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Canadian Rail 081 1957

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Canadian Rail 081 1957


CANADIAN RAIUWAD InSrOPJCAl ASSOCIAn~N
INCOR.FOlUlED.
l,l!:,S ftEPOltT No. 81
MONTREAL. CANADA
SEPTilMBEH 1957
The Jeptember meeting of the Assoc-
Notice of f.1eeting iation will be held in Room 203,
Transportation DUildtng, 159 Craig
Street West, on Wednesday, September
11th, 1957, at $:15 PM. Business will be transacted at this
meeting, follmfing which a programme of moving pictures will
he given by Mr. {illiam Pharoah. In this connection, Mr. Pha
roah would be interested in hearing from any members who
may have S rom coloured moving pictures which vlOuld be 3uit~.u::
for this meeting.
and As asual, proceedings will start promptly at 8:15
members are cordially invited to bring guests.
pJ. ,
Members and subscribers will by now have
Association News received the advance publicity on the
Annual Fall Foliage Excursion, which is
scheduled for Sunday, October 6th, this
year, A trip will be operated to Mont Tremblant and Labelle by
Canadian Pacific Railvlay, using a class Hla 4-6-4 type steam loco­
mot
ive of the 2$00 series, air conditioned coaches and, for the
first time on one of our trips, a parlour car with reserved seats.
Early reservations which have already been received indicate
that the parlour car facilities will be popular. This service is
being operated at an additiona~ charge of ~2.00
for the return
trip, above the coach fare of J5.00, Optional facilities avail­
able, at extra charge, at Mont Tremblant, include a ride on the
chair lift up Mont Tremblant from the chalet, at ~1.00 per person,
or a 20-mile motor launch trip on Lac Tremblant at ~2.00 per person.
To participate in either of these side trips, hovlever, necessitates
transportation from the station to the chalet, at $1.00 per round
t
rip, per person, by auto bus.
Applications should be made by mail addressed to the Trip
Committee, Box 22, Station B, Montreal 2, and remittance should
accompany reservations, preferably in the form of postal order 0
money order, payable at par in Canadian Funds at ~lontreal, The
application may
be made by letter, or application forms can be
obtained by writing to the Trip Committee.
I Joint Week End J
The Fall Foliage Excursion will form part of
the Annual Joint Weekend with the Upper Canada
Railway SOCiety, which was originated last
Fall at the Grand Trunk Railway Montreal-Toronto
Centenary at Kingston, The outing was so successful that the two g
roups decided to try to make a joint outing an annual iffair.
Scheduled for the Saturday, October 5th, of the Joint Weekend, is
a trolley tour by observat10n car around Montreal, and includ~ng
the scenic route up r.1oun~ Royal. Reservations for this trip will
be heavy –tickets are ~pl. 50 each, obtainable from the Trip
Committee. Remember, this is the day before the Foliage excursion
)
C.R.H.A.
News lleport – 1957 Page 83
—–
,0-,. .
. _._ (: 1 ___ ,_ THE PORTAGE RAILvlAY
.-, . —, f ( 1 I I . –______ _
, _-: /,~~:t)r. ~: ~ -1-& l); .:… .. f
l-
Some notes on the
I .1 / /;( -Portage Railway
Operated by the
I ~ f I 0 0 ~. J. (t Huntsville, Lake
l/r . . r –/ 1 ( of Days and Lake
4( ~…r;, I -, …… V) / -;. ~ . It y~-C{ Simcoe Raihvay
fi 1~J IJ In —U- f ! rt & Navigation eCl.
z;.~! ;1j ~~ ::) ?>ffiJ~~~;-I~~=-(~U ,. ———-
, ~Ii~ ~ ~.,~ ., -. ~ Informatl
~ !/III~: ~ ;10~:¥-,: iJl;: : ~ ROber/~~~cluskV.
~; ;/ ~~ i.~t~1i~ IP!
Plj, fiU (–;1:}l;;;;::,;-JUf .. ?-o , .. : CANADA still possesse
(/ -11 )I;;o.oo-V 1 -A r,- I~ a number of things of
1,1 0( I P~~,r 0 ~1.).1.:,…r II ~~1 . if! interest to the rail-
I ,LIII.-,III 1111 11..-; , I ~St :/(lfI! wayist, i.n spite of
.;.,..JIII 1/,/1 IW~ VIII I . t/ II the trend toward ,ode
~ jll nization and standard-
_______ -,-_-;-;_–,:-______ .!.cKJ5 . _.r ization which can be
-~~in Line Scene -seen on every hand~
Insignificant from1:iE point of view of track mileage, the other
features of a trip over the Portage Railway at, or rather near,
Huntsville, Ontario more than compensate for the duration of the
trip, zhort as it is. The Portage Railway is only slightly more
than a mile long; in that distance, its 36
11
gauge track conquers
a difference in elevation of 130 feet. It isnt really a portage
railwaylf any more, because there is no boat connection at the South
Portage any longer, but the train still meets the l:lotor launch at
the North Portage, twice a day, daily except Saturday, takes the
passengers over to the South Portage for a look at the Lake of Bn;s
upon which they can no longer naVigate, and then returns them to
North Portage and the launch trip back to Huntsville.
