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Canadian Rail 086 1958

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Canadian Rail 086 1958

N..;l/S R;PORT NO. 86
FEBi.WARY 1953
The February meeting of the Association
/lotice of Heeting will be held on .Tednesday February 12th, 1
953, at 8:15 Hi, at the Projection .1oom,
tograph Department J Canadian national
~railways, 384 St. James 0-treet t:,Test (W1der the CNR viaduct on the
south side).. . 1iI. Lorne PGrry has arran[:ed an interesting programme
of 16. r:1iil. mov~ng pictures !Jrovided by Canauian Uational Hailways;
~om~ L:uropean films vlill be shoim as ,1ell. AS usual, all are
lnvlted 1:.0 attend, and visitors ,Till be VJelcome.
0000 00000000000 0000
The success of the .~uction which .las held
Another Auction during the Fall, has prompted us to schedule
another one for T.1ednesday, February 19th, in
Room 202, Transportation Building, 159 Crai5
Jtreet ~lest. Please note: this ill be the Uednesday FOLLO!:!I!JG the reG­
ular meeting night as noted above. Due to the lir:1ited interest, it was
cided that the auction should be held on an occasion other than the
uonthly mee-::ing. As asual, horever, all are invited to attend. rhose
Tho have material to offer are asked to telephone the r::ditor, O.S.A.Lav­
allee, at Cn
.9-8322. The proceeds steel filing cabinet for our glass neGatives. Any surplus will be turned
over to the llailway Division, to help in the restoration of the open car.
Officers for 1958
Vice President:
The Annual 1Ieeting held on January 3th was the
occasion for the electio
n of officers for the
1958 term. As a result of the elections, the
ne1 Executive is as follows:
Kenneth F. Chivers,
:.1. E. Binns,
John .saunde
Forster A. Kemp,
Anthon~r Clegg, Dougla s
O.S.A. Lavallee,
Iilliam L. Pharoah.
Due to the absence of the President-elect, no Co~oittee appoi
ntments tlere made, but it is expected that this will be done in time for annOlli1-cement
in the February ~:e,.s Report. The lionourary officers were elected, hm
rever, and the results are as follo,S:
Honourary President: Donald F. Angus,
Honourary Vice Presidents: N.R. Cru . .I11p, President, Can.Pac.Ry.,
Arthur Duperron, Chairman, J<1ontreal
Transportation Commission.
Chas. Z. F
isher, President, Railway &
Locomotive Historical Society,
Donald Gordon,
E.G. Hooper, President, National Rail … ray
Historical Society.
Honourary Leeal Counsel: Leonard A. Seton, B.A., B.G.L.
(;.~l.H . .a. Uev,s TIeport -1958 Pel) . _______ . __ . __ –=-o.S2_–~..2~ ______ ~ nf_~ .
In t.he J09,nuary issue, we reported the retirement of Dr. Victor ~·!orin
;.rom t~e post of PrGsident of the NlLldsmatic ::~ Antiquarian Society of
h~mtreal, and his ~e;>lacer.1(mt by l·lr. Donald Ii. Angus, a Life Governor of group and a cn2rter r.:ember of our society. i~t the Annual Heeting
of the Canadia.n Railroad Historical ).ssociacion, the re[u1ar members
felt i~..;. 2.ppropriatc to elect Hr. Donald Ancus ;!onourE!ry President of our
.:,s ociz,tion. He thl.:s becomes the second :tnculnbent in t:1is post, Dr.Horin
havinc: held it since our Group ,,;a5 :orr.1ed in I·farch, 1932.
In recognition of his long and disti.l.[uished service as an Officer
of OU1~ Society, and in antiquarian pursuits generally, Dr. J,1orin has been
Cl.skcd to accept Uonourary Life I,lembership in our Association.
:::~IP COIa1ITI:C;:S:
Plans ar8 proceeding apace for the Spring Excursion
.. rhich is being ,lanned for 3llilday, ?,1arch 30th. Feature of the
trip i.rill be d?uble … headed steam locomotives (regardless of the
nt4i.1ber of cars); the train Nill fo1101 a Canadian National ilail­
vlays rou~e froll :Ioj:ltreal to St.Johns, Cantic, Coteau, Glan Ilobert­
son and J-!altlkes;)ury, returning to r:Iontreal via St.Eustache. The r
olling stock v,rill include a baggage car and five non-streamlined
air conciitioned passen£er cars. Details, prices and application
coupon are listed on circular enclosed vlith this NeviS Report.
7cr.,l-;.-,D;-Jr.l1.!~ -.-,o-.~L-JuilD r-Hl~,,-lm. 0., Tl
~: ct.s I.teport No. 86
/.:.hXuary, 1958
,X.itorial Address:
P.U.Box 22, Station I,I
ontreal 2, Canada.
,,C ,/
W ,
;:;ditor: Orner S.A. Lavallee
.;e:?uty ::;d:J:cor: Douglas BrmTn
J.sst .~dicor: Forster Kemp
COl.ullittee: Ken:1el:.h C!li v0rs,
Anthony Gle[E, :J
illiar.l r~1aroah
bort It. 3rovm.
Though reference is made in this monthts
article on the dInternational of r,1aine
Division of the CPR; to the simultaneous
appearance of I·il. …. Leonard Setons initial
instalment of his History of the Inter­
colonial .::lail,,,.ray, production difficulties
have forced us to postpone it until the i·larch i
ssue. Ie iish to do justice to
this interesting and important historical r
ecord, by providing it ·with the necess­ary m
aps and other illustrations, hence
the delay. The members are assured that
t.t. will c:.ppear in the II1arch issue, and
chat it ·will be \lell vForth ·laiting for.
PAG.:: OF ITLUSTj,1ATION3 appearing as page
. ________________________ –J 25 this month, does not carry captions,
n150 d
ue to production difficulties. These pictures illustrate Nr.Binns
article or. the I·.iTC 1325 class cars) and si10uld be captioned as follm·/s:
TO~:: Gar 1335, one of the group, shoIJm in the old I,iSR
crea,t1 pD.i::1l:. scheme, lhich disappeared in favour of the green-and-cream
i~rC livery shortly after delivery of the group started. ClEi,ITEi1 LEFT:
Close-up of the sewi-.opon rear platform, as oririnally fitted to 1325
class C2rs. CENT2H !UGHT: Front view of the first car of the CC&F-built C
roup, ITo.1425, with the cream paint scheme. Note the very distinctive
1.8.r[0 numerals, lIhich originclly signified a Pay-as-you-Gnt er
;JOTTOl!I: C~C.& I? .-built, 1442 laS outshopped after the green-and-cream
paint scheme had been adopted. CRJDITS: 1he picture of No.1335 is
f:..~om the r.Iontreal Transportation Commission collection, while those of
the front and rear platforms, and of 1442, are by Ccmadian Car & Fdy. Co.
C.ll.H.A. l,ews Report -1958
dian Pacific I s IIShort Line
across the State of Naine
ignores international bOWldaries, carries heavy
seasonal traffic ••••••
——————by Orner S-A. Lavallee
Pace 14
THOSE REAll;;;R3 WHO ARE FAI-lILIAR with Candian rolling s·tock win
~ave noticed, from time to time, Canadian Pacific freight cars bear­
~ng the legend International of 1fuine Division. Little material
has ever appeared in rail,ray publications on this important artery,
which links the central and lestern parts of the Canadian Pacific
system, lith its net-ork in the Province of NeN Brunswick, and the
winter port of Saint John. There is actually no operating division
deSignated as the rlnternational of Mainel!. The title as it is used
on the rolling stock reflects a statutory provision of the former
International Raihlay of r·1aine which became a part of the Atlantic
&: North ;est Railway (and thereby under the control of the Canadian
Pacific) in 1$86.
Those who will follow rir. Leonard Seton
s interesting feature
on the conception, cons·~ruction and operation of the Intercolonial
Railway of Canada, whichis being started this month, will learn in
greater detail hml initial attempts to link the Naritime Provinces
with the Canadas were ser aside at an early date by the ~fuine bound­a
ry dispute. This was settled by the terms of the Ashburton Treaty, wh
ich avarded a large part of the land through v1hich the (Canadian)
St.Andrews &. Quebec Railway was to run, to the State of rJIaine.
fhough tho careful policies of the Imperial Government at this period
rejected any proposal for a railway link which would run close to, m
uch less through, the territories of t.he United States of America,
the feeling which hnd engendered this policy gradually abated in the
years following Confederation of certain of the British Provinces
in 1867. Indeed, long before New Brunsvdck was connected directly
with the Canadas by rail, it was linked with the city of Portland
by the European &:. North American Raiblay, and through this connection
with the other mercantile and industrial centres of the Eastern
United States. A cultural entente had [ro~~ up between the ~britimcs
and ikN England
especially the city of Portland, and even today, the
aspect of the 0 der parts of the city of Portland reflects, to the
visitor, the cultural und architectural link with Ma.ritimc Canada.
Possibly as a r~sult of the imminent completion and opening of
the European t.r., North American Railway (which took place in 1871), the
three-year-old Dominion Goverrunent incorporated, in 1870
the Saint
Francis &-• .r.tcgantic International Railway Company, to bui d from Sher­
brooke, 2uc., to a connection with a railway to be projected in the
State of r·1uin0, lith the end of forming a direct connection with the
railways of N~w Brunswick, thus bypassing the long coastal routeof
the all-Canadian Intercolonial Rail,ray. In the following years, and
despi~e the granting of land and cash subsidies by the Province of
c.;uebec, lhich WQS at th02.t time committed to a policy of colonization,
little was done to/Clrd the building of this railway. Work started
finally in 1877 when the name of the Company Vias changed to the
IlIntcrnational Railway Compa.nyH.
~C~.~R~.~H~.~A~. _______________ r~le~w~s~R~e~p~o~r~t_~-_1~2L)~$~ ____________________ -Sp,~g~e_12-
tlithin two years, by !ftarch 1879, the raih·my was a roality stret­
chine for some 69 miles from II connection with the Grand Trunk ~ail1aY
at Lcnnoxville, ~ue., through Cookshire and SCOtStOWl1, to the village
of Agnes on f.Icgantic, nO,1 the town of ~!egantic. This was n hist­
oric community, huving its origin as ti fort, Ammoguntick, on the ITevol­
utionary -.iar period trail from New England to r~uebcc via the valley
of the Chaudicrc River. At the time of completion, the International
