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Canadian Rail 128 1961

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Canadian Rail 128 1961

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NUMBER 128 ~( ;« * DECEMBER 1961
This photograph was taken by Leonard Seton just an hour or so
before Lachine Station was closed for good at midnight, last June
4th, due to Canadian National diverting its main line through the
northern outskirts of the city. The rails were abandoned and
subsequently ripped up, and during the summer, Lachine Station,
stopping place for trains for nearly eighty years, was itself dis­
mantled and removed, marking the demise of yet another vestige
of the Grand Trunk Railway of Canada.
Trail Creek Tramwav
Trail Creek Tramway
As construct~d. 36 sauge. Circled numbers position of mileposts, from Trail.
Trail Stltion
Smelter lunctlon
Tiger switchback
Rouland Stati6n
End of track, LeRoi
l raj I
1,367 feet.
2,494 0
C.R.H.A. News Report
SEVERAL YEARS AGO, the first in­
stalment on the subject of narrow-gauge
railways in southern British Columbia was
carried in these pages, when we describ­
ed the rise and fall of one of the regions
most picturesque lines, the Kaslo &: Sloc­
an Railway Company. The K.&: S. was
opened in 1893 and pursued an interest­
ing career until 1908, when the forces of
nature combined to write finis to the
story of this small-gauge carrier.
A contemporary of the Kaslo &: Slocan
of the same gauge, and whose existence
is attributable to the same mineral boom,
is the Trail Creek Tramway, known also
Wlder its corporate name as the Columbia
&: Western Railway, whose three-foot
gauge rails wound up the valley of Trail
Creel, from Trail to Rossland, B.C .. on
a series of 410 grades, reverse curves and
switchbacks. This line is still in exist­
ence, operated by the Canadian Pacific
Railway, standard-gauged, of course, but
it began its career as the brainchild of F.
Augustus Heinze, a Montana mining man
who first exploited the mineral riches of
While gold mining claims had been
located in the valley of Trail Creek as
early as 1887, it was in 1890 that the first
five claims were staked in the Rossland
area by two French-Canadian prospectors.
Taking their ore samples to Nelson for
assaying, they were sO disappointed by
the results that one of them refused to
pay his recording fees. Finally, the min­
ing registrar at Nelson, E. S. Topping,
paid the $12.59 fees in return for one of
the five claims. Later, Topping sold his
claim, by then the LeRoi mine, for more
than $3,000,000: As it developed, the
original samples taken to Nelson were
found to be considerably inferior to the
general run of Rossland ore, and when
news of the strike had spread,. miners
flocked into the area; the result was that
when F .A.Heinze arrived in 1895, no less
than 1,000 mining claims had been staked
around Rossland. The prospectors arriv-
Page 159
ed by sternwheel steamer on the Columbia
River at Trail Creek Landing (now Trail).
They shipped their ore down the mountain
from Rossland over a wagon road to the
Landing, whence itwas taken down the Col­
umbia by steamers and so to the Americ­
an smelters.
Heinzes purpos e in visiting British
Columbia was to establish a smelter to
process the ore in the same vicinity as
the mines, thus reducing considerably the
bulk quantity which had to be shipped
out by steamer. A considerable saving in
transportation costs would be the result,
and as a consequence, Heinze built a small
copper smelter at the Landing in 1896.
At the same time, in 1895, he organ­
ized the Trail Creek Tramway Company,
which was to build a narrow-gauge railway
from the mining claims above Rossland,
through tha t town, and down the valley to
the Landing. Construction proceeded
through 1895 and into 1896. On April 17,
1896, the British Columbia Legislature
issued to Heinze a charter for a railway
to be known as the Columbia &: Western
Railway Company, which took over all the
rights and franchises of the Trail Creek
Tramway Company. In addition, the new
char.ter gave Heinze railway-building
rights through a considerable part of sou­
thern British Columbia. To secure these
corporate rights, one source has it that
Heinze, who was no novice with politicians,
entertained the members of the Legislat­
ure lavishly at a dinner in Victorias
Dria rd Hotel.
The railway was finally opened for
traffic over the sixteen-mile distance
from Trail to Rossland on June 1st, 1896.