LOCOMOTIVES: The Portage Railway owns two locomotives, Nos •. j ;.,:·ll
7. Both are 42H gauge, 0-4-0 saddletankers built in the 192(, 0)
the Montreal Locomotive Company, and acquired from the Canadi~·~
Gypsum Company in Nova Scotia, to replace a diminutive pair o.
Porter 0-4-0 s ~lhich had been in service since the line ms opened
back in 190). No.7 is no longer used because it is much heavinr
than No.5 and has had many parts r~moved to keep the latter eneine
running.
ROLLING STOCK: Two open passenger cars two flat cars and one box­
car constitute the entire roster of roliing stock. The larger of
the two passenger cars (Rolling stock in not numbered on the H,LofB)
is a former double-truck, dOUble-end open trolley reported to have
come from Sea Girt, N.J. The smaller used to be a single truck,
double-end open trolley in Toronto. On both may be seen such traces
of their electric days as condUits, a dash headlight, hood switch
mounting boards, Signal cord fixtures and traces of assorted under­
pody mounting brackets. They rest upon sprung, arch bar trucks and
C.R.H.A. Page
84
are equipped
with hand brakes. Their co~our scheme consists
of
red seats and body posts, white ceilings
and blue below the seats
and above the eaves •••• very patriotic.
The 115mall car,1 d
oes not appear to have been used this year t
and possibly
it may have suffered from years of resting upon double
trucks rather than the one for which it was designed. rhe 1I1arge
car is in better physical condition
than its mate; t.here is no sag
or twist to the body in spite of its noticeable
flexibility
. Of tile
two boxcars built for the railway, one only remains. It is a tall, swaybacked
affair, painted bright red and is used to transport
crossties
, canoes or Whatever
oth(~r freight comes along. Two flat­
cars remain, one of which is isolated on a disconnected siding.
1110 two usable freight
cars re.st upon low, unsprung arch bar trucks,
whj Ie the unused one rejoices
in the possession of one such sprine;­
l
ess wonder and
one passenger car truck.
GENERAL: The train) consisting of ioIo. 5, the boxcar and the large
car makes four return trips per da
Y
6
Sunday through
Friday, from
South Portage. The motor launch, IR ):UUIS II, m:tke3 two return
trips from Huntsville to North Portage each day. The tr
ain, there-·
fore, must deadhead
from its IIhome terminal
, South Portage, to
North Portage, meet the boat and make a return trip to South Portage,
and then deadhead back. The steamer ALGONQUIN
used to make this
trip from Huntsville, through Fairy ~nd Peninsula
Lakes to the
railway, while on the Lake of Bays, at the southern
end of the rail­
way, another steamer, the IROQUOIS, provided
service. The IROQUOIS was
replaced by thc motor launch IltoQUOIS II, and when
it became
economical
ly impractica
l to operate the ALGONQUIN, the latter was
tied up and the IROQUOIS
II was trucked
from South Portage to North
Portage where it took over the steamers run, and leaving no service
on the Lake of Bays.
PHYSICAL
PROPERTIES: For a description
of the line, let us make the
1-1/8 ml.le run from North Portage to South Portage, in which the
line climbs 130 feet.
At North Portage, the passengers
flock from IROQUOIS II to tho
Itlarge car and the boat purser collects the fc.res. (Can this train,
and CPR Nos. 703
and 704, Toronto-Port McNicoll, be the only ones
in Canada with pursers?
-RJS) Traces may be seen of a large dock
building which stood here at one time, also of a siding removed
long
ago. The everyone is aboard, the engine charges noisily up to ahe
switchback, engine first. Here lies the overturned frame of a pass­
enger car, quite well hidden by weeds and bushes. After the brakcn:.::.n
throws onc of the linets three stub switches
, the train again proc­
eeds, only this time, the passenger car loads. 1h0 engine reminds
the passengers of its presence by blowing lfl4_Li for a crossine 1t;ith
i
ts deep, interurban
-like whistle. From this point to the swnmit
of the line, No.5 works quite hard to push its train throui:,:h weeds
and tunnels formed by the ovarhanging trees an~ sparingly-pruned
bushes. Sparks often shoot tmnty feet into tho air from the stack,
and the glowine; coals in the firebox grates may be seen from the
passenger car as the engine negotiates the various curves. The
sharp staccatto
produced
by slipping driving ..mcols is reeularly
relieved
by a mOist, gargling sound from the sflfety valve : •.••• and
so it goes.
I
f
iJi
~
!
II
II
,
As the train nears South Port­
age, it skirts the edge of a small
lake and makes an
extremely
sharp
street railway type curve around
a mass of rock on one bank. No.5
blows for a crossing
, and descends
to South Portage, first passing
severnl crossties
made from o
ld
steamer beams,
then a pile of parts
from the ALGONQUIN
, such as a life­
buat, a searchlight
and a funnel.