owned two loco!lotives, buiH by Baldwin and Portland in 1$75-76, a
couple of passenger cars and a handful of frJight cars. As a feeder
to the Grand Trunk, the little ra.ilway prospc:r:-ed. For the year ending
June 30, Hl$lL operations shOl of only ~36, 715. . The International was to remain in its feeder role
for some ten yeQrs, before becoming part of the great international
railway route w: t.h which it is identified today. This decade sml the
org,:miz£ttion, building and rea.lization of Canada 5 first transcontin­
ental carrier, and the Canadian Pacific, wishing to keep its position
no sooner hD.d its Pncific traffic functioning smoothly, when it turned
its 0yes cast ard toward the Atlantic seaboard, and the all-reather
ports. In New Brunswick
the New Brunswick Railway formed a ready-made I
network of lines in the 0aint John valley, and between the Montreal e
rea ~nd the borcier, there existed at least two likely lines, the
vlaterloo & f,lagOg, and. the International, lhich might be linked up to
form a through routo.
Through its o!nGrship of tlhe chtlrter of the Atlantic & North lest Ra
ilway J the C,:madian P.:lcific acquired control of the W&f.l and the IR
in 1886-87. A new linG was buH t under the A&JfII charter between I,on­
troal and bastmnnl. Que. From th3.t point, a relocation of the W&-l·! put
the r.:1ilway into ;:,herbrooke, where construction waS carried several milt:s
further to Lennoxville ond the Intern.:ltion.:lls line to 1.!egantic.
survey for the Internationnl of ~line was made in the Fall of
18$6 by Alexc:.nder Middleton, a Canadian civil I.mginec:r. Much opposit­ion w
as offcrBd by the !Jl1inc Centrt?l to the granting of the charter of
the International R,:dlway of Maine, and it was necessary for r-liddleton
to go to the State cnpital, Augusta, to give egidence regarding the
location of the line on behalf of the pplicants. The Legislature of
r~ine finally granted the charter late in 1$36, and work did not got
under way until lSS7. v!hcn tho construction of the section between B
rownville Junction and r4nttml£~.mkeag was undertaken in l8S$ one of
the contracts W<2.S taken by l;lilliam l·iacb.mzie and Donald D. {Fiann, join­
ing forces under the firm name of Mackenzie & Iiu,.nn. This las onE: of
their first joint enterprises, a partnership which was to lead t,hem to
their penultimate project, the b.lilding of the Canadian Northern system.
In nIl of the 150 miles of terrain that lay between the shores of
Lake r.1egantic, and the valley of the Pcnob5cot at f4attawamkeag, where
connection would be m3.dc with the European &. iforth American Railway, s
ince bocome the I·I.::ine Central, only two established railway lines in­
t0rsected. One..: 1as the little line of the Bangor &. Katahdin Iron
lorks Railwny, later .:l p.:1rt of the B?ngor & Aroostook, which carried
the products of l,.:n iron furnace at K~tahdin Irl)n Works on the Pleasant
River, down to the city of Bangor. This line had been built in the
mid-ciehties; one of tho communities on its route was the sleepy ham­let
of Henderson, l·bine, some thr0C milos above Brovmville. It was at
Henderson thnt the International of Maine survey intersected the B&-..KTIm, a
nd it was nt this point that headqu:lrtors were set up for the survey.
News rteport -1958
PC.f;C 16
Henderson is better known to us todny as Brownville Junction, a railwQY
community which is the opcr~ting headquarturs of the Canadian PRcificts
Brownville Division, w:-tich includes the so-called Intern.:ltion~:ll of
Maine as Icll as some lines in southern New Brunswick. Greenville, at
the foot of r.Ioosehe~d Lake, was already served by the Bangor & Pisc.:l­
t.:::.quis Rnilw.:ly which had rcnched here July 14, 1$84.
Early in 1387, the vTork 1::5 started on the line across Maine. He
re, the work W8.S through terrain vastly different from the fertile
farmlands and settled regions of the Ev.stt::lrn TOVTnships of 0.uc bee j it 5
course wo.s through the unchn.rted nnd unsettled coniferous woods of
northern MCl.ine, an arca so remote and devoid of civilization thnt
even today, the forest wilderness liDs Vi!tuDlly untouched, in some pl
nces, for 150 miles north of the Canadian Pacific line. This wns,
~nd is, the Innd of the lumberman und the trapper.
om the shores of the plCl.cid lake r.1egnntic, tht line of the
I1Short Line/! …. tas surveyed up the west slope of the Appr..l:tchinn chain.
Climbing 540 feet in sixteen miles, tho line found its 1Ilay through
the rolling hills of the e2stcrn fringe of Quebec. Throughout the era
of the ste::un locomotive on the IIShort Line, this segment ViaS C!. helper
grcdc for all through freight trains. 1,1005e Hill, one of the more
prominent of the 101 mOW1t£tins which characterize this area, dominates
the railway settlement at Boundary, Que., consisting of a station, two
section houses and a lone granite obelisk which marks the limits
of Cnnado. and the U.S.A. as set up by the Ashburton-Webster commission.
From the Bound~ry pass, the railway descended rapidly to tho
valley of the Moose River, which drains much of this part of northwest­e
rn n, .. tin~; the railway follolfled the floose which expands into a number
of small a.nd picturesque l::lkes –Holeb Pond, Attean Pond, Wood Pond,
LonE< Pond end Brilssua Lake are the principal oneS. At r·[ooseh0i1d, 73
miles east of IVlegantic, the raiL1ay came out upon r.IIooschead Le.kc, one
of the largest bodies of inland water in the State, and f.:tr famed s portsman IS pc.1r.:1.disc. fhe lake was followed to Greenville at its foot.
On this section of the Intcrnationo.l of r·1aine, no engineering works
of any consequence, apnrt from a few cuts, were neccssQry. BetvlCcn
Greenville and Brownville Junction, however, it was a different story.
Major Iooden trestles Were nefessary at Vlilson I s Stream nnd Ship Pond
Stream, mileages 28.3 and 17.2 from Brownville Junction, respectively.
Each of these structures vms about 125 feet above water level.
East of BrOlffiville Junction, the line curved around to Schoodic
Lake, Ihence a brief glimpse is had of ~lount Kntnhdin, Maine 1 s highest
peak, and tnen followed an almost straight course through Seboois
a long converGing angle with the Penobscot River, which was final y
crossed ~t the vl8stern boundary of the village of r .. lattawamkeag. At this
pOint, physical connection las mnde with the K1ine Ccmtral for the r
est of the 56-mile run through to Vanceboro, on the St. Croix River,
the eastern border of IJL:line. Hor0, the r·1nine Central ended in the
middle of the intcrnntiona.l railway bridge over this stream, and the
former ..!:uropean & North American Hc.ilway used in to Saint John. The
bridge plot during World itlar I, which, designod to sever one of Canadas .
arteri8S to the sea, fortunately never mnterinlized due to the premat­
ure discovery in New York of the plans for tho attempt.
C.R.H.A. News ;le ort -195$ Pa e 17
By December of 1888, the railway was complet.ed through from f.leg­
antic to Greenville, ?4aine, and a mixed train operated thrice-weekly
over the section. From the reminiscences of an early engineer,
Charles Small, we learn that the enginp, normally used on this mixed
train was International Raih,ray !!l, a Baldtilin 4-4-0 built in 1876,
builders number 3976, having 16×24
cylinders and 62 drivers. In
VlB9, this engine became C.P.R. second No.160.
The f
irst train over the completed International of Ilaine went
throueh from liegantic to McAdam, on June 3rd, 18$9. The train was
hauled by engine )60, built by the C.P.R. in 1$$6 at DeLorimier Ave.
Shops in Nontreal; the engineer was J.R. Crandall, fireman J. Bailey,
and pilot Hilliam Lathrop. No.)60 handled the train to Broffiville
Junction, and was relieved there by engine 23, a Dubs engine, 4,:,4-0,
built nevI for the C.P.R. iri 18$2. EnEine 28 was in charge of James
McCluskey, fireman James Burke J ,;ith Charles Smn.ll as Ptilot, and took
the train as far as McAdam, N.B. With the HShort Line I a fait accom­
pli, the Canadian Pacific Railway went ahead and acquired, in 1890,
the New Bruns
lick Rail-lay, Nhich gave it a ready-made net-Iork in the
Eastern SeaboQrd Province.
Within a short time of the completion of the raihmy, the nort.h­e
rn woous opened up to the sporting and vacationing fraternity. The
hevdav of this re~ion was reached about 1905 when passengers for the
vJidcly-knom :r.lount faneo House, on Moosehead Lake, disembarked at
GreenVille, and a line of steamers conveyed them thence, via l~oosehead
to the hotel. The praises of the Mooschend Lake region -rere sung in
typically verbose fashion by the Canadian Pacific booklet IISumrner
published about this time, in these terms:
Twenty miles up the lake from GreenVille, Baine, is the cele­
brated I·jount Kineo, an oddly-shaped. rock mass rising over 800
feot above tho later, and forming onB of the most interesting
features of the State of Ilaine. Kineo has long been a favour­
ite resort, and the commodious I·Iount Kineo House in the very
shadow of the mountain offers first-class accomodation. The
rates charged are very reasonable. Guides, boats
canoes and
camp outfits may all be obtained at fair rates. 09veral very
attractive drives penetrate the dense woods surrounding the
mountGin, and Kineo itself is an unfailing fund of pleasure.
Like the Megantic country, this is well stocked 11ith large
game, and the trout fisming is exceptionally good. Parties
1anting to penetrate the wilds can secure complete camping
outfits at Mount Kineo, and an exploration of the lake, or a t
rip dov.n the ;, branch of tho Penobscot lUvor (easily
reached by the ;1Northern Carryl1) or a cruise on the.: chain of
lakes and !,loose River, previously mentioned, will all prove
capital routes. IF
Referring to the steamer service, the booklet continued, all too