It was originally equipped with three
steam locomotives, all 2-6-0s, and had
seyeral dozen small ore cars. The map
which accompanies this story was prepar­
ed from an original map of the Trail
Creek Tramway as constructed, and cl­
early shows the alignment difficulties en­
countered on the route to Rossland. As
PRge 160
countered on the route to Rossland. As
an example, the ruling grade, for west­
bound trains, was 4.8%: The former wagon
road, which the railway supplanted, is
also shown, in part. Heinzes original
smelter was built on the site of the pres­
ent lead-smelting section of the Consolid­
a ted Mining & Smelting Companys smel­
ter at Trail.
This original smelter was designed to
treat gold-copper ores. In 1897, Canadas
first gold ingot, weighing 250 ounces, was
poured at the Trail smelter.
The financial performance of the rail­
way was almost as good as the mines it
served. A statement issued by the Dir­
ectors at the close of the first full years
operation, on June 30th, 1897, showe:l
tha t 78,170 tons were moved, or a total
of 1,295,489 ton-miles of freight. Earn­
ings amounted to $194,279.00, consisting
of $32,160 from passenger, $154,368
from freight, and $ 7,751 from other rev­
enue. Operating expenses came to only
$97,392, leaving a net earnings figure of
$96,886: Interest and exchange brought
the total to $103,846. As a result of con­
struction of its line, the railway earned
a land subsidy from the Province of some
177,000 acres, of which it issued $4,000,
000 in land grant bonds. Heinze was the
President of the railway, the Superinten­
dent was F .P. Gutelius, and the Chief En­
gineer was W.F. Tye. The general offic­
es of the Railway were at the Landing,
now become Trail, British Columbia.
It was at this time that Canadian Pac­
ific was engaged in its construction of the
British Columbia Southern Railway, for
which assistance was provided under the
now-controversial Crows Nest Pass Agr­
eement. The story goes that Canadian
Pacific was very anxious to obtain the
charter of the Columbia 8. Western, but
Heinze adamantly refused to sell the rail­
way unless CPR bought the smelter also.
The Company was later forced to buy, to
obtain the railway charter. In recent
years, this charming story has been den­
ied, and some authentic sources claim
that there are indications that, far from
refusing to purchase the smelter except
C.n.H.A. News Report
under duress, the Canadian Pacific was
interested in encouraging industry and
traffic. Indeed, this is not inconsistent
with its policy elsewhere. At any rate,
the Company, at one time, considered
building its own smelter at China Creek,
between Castlegar and Trail, but with the
purchase by CPR of the Columbia 8. Wes­
tern Railway and the Heinze smelter, the
railway organized its own ore-processing
company with the result that the Canadian
Smelting Works came into being on March
1st, 1898. Through subsequent reorgan­
izations and expansion, this company be­
came what is known today as Consolidat­
ed Mining 8. Smelting Company Limited,
in which the Canadian Pacific Railway Co.
still reta ins contr oiling inte re s t.
In 1898 also, Heinze sold the railway
to the Canadian Pacific, for a reported
price of $ 800,000 including land. The
narrow-gauge line did not long survive its
incorporation into the C.P.R.; the larger
company set about immediately to com­
plete the standard-gauge connection from
Trail to Robson (now Castlegar), and con­
version of the Rossland 3-£00t linef:lllow­
ed, in 1899 or 1900. Much of the motive
power and rolling stock went to the White
Pass 8. Yukon Railway, then building a
line of the samenarrow-gaugefrom Skag­
way to Whitehorse, as a result of the Klon­
dyke gold rush.
While not strictly a part of the story
of the Trail Creek Tramway, it is inter­
esting to note that in 1912 and 1913, CPR
considered electrifying the Rossland Sub­
division, in view of the density of traffic
and steepness of grades. Four 75-ton el­
ectric engines are suppos ed to have been
ordered from Canadian General Electric,
but presumably the order was cancelled
before the work could be commenced.
F. Augustus Heinze himself, died at
Saratoga Springs, U.S.A., on November 5,
1913, at the early age of 42, of a liver
ailment. Mr. Gutelius was later General
Manager of Canadian Government Rail­
ways at Moncton, N.B., while Mr. Tye was
afterwards Chief Engineer of the Canadian
Pacific Railway Company.
See Page 171 for Roster
C.R.H.A. News Report Page 161
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OFFICIAL DIAGRAM of MTC Observation Car No.1; originally equipped with
33 wheels, these were replaced in AprU 1938 by 30 wheels, reducing overall
height from 119l to 11 8.



I . . .