At the level crossing
, there is a
coal pilo, dumped
from trucks over
the side of a slight cut and a .
siding to the engine shed; this … 911-
ventilated
structure
housen No.7
which may be seen through the t_~11
openings
between
the wall and roof
boards, or through one of the oddly­
shaped windows
rescued
from the
ALGONQUIN
.
A few
hundred
feet downgrade
is South Portage
dock with three
sidings (one of which is disconnec
­
ted), a station, a -mter tower, C<.lld
an open-sided
trainshed
6n the dock
proper for the open cars. The re­
maining
three pieces of rolling
stock are kept here. On the east s
side of the dock is the disconnected
siding, containing
one flat cars
and three archbar
trucks, one of
which rests mostly under the waters
of Lake of Bays. Under
the
hull of the ALGONQUIN
.
water on the west side is the sunken
Here, No~5 uncouples and takes ,ater, while the pUssengers
inspect South Portage.
While making the return trip on one occasion
, ~/e observed
two
barefoot
boys leaving town ila toutcs jambes
ll
at the same time as
No.5. They
reached
Borth Portage before we did, though it should .
be said that the road distance is considerably
less than 1-1/8 mile.
Horne
I
–Robert J. Sandusky.
000000000000
on
the nails ~ •••• ~ ________
~
CANADIAN
PACIFIC RAILWAY
BUSINESS
CAR IS ADDED TO
OUR COLLECTION.
BACK ~mEN THE I1EST was still
wild and woolly (by Canadian
standards
, anyway)
and the Can­
adian Pacific was the only rail­way
worthy of the name west of
the Red River, there was proj0.c-
a little
M&.11 r W:),3
line knmm
one of the
ted, in the Province of Manitoba
,
as the l-ianitoba
& North Western
Raihvay. Thc
few lines to attain the status of actuality
in
C.R.H.A.
News Report -1957
Page 86
the Canadian West of the late Eighties and early Nineties. It was
started with a connection
with the CPR at Portage la Prairie, and
pretty soon its 56 lb. rails found their way across the unsettled
prairie wastes to Yorkton,
N.W. T., bringing
colonization
and pros­
perity in its wake.
The Manitoba
&. North Vlestern Railway of Canada ;laS captained
by
the interests
of ~lr. (later 3ir) H. lltontagu
Allan of ~!ontreal, and
at an early date, the railway acquired
an official
car, a gem of
the Master Car Builder t 5 art} which was named,
MINNEDOSA
II. The
l-UHNE:DOSA was the executive
private
car of the railway, and for mo.ny
yenrs, it carried the officers and directors
on their periodic
trips
bee and forth over the line. In 1900
1
the ~!anitoba
& North Western
bCe!),;IG a part of the Canadian
Pacific Itailway who inherited the
mV.fe power, rolling stock, and the MINNEDOSA
.· Retaining
its name
I01 .1 short time, it was later renamed MANITOBA
, and, as more modern
n.::.lling stock replaced
the older official
cars,
t.he car lost its name, and became known
only as C.P.R. No. 37.
,.
, , I
~.. —
As a numbered
car, it was assigned
for divisiona
l use, and,
for the last twenty years or so was the official car assigned to
the Canadian
Pacific Railways Brovmville DiviSion
, with hGadquarters
at Brovmville Junction
, Maine, on the Internationa
l of ~binc section
The car was a familiar sight to railwaymen
in northern
r·1aine
until earlier this year, when the discovery
of a slight structural
weakness
caused its removal from service. Stored at angus Shops in
~lol1trea1 for dismantling, it looked like the end of the line for the
!UNNl!:DOSA. However,
the case for the preservation
of the car .. illS
taken up by our General Superintendent
, Mr. Lavallee, and sympathetic
Canadian
Pacific officials offerod to make the car available to the
Association
to include
in it.s collection of antique
ruilway and
street railway equipment. As a result, the car is prc3ently being
stored by the CPR, until a suitable
location is found for the
projected
Museum.
As the members are <1.1:1re, the Executive
are pres­
ently negotiating
with the City of Granby on this project. The
MINNEDOSA, alias Ho. 37, was officially donated to the Association
in
a letter written to the Secretary
by ~lr. H.A. Greeniaus, Assistant
Vice President
of the CQnadian
Pacific Railway, during August.
(.~.H.A.
News rreport -1957 Po.ge 87
As thi: sketch on pcge 86 shows, the 14nmEDOSA is a short car,
carried on tHO six-wheel trucks. The length over end Sills, exclud­
ing the platforms, is 50Oil. The C.:1r weighs fifty tons, one hundred­
weight, has open platforms at each end, and the interior arrangement
includes, in that order, from one end to the other, a dining room, a k
itchen, two bedrooms and an observation room. It is set up to
sleep eight persons comfortably, has Pintsch gas and electric light­ing, and
heating either by steam train line, or independent Baker
hot ~ater heater.
