runs on the last Saturday in April. That bet.een Montreal
and Huntingdon on the Canadian National was made by train No.80
which was hauled by engine 5559 and consisted of a mail-baggage
car and one coach. The train returned to rilontreal as an extra.
Connecting mixed train for St.Remi and Hemmingford was also dis­
continued on the same date. Last train was No.200, engine 1713.
Canadian Pacific terminated the Zorra-St .!4arys passenger service
in Ontario same date. Last trains were nos. 681 westbound and
682 eastbound. Both were hauled by engine 1086. Conductor and
trainman wore passenger uniforms for the occasion, which ~~s also
marked by an unusual number of tickets being sold at St.Marys.
Last run on Montreal Transportation Commissions Route 58 WELLING­
TON was made by car #1919, run #6, completed 3:28 AM, on Sunday,
April 28th.
une 23rd is the date for the next
MrC TRAM REPLACE~!ENTS stage in the conversion of Montre].
Transportation street car lines t.r ;-.to­
bus operation. On that date, bum,,,,;.:>
will replafe street cars on Routes 2 CENTRE
6
#35 NOTRE ~fuIE (:v~
St.Paul) #22 NOTRE DAME (George V) and #23 N TRE DAME (V~au). Iii
addition, cars of routes /112, DELORIMIER, 1144 PAPINEAU and 1/54
ROSEMONT will turn at Papineau Square instead of at Place dArmes.
Trackage at Place dArmes will be used only by the Observation Cars
until the end of the su~~er, and then will be abandoned. Contrary
to the note carried last month, cars of Route #91 LACHINE will v~e
)
C.R.H.A. News
l(eport -June 1957 Page 70
at Cote St. Paul Road, m.,.ing apparently to some opposition to the
construction of a loop off Notre Dame street by adjacent property­
owners.
The las~ stage in the 1957 programme changeover will take place
on November 2nd, when routes 1~31 ST. HENRI -NDG and #48 ST • ANTOINE
will be replaced by motor vehicles.
Plans for further conversions to take place in 195$ ,.,ere announ­
ced recently by the Coml1lission~ Th~(ee hundred and forty-five busses
will be required to convert the following lines, late in 1958:
Routes fl5 and ,¥5A ONTARIO; ,?29 OUTREHONT; ;980 and #82 BLEURY; #61
and #96 VAN HORNE; #$7 DAVIDSON and If9 RACHEL. Tho rcmaining Hnes,
including the suburban operations to Lachine, Carticrvillc and
~funtreal Nord are schedules to be changed over in 1959.
The status of the Citys most scenic route, #11 MOUIVrAIN, is
still in doubt. Plans have been drawn up for a roadway ~o folIo.;
the route of the private right-of-way, but it is not knom .then work
will begin. Meanwhile, the cars continue to operate each
afternoon in good weather. This is now the only place where unit.s
of the 1325 series may be seen in regular operation and shares dth
route If91 LACHINE the distinction of being the only route to operate
two-man cars in ree;ular operation.
000000-000000
tlr. 3.S. Worthen, who has occupied the
BOOK BINDING post of Librarian ex-officio for a
number of years, has requested us to
announce that, in conjunction with the
current programme of having certain of the publications in
the Association 1 s collection bound in cloth, the same pri vil­
ege >lill be extended to the members for their private
libraries. The books are bound in cloth, between hard
covers, dnd are suitably titled. Prices for 1 volume (1 year)
~f certain periodicals are given, as an example of cost:
TRAINS ~~GAZINE …••.••.••
RAILWAY I1AGAZINE ••••.•••••
TRAINS ILLUSTRATED ••••••••
.,)3.60
3.00
2.50
per volume

Additional details or prices for other publications can be
obtained on request from Mr. Worthen. Before sending
publications to be bound, members are requested to v~ite
him in care of the Associations Box 22, Station B;
Montreal 2, Canada. or phone him in Montreal, evenings,
at WEllington 435$.
AMElIDMENT TO TRIP COMMITTEE NOTICE ON COVER PAGE:
It VYlld now appear that the r.rrc Trip over Notre Dame and Centre
lire~, originally scheduled for Saturday, June 22nd, will now be
hr-:·.c 0,1 Sunday, June 23rd. For the first timo in the hlstor:i of
cP¥ …. y the Associations car //274 will be used for this trip. Under
these Circumstances, reservations in advance from the Trip Committee,
at ~1.50 per person, are imperative. No.274 seats only 22 persons.

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