.. ~
. . .
t 1.
the city of t-1ontreal, one of the
most familiar and spectacular
classes of rolling stock, to the
public and to railway amateurs
alike, were the four open~
observation cars. These popular
and pleasant vehicles were in
use for four or five months in
the summer of each year, regul­
arly making their ten-mile one
hour tour taking in the shopping
district, Fletchers Field, Out­
remont, and so around the moun­
tain to Snowdon, Sherbrooke St­
reet and back domtown again.
When the streetcars were finally
replaced by busses in 1959, the
observation cars, perforce, went
with them, and one lvlontreal
newspaper was led to comment
that the most regretted aspect
of the conversion programme was
the loss, to the public,of these
distinctive and unique vehicles.
One of the cars, No.1, was a
veteran in the service, and
when it ran for the last time in
the summer of 1958, it completed
fifty-three seasons in the ser­
vice of three transportation en­
tities, the Montreal Street
Railway, the Montreal Tramways Company
and the Montreal Trans­
portation Commission. Its run­
ning mate, No.2, was scarcely
less noteworthy, having been in­
troduced in 1906. Nos. 3 and 4 were
comparative youngsters,
having been built only as rec­
ently as 1924.
by Omer S.A. Lavallee
Not only was No.1 the par­
ent of the Montreal family,
but it was also the design an­
cestor of at least five other
cars of similar design which ran
in Canada.
Where did the other five
cars run, you will ask? Well,
older enthusiasts will remember Nos. 123 and
124 of the British
Columbia Electric Railway, which
were scrapped only about ten
years ago. Those with a little
more seniority as enthusiasts,
will also recall Nos. 1 and 2 of
the Citadel Division of the Que­
bec Railway, Light & Power Com­
pany, which were scrapped foll­
owing abandonment of the QRL&P
city system in 1947. But you
have to be a real veteran to re­
member the fifth car, which last
ran in passenger service over
thirty years ago, the pride and
joy of the Calgary tlunicipal
It is true that many cities
of North America and Europe had
sightseeing cars of various des­
criptions. These were largely
an outgrowth of the open-bench
car, and some of them are still
in use today on the other side
of the Atlantic. So far as the
author knows, however, the roof­
less, stepped design which the
surviving Montreal cars typify,
was peculiar to Canada, and was
not to be found outside this
Left: Montreal Street Railways original observation car, later No.1, when only one
month old. (June 1905) at Mount Royal Ave. and Park Avenue. Photo MTC.
Page ; &:i: TOP -Montreal Tramways Co. No.3, equipped with short-lived wartime
roof:j June 1943, McDonald and Monkland, Ville St. Laurent. Photo A. Cle·gg.
MIDDLE: Broadside view of Calgarys mirror-sided Scenic Car, in 1912.
BQTTOM: Quebec Railway Light & Power Co. No.2 at Place dAunes, just
outside the Chateau Frontenac in Quebec, about 1945. Photo A. Lafreniere.
Page 16-6: The author at the controls of QRL&P No.1, at St. Malo carhouse, Quebec,
just before the car was scrapped. October 1947. Photo A. Clegg.
Page 164
It was in 1905 that the
first observation car was des­
igned by Mr. D.E. Blair of the
Montreal Street Railway, and
built under his direction at the
Hochelaga Shops of the MSR. The
officers of the Company, then at
the peak of its prestige and in­
fluence, were a little dubious
of the reception such a vehicle
might receive at the hands of
the public. But, following the
completion of the first car in
May of that year, its acceptance
was immediate and spontaneous,
and the MSR resolved to build a
second car in time for the seas­
on of 1906.
The resulting Observation
Car, in polished brass, yellow­
and-gold livery and varnished
seats, when new and still unnum­
bered, was photographed outside
the MSR waiting room at Mount Royal and
Park avenues, with the
proud officers of the MSR occup­
ying the most prominent seats.
As the illustration shows, the
car was constructed in step
form, with successive groups of
four seats on progressively
higher planes, as the passenger
walked from the front to the
rear of the car. The design was
such that all seats offered some
advantages, and it was difficult
to decide whether to sit at the
front of the car and watch the
scenery approach from the low­
er level, or station oneself on
the raised upper portion and
look down with disdain and haut­
eur on the passing pedestrians.
It is noteworthy that, through­
out the careers of these cars,
the Montreal transport~tion
authorities always insisted that
the cars were intended for the
use of the citizens, rather than
the tourists. Despite this, it
was common in summer to hear the
distinctive Yankee accents of
Montreals prolific parade of
visitors from the great Republic
to ~he south, with their char­
acteristic comments –Look at
those outSide staircases, or,
referring to the pilgrims at St.