The interior is finished in varnished mahogany, the exterior in
pine, painted CPR red. Sometime in the future, the programme will
call for the removal of the exterior paint, and restoration of the
varnished finish which was a very distinctive feature of Canadian
Pacific passenger cars up to about thirty years ago. At such time,
also, the name MINNEDOSA will be restored.
We hope that our members will rejoice ,Tith us at this most i
nteresting and unique acquisition, which will add inun0.:J.surably to
our collection once it is centralized and organized.
A SENTIr By Leonard A Seton, B.A., B.C.L.
Honourary Legal Counsel,
Canadian Railroad Hj.storical Assn.
, A VISIT TO THE CORWI1ALL-IHOQUOIS area of Ontario is a moving
experience these days for anyone interested in Canadas history and Dramatic changes arc taking place in what las once a
quiet countryside, interspersed ,ith peaceful little toms and vill­
ages, as the Saint Lawrence Seaway and. POler Project moves rapidly
~owards completion.
To one,
like the writer, who combines a general int~rest in
Ganadiana with a specialized interest in railway history, such an
excursion offers a wealth of interest and is provocative of some emotion.
For example, there was something awe-inspiring about the
cauble-track main line of the Canadian National Railways J with all
~ccessories virtually intact, lying silent for a stretch of forty
miles, where only a few days before the great trains had thundered
as they had done over the same roadbed for over one hundred years.
The rails and ballast were intact and the structures …. ere sound –a
for cry from the classic example of the abandoned railway –but there
)·;S no movement on the rails) only a ereat silence. The drama was er:hanced by
the fact that in the areas to be submerged, the te;rrain
r.ad been denuded of vegetation, nnd the right-of-way was visible for
16ng distances from the higher ground.
Ar.other
spot for romantic contcI!lplation W3.S Cornwall Junction,
wtere t~e recently-abandoned New York Central Railroad line from the
~r.ternational Boundary at Cornwall to Ottawa crosses the now-abandoned
C.~I.R. main line from Montreal to Toronto. The Signal tower was still
iTI~act on August 6th last, but the intersection over which it presided
__ where at one time railway traffic between the largest city in the
U,S.A. and the car-ital of Canada intersected with traffic betveen
C.R.H.A.
News Report -1957
Page sS
Canadas two la
rgest cities –was dead. The N.Y.G~ s Corm!a
ll
station, a mile
to the south, still stands, !)ut all apertlres
are
boarded up and the …. reeds are high between the rails. The railway is
still intact over the Roosevelt
International Bridge to a point just
north of its intersection

uth the new No.2 Highway, which is app­
roximate
ly one half mile north of Cornwall
Junction.
The writer 5 visit to this area on Aueust 6th and 7th, 1957, ms
for the purpose of observin
g the spectacular changes now taking place
tholp and of examining
places and buildings· of historic
interest .
hcfore they are destroyed or submerged
forever by the creation of
the Saint Lawrence Seaway
and Power Development.
This little part of South-Eastern Ontario is rich in historical
associations
. It wos
originally
settled by the United Empire Loyal­i
sts whose coming
to Canada from the ll:meI!ican colonies has eiven so
much character
and distinction
to this section of Ontario, It
includes the site of the Battle of Chrysler
1
s Farm, about five rnileG
East of ~10rrisburg, where on November
11th, 1313, a
rorce of British
and Canadi
an troops defeated the invading
Americans. lhis site is marked by
the famous Obelisk
M€)morial, conspi.cuous
ly situat~ed
on the
old Number 2 Highway. The
immediate area is to be flooded in 195$.
Many other historic sites and innumerable
beauty spots will disappear
forever, but the Ontario Government is
determined
that a new beauty
will arise to replace the old and that as many mementos of the past
as possible shall be suitably housed and preserved
for all time.
With these laudable objects in View,
the Ontario-Saint Lawrence Development Commission was
created tulder the Chairmanship of r.1r.
George H.
Challies, formerly Vice-Chairman of Ontario-Hydro. The
writer enjoyed a very pleasant
meeting with Mr. Ch1l1lies and was. able
to learn much about the Commissions
Museum plans in general and·
about the prospective
railway
section in ··particular.
The Conunission
is now in the process of setting up, along what
will become the new shoreline of the Saint Lawrence Rive
r, the
Chryslers Farm Battle Field
Memorial Park, approximately ·one mj.lc
East of the present
site of the battle memorial, and, of course, a
li.ttle inland from
the present
shoreline. Here are to be locnted
park::; and recreation
facilities and, most important
for the historian
,
here will be assembled a
notable collection of historic
homes ~nd
other buildings
, including
a church, from the area to be inundated
. A
Museum containing
antique furniture
, implements and icapons
and
other mementos
will complete the pictures
of the past to be portrayed
here.