A number of -[ell-appointed steamers ply on the lake J meeting
all trains, and. a cruise on one of them will furnish ~ most
enjoyable side trip. Tho praises of this region have been
spread by brush, pen and tongue far and wide, and there is a la
rge gathering of pleasure seekers here every season. 11
News Report -1958 Par;c
Alas, the tourist days have all but passGd. The country remains a mecca
for sportsmen, but the tourist traffic on Moosehead Lake, like
the M.ount Kineo House, is but Cl memory. The only relic remaining of
the well-appointed steamers
is the little steamer IIKATAIlDINII, now
converted for use in towing 10e rafts, though it spends most of its
time tied up at Greenville.
Though the tourist days have passed, the railway hG.s become an
increasingly import.ant through traffic route. Ther~ is possibly no
other rail line on th.e continent olhosc traffic fluctuates so widely
bctwe()n summer and winter. Su:uncrs on tha IIShort Linen arc tranquil,
but as the falling lonves and turning colours horald the approach of
winter, the railway undergoes a metamorphosis, with extra freight
trains in either direction opernting sometimes less than an hour npart
around the clock. The through passenger trains, Nos.41 and 42, cross
the State of r-1aj_ne during the hours of darkness, so that the line can
only be viewed properly from mixed trains 517 and 518 which operate
daily in both directions between ~legantic and Brownville Junction.
These trains enjoy the generic mixed train title of liThe ScootH, and
combine periods of brisk running betwuon sidings, with long waits at
isolated sidi~gs for the through manifest trnins carrying import and
export goous. The wooden trestles at lilson I s Stream and Ship Pond
Stream have long been replaced by sturdier structures. rhe present
,lilsons Stream bridge is a steel viaduct some $94 long, but as far
£!s the writer is concerned, the impressive Ship Pond Stream Viaduct
at Onawa is easily the more spectacular of the t,IO t being some 1,227
feet long, a combined dcck plate girder and deck truss bridge resting
on concrete piers. Both of these bridges ,,fore erected in 1931, and
nre 123 above the streams thnt they traverse.
As we have noted, the Gnnadioln Pacific officiallycnds at Natta­
wHmkcClg, and between th~t point and Vanceboro, the rails of the r
Ccntrnl Railroc?_d are used by the C. P. R. on a … ,heclage basis.
At Somerset, the railway crosses D. ro~d which las once the road­
b~d of the Comarset R0.ilway, later a branch of the f4aine Central,
which wes abandoned some twenty years ago. About the same time, the
Bangor & Aroostook abandoned the old line to the Katahdin iron works
nbove Brownville Junction, … but ~the short brunch between the Junction
.:md Brownville itself, three miles below, on the main line of the BAR
to northorn ~~ine, still remains as an interchange. There is also a
BAR interchange .:It Crt:onville, ut tho ond of a branch which comes up
from Derby through Guilford. Near GuIlford is the site of the former
six-mile Tlionson Ruilrooldj the northern end of this former two-foot
guuL,e carrier at ~ionson, loiaine t vms but a scant ten miles from the
IIShort Line