Josephs shrine on Queen Mary Road,
–~ou mean they go up,
all those steps on their ~?
C.R.H.A. News Report
In spite of the fact that
Montreals specimens never were
equipped with awnings to shield
the passengers from rain showers,
the first car was an immediate
success, and in the spring of
1906, the Montreal Street Rail­
way set about constructing a
running mate for the first car.
Numbered 1 and 2, the cars were
painted in the light chrome yel­
low paint scheme of the MSR with
elaborate gold and black striping
and ornamentation, which were
retained permanently thereafter.
The elaborate iron railings on
the cars were finished in gold­
coloured paint, the seats were
varnished, and two arches of
polished brass, mounted over the
front half and the rear half of
the car, each carried a beaver
emblem surmounted by a clutch of
five light bulbs in series, for
illumination of the car at night.
For four years, Montreals
two examples were the only ones
of their kind. Then, in 1910,
the first of the two Quebec
Railway cars came out for that
systems Citadel Division the
name used to designate the QRL&P
city lines as distinct from the
interurban Montmorency Division.
This car was rather shorter than
the Montreal cars, and unlike
them, was provided with an awn­
ing whic~ could be unrolled over
the passengers in the event of
In the following year,
what was already becoming Can­
adas longest electric railway
system, the British Columbia
Electric Railway, copied the
Montreal design closely, and
early in 1911, came out with two
cars of its own, Nos.123 and 124
painted green like the rest of
the rolling stock of the BC car­
rier. These cars had a total
length over bumpers of 459!
and generally followed the des­
ign of the Montreal cars except
for one notable and distinctive
difference –they were built
for the left-hand rule of the
road. The frequent coastal rain
visited on Vancouver made the
adoption of the Quebec-type awn-
Calgary Municipal Railway Scenic Car.

C.R.H.A. News Report
nings, a practical necessity.
In July, 1911, the Quebec
Railway, Light & Power Company
introduced its second car, No.2,
which, like No.1, was built at
the St. Malo shops in the west
end of the city.
With six cars now polishing
the rails of three of Canadas
major cities, it remained for
Calgary to produce the seventh
car in the year 1912. Several
differences distinguished this
vehicle in the Alberta citYi for
one thing, it was the only obser­
vation car not built by the own-
ing company in its own shops.
The Scenic Car, as it was loc­
ally known (evidently lacking a
rolling stock number), was a
product of the Preston Car &
Coach Company of Preston, Onto
It cost $7,500, and while gener­
ally similar in design to the
cars in the other cities, poss­
essed detail differences in
railings and ornamentation, had
an ungainly-looking Bathtub
front, and the awning was mount­
ed more or less permanently on a
steel framework, which was
tailored to conform to the roof
outline of an arch-roofed car,
with canopies over the conductor
and the motorman. Even in 1912,
Page 167
Calgary was not without that
flair for cowboy flamboyance
which more notably exhibits it­
self in the famed annual Stam­
pede: the cars side panels were
plate glass mirrors, and one
might say that the vehicle, in
every sense, reflected the
citys aspects and aspirations,
(if the readers will forgive a
horrible pun). What woodwork
remained after the decoration
was painted white.
The outbreak of war in 1914
arrested any further development
which might have been made in
cities other than the four which
already possessed observation
cars, though the Montreal fleet
was augmented in 1924, after
peace and comparatively normal
times returned. In that year,
the Montreal Tramways Company, which had
succeeded the Montreal
Street Railway in 1911, caused
two more observation cars to be
constructed at Youville Shops,
Nos.) and 4, of the same general
appearance and deSign as the two
earlier cars, but less elaborate
in detail. The cars were, how­
ever, constructed with steel un­
derframes, a refinement hitherto
untried on the observation cars
which had been built in Canada.
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by B. C. Electric Observation Car
Conductor Teddy Lyons
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Page 168
During the winter of 1921-
22, the Vancouver cars were al­
tered to agree with the right
hand rule of the road, which
came into effect in areas served
by the BCER Company on January
1st, 1922.