W
hilst the greater
lart of the old C.N.R.
main line between
Cornwall and
Cardinal wi 1 either be submerged or used us a foundation
for the new Number 2 Highway,
it so h.:tppen.s
that a short stretah
falling within the new Park area v/ill suffer neither
fate. Here, a
short section of Single-line track, probably 200 feet, at lcnst~ will
be preserved, coincidentally
at exactly mile 87 on the old line, as
the nucleus of a railway exhibit (and not at Il1orriSburg, as i~e:ported
in the July-August News Report). The two
mileage
ihdicdtors
, the
three-sided monolith and the mile board, ·are botH
ctill in position
opposite. the .. _site selected, … and as the writer ~§.sl._previous
ly sUg[;es­
ted to·Mr. Chall;p.3 that some mile
posts be preserved
for the museum,
.
C.ll.H.A. News lleport -1957 Page 89
·..:..~lC chance location of rlile 87 exactly at thll museum site mnkes the
pf·l.~sf:)rvation of these markers very easy and very logic<11. It is
,~1 . ..:.:; of interest that an old culvert, about eight feet in height,
\:.1.1 also be preserved with a section of the rail..,ay embankment.
Tl;O is some fifty feet West of ~Iile 87.
Aultsville station, a wooden frame bUilding, has been moved
SOr.1C three miles West to mile 87, <1nd is now on blocks to the North
of the right-of -way. It is intended that this station, complete
with name boards
t
shall be preserved to look as much as possible like
a Grand Trunk Ra~lway station of the 19th Century J although it is
also intended to serve as a general railway museum. It is hoped to
furnish it with oil lamps, ticket racks, old G. T .R. posters, photo­
graphs of G. T .R. trains
r
etc. In addition, the name boards of all the
abandoned stations, z..UI e lIes, Moulinette, Wales, Farrans Point,
~1orrisburg and Iroquois, have been preserved and will ba housed in
15his station. The writer· has suggested to the Commission that the
former !I1orrisburg station, one of the original, characteristic,
stone stations of the G.T.R. be preserved, since it stands alongside
what will become the new Number 2 Highway, and this suggestion is
still under serious consideration.
Opposite the former Aultsvalle Station
t
Canadian National loco­
motive No.gS, a 2-6-0, will be preserved. he writer saw this
engine, now lettered Grand Trunk and displaying its former G.T .R. number laOS,
in white, in a siding at Morrisburg, together with
C.N.R. coach No.3474, which is also to be preserved. Rails were
then still in position between Morrisburg and the r·~useum Site, some
five miles to the East, and the rolline stock will be moved to its
final resting place before the intervening stretch of rail is removed.
The
writer understands that the Commission would be most recep­
tive to donations of antique rolling stock from other Canadian rail­
ways. At lenst one other steam locomotive and coach, preferably
dating from the last century, would add greatly to the value and
comprehensiveness of this notable rail1ay exhibit. The Ontario-Saint
Lawrence Development Commission, with offices at MOrrisburg, Ontario
would, furthermore, be most interested in hearing from anyone wishing
to donate old G.T.R. timetables; posters, tickets, way-bills and
any other documentary material to the railway museum, or from anyone
knowing where such-like items may be acquired.
The story of the writers visit to Ontario would not be complete
without reference to the new stations built for the new C.N.R. main
line by Ontario Hydro at Cornwall, Long Sault, Ingleside, ~orrisburg
and Iroquois to replace those necessarily abandoned with the deviat­ion
of the old main line. All are built in the same style and of the
same materials and, with the exception of Cornwall Station, would
appear to be of the same size. All are flat-roofed, one-storey
buildings, with picture-window waitinr rooms, finished with light­
orange brick, smooth concrete slabs and aluminum trim. The waiting
rooms have heavy glass doors and sound-absorbent ceilings, and are
finished with large cream-coloured tiles and aluminum trim. The l
ow picture windows furnish excellent views of the trains. Cornwall
station is most impressive, with a large attractive waiting room,
tiled ;lash rooms, platforms to accomodat.-e the longest trains, and
ample parking space for several hundred automobiles. Number 15
)
C.R.H.A. News lleport -1957 Page 90
from Montreal
came in whilst the writer was there, and many pass en­
<:!;ers descended. It was a Ii vely, impressive and encouraging scene
:or those who wish the railways well. Impressive to a slightly
lesser degree were the other stations. Surprising facilities are
available at the stations serving the new towns of Long Sault and
Ingleside. These stations are literally out in the bush, being
well-removed from the towns that they serve, and are provided with
all of the amenities, long platforms and parking sp2ce for approx­
imately two hundred automobiles. Surely these stations were not
built for the lIMoccasinu, trains 25 ~nd 26, which are the only
trains stopping at these two stations at presp.nt! Rather may Ie
hopc that they indicate a forward-looking policy on the part of the
C.N.R., which will be well equipped to look after the passenger
traffic needs of these new towns which are doubtless destined to
grow as a result of the new stimulus given to the whole area by the
Seaway and Power Project. Credit is also due to Ontario Hydro ih
ich, in providing the C.N.R. with these new stations, -laG evidently
J.etermined that the railway transportation needs of the new towns
were not to be overlooked. Many larger towns and some cities will
envy these attractive stations and the amenities that they provide.