Tr.?ffic originL.ting on the ilShort Line
is now practically a
thing of the past. There are a few pulp sidings along the route, and a
lumber mill and Plywood plant at Greenville, but all other traffic
is through freight, or interchange with the ~bine Central or BAR.
This W.:lS not always so, hoviever. Fifty years ago, there were nt least
two dozen saw mills along the line, and at least two major logging
one at Jackmnn, the other at Lowelltown. That at Lo
the Van yke mill, had tvTO engines, the F .M. Weld
and the HAlbert
Knightsll which, according to the diary of Engineer Small
hQd been
purchasGd from the Connecticut and Passumpsic RivGrs Rai road.
C.R.H.A. tIm-{s .(eport -1958 Page 19
(IIn~~i~A·.rIOH.L OF ILItm story continued on paGe 20 )
Biitish Coluabia .. :10 ctric
:~ailway 0!lds ~bil PEl.ssen­
ger Service
TH:; RBD-ArlD-CRi!:.;II CA1S JOLL3D OVI::t THi!:
Narpole-3teveston line of the British
COIU1:1.)ia :;lectric Railwc.y for the last
time on SatJ.rday, :;:;eoruary 1st, ending
all railway passenger service on Vlhat laS
once Canada 5 most e::ct.e~1sive electric
raihmy sy.:;tem. The Companys city lines
operated in four cities: Vancouver, Horth Vancouver, New Uestminstcr and
Victorie., and Gotalled lil0re tha!1 three hundred miles of track. In add­
ition to ti.1ese, the Corapany operated more than 120 miles of interurban, including the j7-mile track from Vancouver to Chillivlack, an
e.d.ditionnl route knOl,m [~s the:: Burn:!by Lake line betl;;een Vancouver and New
,:estr.1inster, and the lines of the Vancouver &. Lulu Island 1ai1ay, link­
in£ Vancouver, t.1arpole, Stc·.,eston and Ne,,-,, .lestminster. At one time
there Has an interurban out of Victoria servine Saanich Peninsula points.
linGs of the V of the lust passenger operation, and are the only part of the system
ilhich is still electrified. fhey are unusual because of the fact that t~1ey
are actu~11y oTned by th:;; Canaciian Pacific Railway, although all operation
is performed by BCi!:H trains. The main line from Vancouver to Harpole
ana the Central Park line from Vancouver to NevI ~jest:ninster vlere doubi0-
t;ac!cea, bL.t th0 Steveston, Fraser ValleY,!)urnaby Lake and d.1estminstcr,1
]. ine s wer0 5 inc1e tluck with turnout s.
operated r.l.iltIay business, its deck-roof cars sa-l nearl ~ fifty years of service,
out there ~:lere also arch-roof steel cars, Birncys and even thirty-five
PCC cars ac~uired dt:.ring ·.Iorld Har II, 1:1ich provided the last city
streetcar operc::.tion on Van:couvers route IS HASTINGS EA3T. They …. Iere
similnr to L.ontreal cars 3500-17. On the intc!urban routes, most of the
cars were heavy … !Ooden v0hicles, t-rith railroad roofs, but nCJer cars h0.d a
rch roofs e.nd steel-sho~Ghcd cCiltre sections. lbey I/Gre built by such
l:icll-knoim builders as Otta ….. la an,d S.:lint Louis, c-.l t:lOugh some fTere also
:~ .t. together in the C0L1~2n~/1 s ovm New ;Jest;n:.i.nster shops. ;:ost of t.he
interurban passenGer cars vlere equi1ped to run under mp,ltiple con:.rol,
but fHm this ms done, only one trolley pole was used, as the cars had
~)m{Jr junpcrs in <::...l~ iJ,;ioLl to t!~ose for control. 3witches for those ere
loc.s.te:: near thG ~~otorr.1Cln s seats at eit.her end of the c~rs, enclosed in
Joxes w:1ich .,;ere marked SUS LIH3i wl~ich must have mYDtified those who
id not kno ….. l vlhat a bus line lould be c.oing on a trolley car! (For the
uninitiated, the ,!ord dbusl as in bus-bar, etc., !cfers to a high-voltage
clcctric<11 conductor.) 1:1e BCGR was one of the fev1 electric railway
sYGt0ms to operate-observat.ion cars. T,o were operQted in Vancouver
~·.urin.:; the Sl.lrl1!.1:::r months.
,011 from r,:dls to rub)cr bec;C.n in t he early thirties, -lith
tiie replacement by motor busses of the lines in rIeH ·.!estminster. A.t the
end of ~,Jorld ~,ar II, si:,l:i.lar conver3ion took place in Victoria and later
in N
orth Vcncouvcr. Conversio!1 took place more slOtT1y in Vancouver, Thich
?ossessed an exto::lsive and heavily-travelled system, 2nd lms not
com.letcd until 1955. l~rolley c02.chcs !ere used for the majority of IGpi
acements, so tho.>c. tho BeER no,,; has the largest fleet of these vch~
icles in CanaJa, numJering 345.
Continued on Page 22)
· )
C.:1.H.A. NeviS Report -1958
Both lcr~ 4-4-0, f1.ncl they used to turn over twelve c~rs of new lwnbcr di.y to the G.P.ll.
But, liko ~hc tourist tr.::.dc;;, th~_s is cdl c. thing of the past.
i.hL: w·.oun l~ocl<::~_:lGd the sites of l{lscd the SCQrG of a pr0:nature civilizntion, and hns substituted
the nnturcl be.:1utir~s of ChI) i·1oose Riv·.;r in spring tu.!lbling over the
rocks its sou~cc, the sU!nm(;r stj,ll:1.·..::;::; of a pond at sunset, the
aut.umnnl glory of Schoo die L.::.kc Ttlith its JistEtnt glimpse of Mount K
atahdin, or tho sllO.,-lc.dun GVergreen boughs of mid-winter.
the next time t~lL~:i; you sec c. boxcar subtitled IJlntcrne.tional
, it mi..l.J serve to rec.:!.ll to you the picturesque
l50-i7lilc route of the Canndio.n P<1ci.fic through United States tnrrit­
ory which VIas built to brin8 the: M … .J.!itimus closer to Canada, ~nd whose
duo-cast course may .::;.lone lay trUl~ cl~im to the.: title of ••.•.•
,i lhe ;)hort Line r/.
OF 3T jAI·l
DURING THE YEAR 1957. the Canadian Pacific
Railway Company scrapped 233 steam loco­
motives, more thr:n in any other year in the
Companys history, in pursuit of its goal
of diesclization. Duri~g the same period,
152 :101 diesel-electric units lere acquired
made up of 113 road sNitchers and 39 yard s;Jitchers. Two diesel-hydraul­ic
OrI2 ines, anu two sU,prlementary ll..1its (four traction motors under a
lei~htcd frame, used in cOlljui1ction ilith a yard switcher), broubht the
tot.?l of new units ucqu:L:ced durin€; the year t.o 156. One diesel-electric
unit No.4016, ,was·1re,)l:.ilt into a. road switcher, No.8824, following a
collision durinf~ the Sll.Dl!ler.
Of the locomotives scra.pped, those of the 2-C-2 lheel arrangement
.ere most afi)cted, l+l encines of the P2 class, and 37 en[ines
of the PI class. 1;10 class85 d.isappeared entirely during 1957 J engines
582 and 6952 beine., respectIvely. the last engines of classes D9 (4-6-0)
and HI (0-10-0) to be scrapped. The two classes of 4-4-45 were reduced
o.rastically in number; hitherto all p.1etnes had remained intact, but
195750.>1 fiftccn out of a class of tVlenty Fls (2900s) and three out of
a class of five F2s (3000s) removed from the roster.
On the following page, the nu..rnbcrs of engines scrapped are given in
detail, as usu,~l, for the benefit of those ree,dors who maintain filGS of
such dot.:-ils. As usual, tlC shop at Jhich the engine was scrapped, as
,!,.ll as th-:: month, arc included b(;side each nUr.llber.
A)br(~vitltio~£ for the shops are explained as follows:
AU –
1M –
ON –
Angus Shops, r!ontreal.
~:est,oa Shops, ,linnipog.
don Shops, Cnl,g;ary.
Jue to time rmd. space .limitations, we regret that it …. lill
not b~ possible to publish tho year-end locomot.ive locations of each of
the systoms in the news ~port. It is hoped, hmvc:ver, that this inform­
ation may b(;; m:1de availa~l(; in separate form, at nominal cost, at a later
date, and an announcement. ·dll be made in thc~ Iflarch issue.
Nc>.s Hcport -195$
Page 21
D4 421.AN
G3 2396 AN Aug. M4
3404 ON Oct. PI 5192 AN Aug.
2400 i1 Nov.
11 Dec.
?I May
442 WI/ Aug. 2401
it May
3417 AN No!. . 5213 ON Aug. 457