All of the observation cars
were two-man vehicles, and the
uniform fare was 25¢ a ride
until after the second War. In
Quebec, Calgary and Vancouver,
the conductor doubled as a
guide, pointing out places of
interest. In Calgary, the con­
ductor pointed a huge megaphone
at the properly-cowed passengers
but in Vancouver in later years,
one of the conductors, Teddy Lyons,
achieved somewhat of a showmans
reputation with a con­
tinuing potpourri of singing and
dancing staged by children along
the route, arranged beforehand
by this resourceful trolley im­
presario. At one point, the car
paused for a few seconds while a
second-storey photographer sn­
apped a picture of each carful
of passengers; prints were ob­
tainable a short time after the
journey was over.
~he Quebec cars were arr­
anged to connect with the inter­
urbans to Sainte Anne, and vis­
itors seldom failed to take the
observation car for a bilingual
tour of one of North Americas
oldest and most charming cities.
The operation in Montreal
C.R.H.A. News Report
was more sedate. The only con­
cession to the gay and carefree
atmosphere of the Golden Char­
iot was a panama straw hat
supplied to the motorman and the
conductor, which contrasted with
their blue serge uniforms. The
conductor blew a small referees
vlhistle to signal the motorman when
to proceed. After florId
War II, the cars were equipped
with less charming, but more
efficient single-stroke electric
bells for signalling, and the
garde-moteur was protected
from evening insects by wind­
shields installed in 1954.
Though this was a concession to
the motormans otherwise breezy
perch, it somehow destroyed the
open air II aspect of the Montreal
cars where the passengers, un­
like their counterparts in the
other three observation car cit­
ies, remained unprotected by a
roof awning. If it rained, there
was a disorganized scramble to
abandon the car, with the con­
ductor issuing transfers as
rain checks or for alternate
transportation. Weatherproofed
covers were unrolled over the
seats, the crew donned rainwear,
and the car made as swift a run
as possible to the nearest car­
house, —and shelter t
For at least one season in
the late 1940s, one Montreal car
was equipped with an electric
public-address system, and char­
tered by the Montreal Sightsee-
C.R.R.A. News Report
ing Company for tours when not
in use on a regular run. Sidings
and disused track at strategic
places enabled the car to wait,
unhampered, while the passengers
visited many of the citys plac­
es of interest.
The first car to be discon­
tinued was Calgarys, withdrawn
after the 1930 season evidently
as an economy measure because of
the DepreSSion. It was not sc­
rapped, however, until after the
second Var.
outbreak of the second
War in September 1939, had the
effect of removing the observat­
ion cars in all three cities
still using them, for the dur­
ation. In 1943, however, Mon­
treals No.3 was temporarily
pressed into service, equipped
with a makeshift roof, to carry
munitions workers on the Car­
tierville line. This arrange­
ment lasted only for a few weeks
until the MTC completed the 1175
class cars, which were designed
to use the observation cars
trucks and control equipment,
while the national emergency
lasted. Calgarys Scenic Car
was brought back into passenger­
less service, on at least one
occasion in 1944 or 1945, when
it was used to publicize Victory
artificial stimulus of
wartime conditions ceased to be
felt beginning in 1946 and many
street .railway systems which
might previously have been con­
verted to rubber-tired operation
now faced imminent abandonment.
The city lines of the Quebec
Railway, Light & Power Co., were
among the first to go, in the
fall of 1947, and the two obser­
vation cars were scrapped. One
of the last photographs ever
taken of QRL&P No. 1 is repro­
duced here, when it was moved Page
out of St. Malo Barn for Anthony Clegg and
myself, on October 4th,
1947. As we have noted prev­
iously, the Calgary car was sc­
rapped about the same time.
The two B. C. Electric cars
continued to run in Vancouver
in the postwar period, but with
a steadily-progressing programme
of rail abandonment going on
concurrently, they were taken
out of service in September,
1950, and scrapped not long
Now, only the four Montreal
cars were left, and they contin­
ued to operate regularly, summer
after summer, until 1958. Their
ultimate fate~ however, had been
sealed in 19,1 when the newly­
formed Montreal Transportation
Commission had announced a long­
term programme of bus substitut­
ion. The service survived until
1958 when steadily-dwindling
trackage retired them one year
before the cessation of all rail
operation, at Labour Day, 1959.
It is pleasant to relate
that Montreals four cars were
not included in the wholesale
scrapping of cars which followed
the abandonment. At this time,
MTC No.1, the prototype of all
the others, was promised to our
Association for its museum. A
second car, No.4, was acquired
by a private collector in Mon­
treal, while Nos. 2 and 3 have
been kept as part of the MTC
Historical Collection.