In conclusion, the writer would like to compliment the Ontario
Government and its agency, the Ontario-Saint Lawrence Development Commission,
under the chairmanship of Mr. George H. Challies, on
their untiring efforts to preserve so many memories of the historic
past in general, and on their proposed railway exhibit in particular. The l
atter does indeed merit special commendation from those of us
who study railway transportation and record its history. Railroading
is going through such rapid changes today, particularly with the
disappearance of the steam locomotive, that things which are still
commonplace today may be gone tomorrow, unless something is done to
preserve specimens of the older era while there is yet time. It is
therefore heartening tb learn of this special railway exhibit now in
course of preparation by the Ontario-Saint Lawrence Development 6o~~­
iss ion. The writer can only express the hope that those who have the
power to add to that e~ibit will come forward in order that this
museum may be as complete as possible. The excellent and praiseforthy
plan conceived and now being carried into effect by the Commission is
worthy of all possible support by those who have the interest of
railroading at heart.
CANADIAN RAILROAD HISTORICAL
ASSOCIATION
News Report No. 81 September 1957
Editorial Address:
Box 22, Station B, . Mo
ntreal 2, Canada.
Editor: Orner S.A. Lavallee
Deputy Editor: Douglas Brown
Asst.Editor: Forstor Kemp Committee: A.Clegg, K.
Chivers
Research Historian: R.R.Brown
00000000000
PllESERVED PENNSYLVANIA llll ENGINE
Further to our note in last month
l
s
News Report concerning the preser­
vation of a Pennsylvania Railroad
steam locomotive at the Horseshoe
Curve near Altoona, Pa., our sub­
scriber Mr. H.R.Hill of Bernards­
ville, N.J., U.S.A., sends us a
picture of the engine concerned~
which is 4-6-2 type No.1361. Mr.
Hill says the eneine was donated to
the City of Altoona on June 8th
of this year.
)
C.R.fi.A. News Report -1957
Following the completion of a several­
thousand-mile fact-finding tour of
western and northwestern pOints of
railway interest,
Forster Kemp ReportsOn
••••••••
THE WHITE PASS &. YUKON ROUTE
Page 91
SUNDAY JULY 21ST, was ~lhite Pass &. Yukon Day for me. The
train was piaced in the varnished-log station at Whitehorse at 8:00
AM. It consisted of diesel-units 93 and 94, six empty flat cars,
five loads of ore in boxes on pallets, five cars of empty containers
and six automobiles, each on a flat car, then a cupola-baggage car, a
coach, and two parlour cars. The weather was cold and rainy, not
very good for pictures. All passenger cars have open platforms with
traps and gates and these make good observation posts.
The
scenery from Whitehorse to Carcooss is rather unspectacular,
the only pOint of interest being Lake Lewis, ~1ich was a lake which
the WP&Y tried to lower by ten feet in order to lay a straighter line.
It had no outlet, so a channel ,taS dug 10 x 5 x 500 long. The
water flowed slowly at first, then the flow incrG the five-foot ditch was worn to a width of 700 feet and tho levt:l of
the Jake went down by 80 feet. A trestle formerly crossed this chann­
el but the line has since been relocated.
At Carcross, the steamer TUTSHI {pronounced too-shyl!} can be
seen up on blocks, just before the train passes through the wooden
drawbridge over the channel which connects Lake Bennett with Lake N
ares. The train follows the shore of Lnkc Bennett for twenty-six
miles from Carcross to Bennett station. On the way dOlit1 the ~_ake,
a pungent odour began arising from one of the flatcars. 1he train
stopped at D. siding called Pavey and the crew got out
lith buckets,
oil can and packing irons for the job of repacking the hotbox. It
had to be cooled dO
ffi with water from the lake first, and when this
had been done, n melodious steam whistle was heard echoing down the
lake. Minutes later, a small 1-1ikado rounded the curve followed by
eight parlour cars. The smokebox and pilot were painted in aluminum, and
the boiler jacket in dark green, with IIhite rods and wheel tires. A
round Baldwin number plate adorned the smokcbox front; it carried
the number 72 in gleaming brass. The train turn<.::d into the siding
and our train moved ahead to allow the end to clear the north switch. The
passeneer train left the siding and went on to Carcross, . where
it would turn to come back to Skagway later in the nfternoon. Our
crew went on with the hotbox work, then we moved on to Bennett;
This is the best stop on the line –the lunch stop. The other
train had already arrived, and all the passengers detrained and filed
into the station. A large amount of steaming food awaited us on long
tabl~s: meat, vegetables, potatoew and baked beans, home-~ade rolls,
hot:. coffee, peaches, pie, biscuits and even after-dinner mints. The
mc~;r·~ tasted like beef, but was a little darker, hith less fat. /e
icr~~ informed that it was moose meat. All this cost ,iu::;t ~1.50,
incL.l.ding second helpings. I never saw so much food disappear so
~uickly before. T~is must be ~he best railwny meal anywhere.