n Oct.
If Aug.
,/ Oct.
II ·:)ec.
3454 ON Sep. 5245


2411 It June
3474 AN llay 521,8
485 11 Sept.
3477 .m

2419 n 1.lay
34;)0 11 0 ct.
5302 AN June
21,40 1M Nov. 3506
5307 IIVT May
D9 582 ON Nov.
2457 liN Oct. 3510
AN Nay
5314 l Feb~

3520 11/ Nov ~
It Aug •
mo 626 ON !pl.

Aug. 3563·AN
5318 May
G16 AN Nov.
252~ 1M
Feb. 5319
AN June
e22 oM ApI. 252
AN Oct. N2 3618 AN Aug. 5321
11 Apl.
823 n Feb. 252$
If Har.
3629 ON Nov.
5324 M July
::l32 AN Sept. 2537

3654 1M nec. 532/ II Nov;
036 if Nov.

H Oct ~
5329 AN Apl.
864 ON Sept. 2564 1M May 3726
AN Aug; 5331

n July
869 AN .iar. 25
80. Atl nec.
iJ727 Apl. 5332 AN Oct.
C76 11 July
2590 ON Apl.
Ii Dec.
5333 Aug. n80
2613 lIov.
3744 r·1ar.
5335 Novl 896
II Oct.
2623 AN
3751 Aug.
5337 eM July
92$ ON noc. 2621+


5338 Oct.
941 /T Nov.
2650 11/ Api.
5340 July
944 llN Dec.
2655 11 l-lar.
N4 3955 AN Sep. 5341
AN Dec.
998 (! Sop. 3956

5344 WI/ Sep.
1005 It hug.
G4 2711 111 Hay 5345
1017 Oct. 2712
Sep. PI 5103 AN I~y 5346 H Aug. 10}O
WW Nov. 2715
1; June
5106 II Aug.
5348 Dec.
lOJ+5,AN ApI.
July 5351
June 1
051 .. Sep.
Hl. 2805 All Nov.
115 Ii Aug.
5352 Dec. 1054 iay 2808

l-lay 5117 il J11.ay
II Aug.
1075 Sop. 28
17 II Nov.
5119 If ApI.
1079 ~Iay,

5123 WvI May 5356
AN Dec. 1
084< Oct. 2361
ON July
5H4 ON

5358 WW June
1096 Apl.
2862 1/ June
5129 AN

5359 Oct. (hllO, 11 H

5360 Sept. F1 29
11 WW l-lay
5136 VIll
5363 G51204 ON Oct. 2912
H Dec.
5143 AN
5371 AN Aug. 1225
AN Nov. 29
13 n Mar.

5373 11 11 .
.. ..
151. Apl.
5377 Oct.
Gl2202 AN Oct. 2915
ON Ilay 5156 ON July 5379
.. June

2916 ,riT Dec. 5158
AN June
53$$ VIW May 2227·
2917 Nay 5161 51 Sep.
5395 Sep. 2918
ON Oct. 5165 ON ~!ay
5396 Ail July
G3 2306 AN lela y 29

5166 AN 5399
Aug. 2318

29?l N June 5172 ON July
5402 Oct. 2327
2922 011 July
5173 WI June
5417 S
2331 IIIT I·jar. 2923
f Aug.
5176 AN ~lay
5770 ON Mar; 2335
ON Oct. 29
24 d Oct.
11 Sept
II Nov.
2925 AN July 5179

5778 Feb;
2337 AN Ilay 2927
jJ June
II l-1:?y
5787 S
2340 VPII I·lar. 5181
5$03 WI/ Oct. 2359
AN Scpo
F2 3001 ON ~lar. 5184 VIV June
5$05 June
2366 ON Feb. 3002
AN June 5186 AN I;lay 5806
if ApI.