It is thus possible that at
some time in the future, it will
be possible once again to board
one of these cars and recapture
the exhilarating experience of
the IIride around the mountain

or to Kerrisdale, Sillery or the
South Hill -that was once part
and parcel of the outdoor life
of four Canadian cities.
Left: A happy carload of British Columbia Electric Railway Co. passengers in car
124, in 1948. Prints like this could be purchased at the conclusion of each trip.
Collection of Anthony Clegg.

C.R.R.A. News Report
BY THE TIME that this app­
ears in print, the locomotive
illustrated on the opposite page
will be well on its way to l-1on­
treal, and the Canadian Rail
Transportation Museum. There,
it will serve to represent the
smaller railways of Canada in
general, and the Maritime Coal,
Railway & Power Company in par­
ticular, whose property it was
until its acquisition by our
Association early in November-
Unlike some of the other
locomotive exhibits which will
be found at the museum, rendered
obsolete when only ten or fif­
teen years old, No. 5 was pretty
well up to human retirement age.
This engaging little 4-6-0 is a Yankee by
birth, having been
constructed by the Pittsburgh
Locomotive works in 1898. More­
over, it spent its early years
working for the Pittsburgh &
Lake Erie Railroad, before being
sent to Canada for sale to a
contractor working near Cochrane
in northern Ontario, at the end
of World Var 1. In 1920, it was
purchased by the Maritime Coal,
Railway & Power Company, and was
in regular use on that line un­
til a few years ago. For the
last three or four seasons, how­
ever, it was held for repair on demand
–but the demand never
came, and when the Maritime line
abandoned its service in July,
its three locomotives, including
No.5, were offered for sale.
Page 171
for Mu.seu.:an
The Association tried un­
successfully to have the loco­
motive donated by the railway
companYi however, the scrap
price of a steam locomotive
looms pretty large among the
liquidable assets of a small
railway such as the Maritime
Company, and at the eleventh
hour, the situation was saved by one
of the members, who kindly
loaned the Association the am­
ount of money necessary to ob­
tain No.5 for the museum. There,
it will become the fifth 4-6-0
in the CRRA collection.
Quite possibly, No.5 will
be the first locomotive to be
placed in our new building, to
await a cleaning-up and repaint­
ing in the spring.
We would like to enlist the
aid of our many United States
readers, to help us locate more
information about No. 5 while it
belonged to the Pittsburgh &
Lake Erie Railroad. Photographs
of the engine or engines of the
same class would be especially
welcome. We do not possess any
record of the P&LE road number,
but with a little ingenuity, a
student of the motive power of
the Pennsylvania-Ohio carrier
should be able to determine this
without undue difficulty.
Our photograph was supplied
by Mr. Bob Sandusky.
LOCOMOTIVES Contd from Page 160




12×18 31 Hinkley
Sold in 1899 to McLean Brothers, Vancouver.
12×18 31 Hinkley
Sold in 1900 to White Pass &: Yukon Ry.
14~18 36 Rogers
Sold in 1900 to White Pass &: Yukon Ry.
In 1898, when railway taken over by CPR, latter brought in Nos.
4 and 5 from Lethbridge, presumably from the Alberta Railway
&: Coal Company.
C.R.H.A. News Report Page 173
Upon receipt of my copy of the December, 1960, News
Report, I was at once struck with the cover photograph depicting
the decorated tram of the Ottawa Electric Railway passing through
the streets of Ottawa on Christmas Eve, 1897. Further research
brought to light more information on this probably unique custom
prevalent in the City of Ottawa many years ago. For the Street
Railway Journal, Vol. XIII, p. 96, (February 1897) contained an
article on the subject, an excerpt from which is here appended:
It is interesting to note in connection
with street railway parks and pleasure resorts,
that railway companies are beginning to in­
stitute novel parades, consisting of specially
decorated cars.