C.ll.H.A. Nel After leaving Bennett, the train runs alongside a nnmber of
small lakes to Log Cabin, then across a thirteen-mile plateau which
is reminiscent of the Topsails country in Newfoundland, except thnt
in this case, there are mountains around. After passing White Pass
station, we go through l:lhitc Pass itself. The summit is located in
a rock cut which is covered by a snow shed. The retainers were
turned down on all cars as webegan the precipitous descent. The
nctrrow and tortuous Trail of 98 is visible for the first fel
mjlps as the train moves along a narrow shelf cut in the rock. Soon
niter leaving lhite Pass, the train crosses Dead Horse Gulch on a
cant.ilever trestle wjocj jas a 215-foot drop from deck to bottom.
Following this, Ie come to the location known as Inspiration Point,
from which it is possible to see the Lynn C3nal just beyond Ska~iay,
as well as the line over which the train will later pass, some +00
feet below. The Trail of 98 is visible across the gulch, and there
i.s a monument dedicated to the 3,000 pack animals who died on the
Trail. A platform is located at Inspiration Point for the use of
excursion trains.
The
route follows a side canyon in a horseshoe curve to Glacier s
tation
i
passing over seve.ral steel and ,woden treGtles and through
the rai ways only tunnel, which has a snowshed at one end and a
trestle at the other. The line then descends more gradually, but
includes one more horseshoe before reaching Skagway. The Skagway
River is followed into the southern terminal.
The
shops are located about two miles from the end of the line.
3everal retired steam engines were noted and a large number of bad­
order box and refrigerator carst which are no longer used due to
the adoption of containers for freight traffic. At a point just
north of the shops, the remains of three engines, seven tenders and
twenty three freir,ht cars may be seen in the river. I suppose that
there is not much of a market for scrap metal in Skagway. The
railway line was originally laid down Broadway, Skagw.::lYs main street
but now it runs close to the mountainside, direct to and out on the
iharf. There is a short branch to the station at the foot of
Broadway. Skagway is a quiet little semi-ghost to-Tn, with a lot of
past –perhaps not qUite as much future.
It was 4:05 PM when the excursion special returned, proceeded right out on the wharf where the ilPrinccss Louise
ll
was
tied up. I do not think that there is any other lino on the con­
tinent where you can see a steam-powered, all-parlour-c.3.r train on
narrow-gauge track. After all passengers were unloaded, it returned
to the shops. I followed it a short time later, to investigate the
situation. There is a twenty-stall roundhouse, part of which is
used as a car shop. lhere is also a two-track shed large enough for
six locomotives. As far as I can mellee out, there arc fIve diesel
units (90-94 inclusive), four steam cngInes (70-73 inclusive) and
one spare steam eneine lBO) as well as one small gasoline switcher
(3). I did not sec diesel unit No.90 but I did see all the others.
There are also eighteen parlour cars, of which two are not in
, service. The newest car on the line is No.1200, a depressed­
centre flat car capable of carrying a bulldozer or other construction
machine. It was outshopped last April. There are also a large
number of all-steel flatcars used for carrying the containers, but
also availakle for other types of lading.
C.R.H.A. News Report -1957 Page 93.
These flat cars have a steel rlnnge all around and chains to
fasten the containers in place. The containers arc eight feet square
and are usually loaded three to each 30-foot flatcar. There are a
few 38-foot flats on which four containers may be loaded but I did
not see any loaded in this way_
There are four types .O)f containers: Coloured red (explosives·),
green (merchandise), orange (bulk commodities) and silver (refrig­
erated), Only about half of the boxcar fleet is still serviceable
and I did not see any serviceable refrigerator cars. Ihere· are quit .. :
a number of tank cars, but only one stock car, numbered 955. IJIost
of the tanks are mounted on flatcar bodies, but a few have no centre
sills, but only drawbars and crossbearers attached to the· tank.
(! -.t!:d.) Thore are apparently no cabooses used as such, but three
caboose-type cars were noted used as maintenance-of-way cars. One
of them is an all-steel vehicle having only one platform, Four
caboose bodies may· be seen around Skagway, two in back yards and two
in the bone yard il. There are three old rotary plows in the ya.rds
and one in the shops. One of the old ones is an cx-D&RtJI] plow which
is considercbly la.rger than 1fP&Y equipment.