51$$ 11 July
5$10 ON June
1/ Mar.
51$9 ,1;/ Dec.
94 AN June 1
·13 3369 AN June 5191 AN June
Cdt.H •. >. Hews Heport -195$ Page .n
Tl 5920 ON llay V4 6922 AN Nov. SU.!I I1l1Y: Class D4 : $
.j j,pl.
6924 IT:1 Fe). D9 : 1

5922 II r:ar.
6930 AH :~ug. D10: 26
,/ :ep.
Apl. Gl 3

5924 01 ApI. G2 15

5925 ., nay ~!l 6952 ON :1eo. G3 23

riu~ .. G4 3
,{ vee.
V5 6962 AN Dec. G5 2
,I lIlay
Hl 6


June Fl 15
F2 3

U3 6227 AN Feb. Class Tl 10 engines


U3 2
r.!4 12

V4 4
N2 10
V5 1
114 2
Wl 1
Pl 37
P2 41
Total 233
… .-
82 4
• j
-D.S.A. J~e.vallee
DeJR PAS -,!!:;;G~rt SE_,VICD (continued from page 19)
111e BC.c:~t alGo o;ms a local bus subsidiary knom as P.:J.cific Stage
Lines, so that as passenGer traffic vms lost t,Q automobiles after the
,,:.:.r, t:1G re,nainder liaS transferred to busses of this Company.. The C~1ill­
i,· line las the first to go, followed by Burnaby Lake and some tine
later by tIle heavily-travelled Centra+ Park line hlhich ran 66· trnitJ.s –
daily in 191. .. 7) and tli …. V.o.ncouvcr-3tcvcston line, 1hich Nns revised to
connect Hith the slowGr gRANVILLE trolley coach line at Marpole. lhe
Westminster line from Marpole to Hew ,qestminstcr l.:::sted until November
1955, and the Jtevcston line, 1:lich runs from linrpole over a dravlbridge,
S?~L1ninb the no:t~;, ;.ro of the lrraser River, onto Lulu Island and follois t..l0 conc
ession roads through the suburban municipality of .achIJond to
the little fishing port of 3teveston, on another branch of the Fraser d,elta
AS passenger service has disappeared, the companys policy has been
to purchase viesel lOCo,,10tives for f:i,~eir:ht service C!nd remove the over­
head wires. j,his has c.lrGady been done on all lincs exccpt Vancouver to
HeN cstminster via Ii.:lrpole and fran iiarpole to StevGston at the end of
1957. -;T:lere double track eXisted, it has been made sinEle, but rails
have been re:,loved from the second track only ,here necessary. Iiile
,)oarc;.s, whistlc posts, fl2.nE,er and crossing sizns have been erected
between the r.:::.ils. ~!hile passenger cars and stations have assumed a
d.ilapidated and moribund appear,~nce as if /<3.itinc: for the end, freight
·c:Cc1i:fic has increased as more industries locate along BeER tracks, < o
ffer direct connections ·,ith five other rail>lays. So it would seeCl that
the BCZ~1 1ill continue to operate as a raih1ay, even if not an electric
in the usual sense of the term.
~jOT~3 ntID Bl!.11S
I BY F0.(Jr;:;~~ ;wIIP t
e Steam en3ines vIill soon falloN the electric cars i
nto the realm of memory in 3ritish Columbia as its c
entennry aj,)proachcs. Bngine 3671 13.5 the
lCtst stGam enc:ine 0::-1 ti.1~ Pacific i1e
ion of the
Canadian Pacific ;hdl,!C.y; it was sent to Ogden
1 ________ —.!
J[~OPS in ~;ovcmber 1957. Canadian lTational still has about thirty steam
(conti~ued on page 28)
C.ILH.A. Nes ileport -1955
Page 2)
by R.Ii. :linns
TH a;TIREI,lENT of the last ten cars of th
is class on Hovamber 3rd, 1957, ended
the life of a highly successful group
of l·Iontreal street cars.
The 1325
Class foUoHed closely on
the heels of the 1200 Cltiss, and ,ere in fact identical insofar as length,
1tlidth, door and platforw a.rrangement, and general layout ,rere concerned. R
arely a month had passed after the 1200 ,;,as put in service when
No.1325 appeared on the street July 29th, 1913. To the public of liontreal
these cars presentcl
a distinct and novel a~)pearance inas:1Uch o.s they
~rere constructed -lith a single-arch roof. 111i5 Has a radical break from
the traditional ,111ontren1( roof, a modified monitor type, Hhich had
appeared on all closed city cars since the mid-Nineties. By 1912, the a
rch roof Has becominr popular in the United Jtates vlith car builders d
ue to its cheaper construction, less wei~ht for the required strength, .
and 10Vier outside heiE:ht from rail … /ithout sacrifice of inside headroom. lhe 1325 cl
O-Ss are believed to have been the first arch roof street cars
in Canada.
Another noticeable deviation from the 1200 s was the lide centre
front vestibule window, and the placement of route and destination Signs
inside the car at the top of the front Nindot>ls. Hone of these innofat­
ions, however, were responSible for the good performance of ti1e 1325 Cl
ass. ;nat the pu:,lic did not see Tas the better electrical equipment
then becoming available and used on these cars, notably the K-35 contro­
ller, a distinct advance over the K-28 and other previous controllers. No
st of these cars lere equipped 1tlith the iJestinghouse 533 or G.E. 241,
50 HP motors which had.. recently been developed by these manufacturers.
These Jere among the first totally enclosed., self-ventilating, street
rnilway motors.
Uo re
strictions ,lere placed on the use of these cars because of
grades, or clearances, and they were used on practically all lines of the
systeill at one time or another. £11e original order placed in Dec€)mber
1912, -TaS for 225 cars, and ::;lectric .rtailway Journaf reported that the
order t.laS divided ~qually bet1tJssn Ottawa Car NfC. Co. and Canadian Car
:: …. Foundry Co. It is interestine to speculate on how this !Quld have
been carried out J but the outcome las never to be known. As a result of
a deciSion in earll 1913 to buy 25 t1o-car trains from Brill (1525-1600
Classes)., the order v:as reduced to 200 -one ;~undred from each builder.
This constituted the largest group of a single type ever to be purchased
for the l,jontreal system.
rs built by Ottawa Tere numbered 1325 to 1424, and those by C.C.
Co ]0. 1425 to 1524. To te average citizen, they Tere identical. To the
practiced eye, the EIOst noticeable difference was a slightly flatter c
ontour of the roof at the ends of the C.C.F. cars. All lere equipped in
the nelly-built Youville Shops. The Ottawa group were put in service
between July 19th, 1913 and September 26th/. 1914, the C.C.F. group bet­
>leen October 17th 1913, and July 24th, 1911. For some reason possibly
shortage of equipment during 1:Torld .lar I, some thirty of the e.C.F. group
were spread out into 1915, 1916 and 1917. During the delivery of the
1325 class, a change las made from the light yellow exterior finish to
the green and cream scheme lhich has prev!liled on two-man cars up to
the present time. Photographic evidence shows that fifteen came in
yellol finish. Probably there Vlere more.
News Report -1958 :–ar-e 24
lTith good body construction, dependable equipment, no frills to get o
ut of. order, these cars per.for.ned well and were economical to operate.
fhey were comfortable and ideally suited to i:ontrEial t 5 topography and
climate~ For many years, they were heavily used on St. Catherine Street
and on lines using Park Avenue, as well as on Ontario, TTindsor and T.1e11-
ington lines. Few lere assigned to suburban lines. Around 1920, Nos.
1467, 1465 ere equipped for use on the Cartierville line. Then, in 1930,
tHenty lere specially equipped for use on the i·10ll..1tain line, as described
in a previous article. In early 1941, lIe find that 34 of a large group
stationed at St. Paul Division -Iere tired to ca:cry headlights for use on
the Lachine line. They supplied practic&lly all the service to Lachine
until mid-1957.
The 1
.325 Class figured prominently in the adoption of pneumatic door
ane. step control on Nontreal cars. In Aueust 1915, Ho.l474 was experim­
entally !fitted -;ith manually operated rear doors with folding lower st;ep,
–entrance and exit doors being operated separately. In imrch 1917,
rio.l476 became the first car in Canada to be ~quipped 1ith pneumatically
operated doors. In t~li3 experiment, the double doors lere operated in
unison, and automat.ically transmitted a la:ilp-signal to the motorman. An
auxiliary buzzer signal was provided on the conductors stand. Careful
tests were made in operation to compare t:lis installation lith the manual
system on 1474. It ,,,as definitely proven that. the air door system -las far
superior and warranted the expenditure of J175 per car. This includ­
ed re;.lOval of the rear bulkhead and placinG the conductors stand partia­
lly into the body of the car. Civic officials and the press vlere given
a dem.onstration of … ;0.1476 and considerable publicity was given to the
iJ:lproved comfort and safety to the travelling public, and the more effic­i
ent manner in ,hich conductor could carry out his duties. It was ann­
ounced that 590 of the Companyt s cars would be provided with this improve­
ment. lhis ambitious programme was
of cours9
neyer carried out. It.
,-!Ould have included the 800, 900, 7 3, 901, 12 0, 1325 and 1525-1600
classes. Nevertheless, 110 of 1325 class ;!ere so equipped in 1917. The
remaining 90 fere not done until 1925-26-27, along lith the 1200 class.
On the night of :lecember 10th, 1919, No.1420 caught fire ,-,hile stand­
ing in St.Henry yards and 1,1a8 almost completely destroyed. A new car was
built at Youville Shops -lith little, if any, of the original body.
Seats of a slightly different pattern 1;lere used ana. this viaS the only in­d
ication that 1420 was not an Ilorie;inalol althouf.;h it is claimed by some th
at other differences could be detected.
ll of this class were in active use throughout the thirty-year
period fro:n 1914 to 1944. After the war
more and more ,;ere confined to
rush-hour lines and extras although stil used extensiyely on Lachine,
:ellington, OntariO, Gtc. In 1943, the cross-seats ;lere turned in a
loneitudinal position on 115 of ti1ese cars as a war-tim~ measure, but
changed back in 1950. lIany had the seats rearranged -lith the right-side
cross-seats !noved to the rear half of the car, ti.lis providing better
passage through the car.
£he 1325 Class 1erS Nithdra\I1 from service over a period of six
) years, as f0110-.,s:
1 car (1378) 28 cars
, .,
1111 I ,
C.d.H.A. News Report – 1958 Page
1955 32 cars
1956 97
1957 30

• • • • • • • • • • • •
199 cars •
Une car r
emains; 1;0.1339, Nhich, at present writing, is stationed
at St.Henry as a spare for the Lachine line in case a heavy car is req­
uired to keep the line open in snO! storms. It is one of the twenty
that were equipped with dynamic brakes for the Iliountain line. There is
every reason to believe that No.1339 will be retained as long as a place
can be found for it to represent a type /hieh provided so much of the
street car service in Hontreal, so well.
26) LOCO!I.OTIV…s IN 1957.
3ettering the Canadian Pacific1s 1957 locomotive
programme by thirty units, Oanadian National
disposed of two hundred and sixty three locomotives
during 1957. As applied to the C.N.R., the term
scrapped does not necessarily apply literally; some
of these locomotives were sold for scrap as complete units, four were sold as working
units. while three have been, or will be, preserved for historical purposes.
£ngines in the following list are. with few
excb~ions. in numerical order. Numbe~s given in parentheses indicate a recent former
1, CAllADIA!! lIATIOl!AL O/IlEl) STA!1llA.IlD GAUilll 5:r;JAM j,OCOI10Tlv.l5:
Class ZIO: 80, 88, 93. E7: 713.
G16·~ 1140, 1145, 1157.
G17 : 1162, 1164, 1163.
H6 : 1307, 1314, 1315, 1349, 1355, 1360, 1364, 1543 (13J8).
Hl0, 1427, 1433.
1l3: 2093, 2099, 2114, 2124, 2173.
Il51 2187.
NJ: 2348, 2344, 2352, 2353, 2358, 2359, 2362, 2371, 2377, 2379.
1Il: 2408, 2413, 2430, 2433. 2436. 2443, 2447, 2452, 2J85, 2J87,
2427, 2431, 2441, 2442.
1T2, 2466, 2474, 2487, 2497.
N4: 2517, 2519, 2522, 2529, 2547, 2569, 2574, 2575, 2576, 2625, 2635, 26J8, 2639, 2641, 2642, 2643, 2647,
2658, 2810.
2714, 2728, 2734.
MI: 2822, 2827.
Sl: 3198, 32J8, 3266, 3271, 3343, 3405, 3418, 3419, 3421, 3425, 3427, }441, }443, 3451, 3474, 3476, J484, 3494,
3498, 3514. 52: 3563. 53: 3703.
Tl: ,,18, 4022, ,,31, ,,35, ,,36, ,,41.
T3: 4206. T4, 4307, 4309, 4310, 4314, 4317, 4330.
Jl: 5003,
J3: 5033, 5037, 5041, 5049, 5053, 5056, 5063,5075,5087.
5091. 5098, 5121, 5150, 5156,
J7: 5252, 5269, 5284.
Class In:
Nev!s Iteport -195$
5507; 5521, 55)5, 55)6,
5554/ 5555, 5556.
5573, 5574, 5582, 5587, 5592, 5595, 5613.
6009, 6012, 6020, 6026. 6134.
7220, 7225, 7307 (7228), 7315 (7204). 725).
Page 27
019: 020:
7)22, 7)26, 7)28, 7337, 7360, 736), 7372, 7375,7397,7409, 7410, 7415, 742).
7345, 7347, 7348, 7351, 7352, 7353, 7354.
7431, 7450, 7455, 7473, 7521.
7532, 7533.
P5: 8309, 8315, 8321, 8324, 8331, 8338, 8344. llS:
Central Vermont