The northbound mixed train had an accident on Sunday, the same
day that I went down. The rails spread at about mile 89, der~iling
seven freight cars. Passengers were taken off the tra.in by bus rand
brought to Whitehorse about three hours late. I returned the follow­i
ng day, and we met a southbound engine (72) running on the regular
schedule with combination car 209. The regular equipment was met
at Carcross: engines 91 and 92, I baggage, 1 coach, and 2 parlour
cars running as passenger extra. At the scene of the affair~ track
had been relaid, but was not yet reballasted and work was st~ll going
on. One tank car was lying on its side and leaking gasoline. All
other cars were already removed. We picked up a number of freight
cars near the scene and had a full-tonnage train into ~fuitehorse.
It Whitehorse, the entire fleet of the British Yukon Navigation
Co. is up on blocks. Following is a roster: Steamers: KLONDIKE,
AKSALA, CASCA
6
·mITEHORSE, . KENO, BONANZA KING, YUKONER. Tugs (~l.S.)
YUKON ROSE
6
LON, NEECHEAH. Bargeo: IBEX, TAKHINl, KLUKSHU, TAGlSn,
ONEIGlNO, T OKENO. The YUKONER is almost entirely dismantled, and
the BONANZA KING has evidently not run for years. The AKSALA has
had its funnel removed (possibly the boiler also). All of the others
are intact except the barge ONEKENO which is being stripped for
lumber. There is a rumour afoot regarding the purchase of the KLON­
DIKE by a Vancouver night club owner.
There is un old locomotive at Whitehorse, nc..u· the site of the
old shops. It is lhite Pass No. 51, a slide-vallc 2-6-0, possibly
original equipment (Ed Yes
t
Brooks 1881, ex Colwnbia & Paget Sound
then WP&Y No.1, later 51) 4 t is mounted on a y-lOoden skid, as is
its tender; but it is in very bad condition. The lhitehorse Chamber
of Commerce are said to be considering the acquisition and restoratio
of the engine, to supplement other reli~s of this nature which they
presently possess, including severnl pairs of wheels from the old Canyon
City horse tramway, a portage line with round-lograils and
concave wheels which circumvented the White Horse Rapids.
(NEXT l~ONTH: Mr.Kemp reports on -THE ALASKA RAILROAD.)

,C.R.H.A.
News Report -195? Page
9!>
e Commuters
on Canadian
N.:l.tional Montrea
l-Dorval l
ocal 11228 ( one
the remnants of the CNRs once comprehensive
Lakeshore
commuter
service)
who have an affectionate
regard for the sturdy little
4-6-4 tank engines which handle this service, were startled
on
August 19th to
. ,
of
observe a diesel,
No.3089,
hauling
the usual four­car
train. Many
thought that it
NOTES
AND NEWS
by the Ed. Staff
was another
train and
had to be reassured
by
the crew. That evening, No.231 was al
so handled
by a diesel and the
same situation
prevailed
until August 23rd. The other Dorval locals, Nos.226 and 229,
both
6-car trains and invariably
crowded, h
ave been hauled by No.4?
Fortunate
ly, the situation
is only temporary. No.50 is
reported
condemned
for tubes with no standby available.
It is understood
that No.49 is now out of the shops and in service. No.48 is
being rushed from Barnia and No.46 should be back soon from
3tratford after repairs. 14r. L.A. Seton, who sends this note in,
believes that this is the first time since 1914 that nny but a
tank engine has hauled the Lakeshore
locals on the GNR. This may
be a bold statement
, and consequently
we ~uld be interested in
hearing
from anyone who can confirm or dcny the claim.
e
Ottawa Transportation
Commission
will commence a
ll-bUS service on a
ll lines, Saturdays, Sundays and
holidays, commencing L
abour
Day, Monday, September 2nd.
Streetcars
will be used, as usual,
on weekdays.
e
Orders for 135 electric
locomotives
were placed with Metropolitan
Vickers
Co. Ltd. by the South African
Railways recently. This is
believed
to be the largest
contract ever placed for electric
motive power, and consists
of 2000 hp. 4-
axle machines
, weighing
80 tons each.
e The
City of Stratford,
Ont. is interested
in acquiring Canadian
National
locomotive
110.6400, the semi-streamlined
4-6-4 which
hauled the Royal Train in 1939.
e
Preparations
are going forward
for the installation
of a lift sp.:m
on the south shore of the Saint Lawrence
River opposite
Lachine, on
the Canadian
Pacifics
Adirondack
subdivision;
to carry the
double-track line over the Saint Lawrence Seaway. canal at t!!is
point. It is understood
that the changeover will affect only one
track at a time, and during this period, Single-track operntion
between
LaSalle and Adirondac
k Junction
will be c<:J.rricd on
by
means of an electric
train staff system.
e
Canadian National
Railwnys
is reportedly
studying
plans to enlarge
and improve its railway
yards in the /innipee;
area, by a comprehen­s
ive plan for Paddington
, near St. Boniface
.
e The
Minister
of Transport
, Han. Goo. lIecs, <.las principal speaker )
at a dinner in J;loncton on August
20th, observing
the lOOth anniv­e
rsary of the operation
of the first European
& North American
Railway train between
that city and Shediac, near Pointe du Chene,
in 1857.

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