464, 465, 466, 467, 468, 469, 470, 471, 472.
504, 507.
2. C.A1:~I.4.n N.ATIO~tA.1 Oin;.r.;:D ll.A…:~lW·l GA1J)E ST3AN LOCOHOTIVZS:
01ass R2: 303, 305, 308, 314, 316, 317, 318, 319, 320, 321, 322, 323, 324, 325, 326,
327, 328, 329.
J8: 593, 59/.;..
3. CA1:..nI.:1:: :J..TIOlT.At Oi!!tED DI3s::t ZLECTF.IC J;,OCO;~OTlVES:
Class GE17:
tf CR12:
GJL.ll-ID TEu1T>; ·.r:iSTZRl>l OWl·G~ STEA.U LOCOt·fOTIV::lS
Cl. 81: 3410.
S3: 3709, 3716, 3741,
J3: 5048.
018: 7477, 7478, 7481, 7483, 7494.
019: 7522, 7525.
81: 3521.
1981, 1982, 1983, 1984. Class gS:
~T2: 2L.t55. 2456, 24,57. 24.58, 21;60, 2461. 2462, 2463, 2464.
Class E): Central Vermont 450, 451, L~52, 454.
Total: 26) locomotives.
Of the ::oregoing locomotives. NeHfoundland lios. 308, 326 were sold to the Anglo-New­
foundland Development Co., in 1957, presumably for the Grand Falls Central Railway.
They join 4-6-2 s Hos.598 and 599 sold to the &800. in 1956.
Engine 713 has been permanently assigned to the Museum Train as an exhibit; No.S8
,·,as ac
quired by the Ontario Saint Laurence Deve1op::lent Commission to be used as an
exhibit at the Seaway Museum Fl.t :·:orrisburg, ,here it carries its former GTR number 1008.
~he City of Saint Johns. l::nd., will aCQuire !:!o.593 or lio.594 as a permanent exhibit.
The engine selected ,ill be noted in a future Netofs Report.
u •• _, •..••••
.leport -1958
____ . ___ Fage 23
g C<:!nadian l;1ltional l{8.ilv!ays is makine: surveys for tl,ro projected Yaihmy
lii1es. une of these Hill c:;,.tenu from Optic Lllke, near Cranberry Por­
tage, I·iE~n. J to serve no1,l r:l:i.nes of the Hudson Bay ~hning & Smelting Co.
at Cllisel Lake. It ~;ill be 52 miles in length, and construction will
. proba.bly be~in latG in the SUilll,wr. The rout..:; being survered is
-0 iUj–ne e 0 ;:h. ,·110 des ons C nd 11 n erOcct be ., ……. ~ ….. , .. u .• -·J ….0 v ….. ,-.-.,n.. H: Llv , ,.G., a .~ ,J.. J. ,
.:~n extsnsion of thB Canada [:, Culf i~c:· .. 1j.l1al il.ailway.
9 T~e Toront~ irar:.sit CO .. ::J.ission pl.rch.?sed thJ.!_t.Y PCC cars from Kansas
~J.ty, not ~2_ry as :£1.5 erroP130usly stated in t~le Jccemoer News Report.
.. ::1e:; .·ill cr:rry nUr.1:ers 4750 to L.779 irl order of their Kansas City
whic:1 WE:ro 52o, 535, 551 and seJ.ected units betv.)zen 727 and
794. lI1cy ,,rc all-electric cars i1ithout standee windoNs and were
buil t uy the :::.t. Louis Car Co., the first three in 1947, the others 1946.
e Iiat.ioll3.l ~1~,il1..oys in!:.c!1·:s to apply to the Board of Transport
COi,liJlissioners for peri,lission to discontinue rail passenger ser
be:twcen and l~itimat, B.C. A high~i2Y has no>;.) been completed
bs.tueen t:10se points, e.nJ the ti!i8F!-daily passenger servicc has begun
to lose noney. f:~e l,::il.12Y h8.S ,::.1:;0 a~plied to the provincial Public
Utilities CO:Jr,1ission for licenses to Op8r2.te JUS and truck services.
Kitimat was previously [,ccessibl(:: only by, boat or small aircr&ft.
9 It is expected that fork vdll be started year on revision and coo­
r:iination of the r2ih·18.YS of the Ot-::awa district in connection ,.lith the
=:~~tional C.:?pital FleW. fl~e railvi2_Ys in the C.rea arc to be operated by
0. termL1al conpany lhicD is to be set l,;.p under an o.grecment betvleen the C
NR, the CPR and the Fec!eral Jistrict Comi:::ission.
e Contrc::.ct
for the Victoria Bridee diversion at Montreal, in connection
liich tl:e seaway project, has been aw:.rded by tho C.I.i.:1. to the Bridge
2-:. Tank Company or 1{Gi.,ilt,on, Ontario. T!1c project Hill require some
13,000 tar.s of stecl, a:.1d is OnE; of the la.rgest such contracts awarded
in recent years. lcn(ors have been c2l1ed also for the concrete sub­
structllYc of the divorsion, which Jill provide an trains crossin;:-the Saint Lawrence 3ea.laY can.::tl at St. Lambert.
e Arnone paS3Gnger eqUipment scrapped by the Co.n.:ttlinn P6_cific Railirmy during
957 ,;(,re uusiness cars 7 2nd 2l~ and gas-electric cars 9006 and 9010.
The business cars ,10re opon-platf.ol~i11 cars used by Superintendents at
dudoury and :larnham. 9005 dnd 9010 had been out of service for some ye<1rs
An unusual !lpicgybackcnr beinc; tested by the Canadinn Pacific is No.
506000, & fl<1tcar 75 :Lcct long, currying tVlO speciCll 35-foot road trailer )odi
es. ~ight elcv<1tin[; i,;ings, four on each sic.a of the car, act.uated
by …. lir-operatcd j8.cks, [tid in trc..nsferrine; the 00dies from their own
ls to the car and viCE: versa. .I.~1e road w:1eels arc removable, and mn)
be rolled RV!,J.y for storage i,hen not in usc.
On Janu.::try 2nd, Union Steamshil-ls Limited discontinued .::tIl of its passen­
ger services [.lon~: the Briti3h ColwTI1:lia coast, which served many small
ports betHecn Vancouvc!r and StaHdr~. ·.Lhe five vessels v/hich provided
this serVice, C:aLCOTLr, CO:~UITL.Ar.:, C~i6SUN, CA~DE:nA and CATJ,.LA. The
COi:l)cUlY .:.lso o … ms five freight vGcs(;le. :topolteeUy, Canadian Pacific Ry.
vill 3.StiUffie service to 2 nura:Jcr of t~o ports formerly served by the
USSCo. tihis vdll, pre:.:su.rnaoly, Jy inserting these ports as way
stops on the route of ~hc SS Qlf.gEN OF IH;L NO .. 1TH (formerly PRINC3SS NORAH)
March 29th, 30th, 1958
Saturday -March 29, 195.
(A) Visit to Raitway Roundhouses where STEAM Power will be on view.
(Bus Tour) (lot. morning and afternoon)……… . …………………….. $2.00 per penon
(8) Tour of ran lines of Montreal Transportation Commiuion using historical Rolling Stock
(Afternoonl ……………………………………………………………………………………………… $2.00 per person
Sunday -March 30, 195.
eC) DOUBLE·HEADED Special STEAM Traln.,lighl power, via Canadian National Railways, from Mon:­
real to St. Johns, Cantlc, Valleyfield. Coteau, Glen Robertson, Hawkesbury and Montreal. Main
line and branch lines. As usual, many photo stops.IAbou_9 hours)
Bectrlc Engine in Montreal Tenninals ………………………………………………………… _ ……….. $6.00 per person
Box 22 -Station B, Montreal 2 CANADA
~rip Iv. IX $2.00 -$ ______ _

~rlp II x 2.00

Trip C: x 6.00

F …. Name
……. -.

~ese trips run concurrentty end may not both be taken. ChecJc ane or the other. Further Information
can be obtained from address above •

NOTE •.• Registrations recei¥ed by the PASSENGER AG&n AfTER Monday Mardi 24, 1958, will
be HelD In Montreal. These will be available to the registrant :the day of the trip upon presentation
of Identification to the PASSENGER AGENT OR to a member of the TRIP COMMJITEE aS$igned 0 the
particular activity.
The.e hip. are planned for your enjoyment. May we Incl,,e you alone of our poeng.,.?

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