In Fig. 2 is shown another car which
also created a great deal of excitement when
it appeared on the streets. This car was
called Santa Claus and was designed by Warren
Y. Soper, of the firm of Ahearn & Soper. The
car was used on the street railway tracks at
Ottawa, Ontario, and made its first appearance
on the afternoon before Christmas. For some
days before Christmas the company caused
letters to appear in the newspapers dated at
various pOints between the North Pole and
Ottawa. These letters stated that Santa Claus
with his reindeer would appear in Ottawa on the
afternoon before Christmas and were signed by
Santa Claus himself. The result was that an
immense crowd gathered along the street railway
tracks at the stated time and the car met with
an enthusiastic reception. The car was covered
with imitation snow and ice, and on the top was
placed a representation of Santa Claus with his
reindeer and sleigh filled with toys of every
description. The car was filled with various
kinds of toys. The motorman and conductor were
dressed as Icelanders and an Eskimo stood
beside the motorman and played a cornet
throughout the trip. As the car proceeded
oranges were thrown to the children along the
Thus was
celebrated the Christmas of 1896 in our capital
city. The photograph which formed the cover of the December,
1960, News Report was, however, taken in 1897. Thus the practice
appears to have originated in 1896 and was continued at least to
1897, and perhaps longer. Perhaps one of our members with access
to contemporary Ottawa newspapers would care to look this matter
up, find the letters referred to, and perhaps ascertain the years
in which this special car operated.
The article also implies that in 1896 Santa Claus was
not portrayed by a real person; whereas the caption to the photo­
graph states that Santa Claus was played by none other than Warren
Y. Soper himself. Perhaps in the previous year Mr. Soper did not
allow himself enough time to acquire a sufficiently barbate
characteristic •••••••••••

CD;; Canadian Nalional Railways
NFrom … e.~ …..
e.D 0 ……………………………………………………. & Ret.
C> AUDIT CHECK-Not Good for Papage
-…l Thill check murt be detached and punched
L…….O. by FIRST CDNDUCTOR and forwarded ;!.h his
r–tioket collectioIll.
A most successful railway
excursion was operated out of
Edmonton, Alta., on Saturday,
October 28th, by a number of
miniature railway enthusiasts
who comprise the Northern Alber­
ta Model Railroaders. The train
attracted some 460 passengers,
and was operated from Edmonton
to Camrose, Alta., via Bretville
Jct., New Sarepta, Hay Lakes and Armena,
54.5 miles. The 109-mile
round trip was pulled by Canad­
ian National 4-6-2 No. 5114, which was
temporarily restored
to service to operate the excur­
sion. The individuals primarily
responsible for operating this
excursion were Mr. Gordon Kil­
burn, and Professor Eric II. John­
son of the University of Alberta
assisted by a number of friends.
Canadian National Railways coop­
erated fully and sympathetically
with the excursion, and a par­
ticularly impressive reception
was sponsored at Camrose by the
towns Chamber of Commerce.
special train, which
comprised No. 5114, a steam gen­
erator car, a baggage car, eight
passenger cars and an official
car, left Edmonton at 10:00 Ar-1,
after having been on display in
the station for about an hour
preceding departure. The trip
was adequately endowed with many
motorcaders, in particular at
the railway crossing with High­
way 16 near Clover Bar Bridge,
where there was nearly a mile of
parked cars waiting for the spe-
cial to pass. The sponsors of
the tr~p had obtained special
permiss10n from civic authorit­
ies in Edmonton to allow the
engine whistle to be blown with­
in the limits of the city, and
the familiar noise drew many
spectators. A moving picture
run was held at Armena, Alta.
The special train arrived
at Camrose at 12:35PM, to be met by some 400
citizens of that
town, a brass band and a recep­
tion which included a chuck wagon meal
at the Agricultural
Building, all of this sponsored
by the Chamber of Commerce. The
passengers were also taken on
tours of the town by autolIDbile.
No. 5114s water supply was re­
plenished during the interval
by the Camrose fire department.
The return trip to Edmonton was
made non-stop, except for
operating purposes, and the ret­
urn to Edmonton was marked by a
large crowd of Edmontonians, who
photographed the engine and tr­
ain and congratulated the engine
crew, Engineman M. Stefanyk and
Fireman J. Dunphy.
the passengers on
board comprised local people
from Alberta for the most part,
rail enthusiasts from as far
away as Saskatoon, Vancouver and
Seattle participated. With the
train booked to capacity, over
100 passengers were turned away
at the station on the morning of
On board the train, SOUi­
irs were distributed in the fo~nl
of a booklet by the sponsors,
a special ticket and sample cop­
ies of the train orders. The
staff of the Camrose Canadian
distributed a special edition of
their newspaper.
Our congratulations go to
the energetic and enterprising
individuals whose efforts made
the trip possible. It is to be hoped
that the encouragement
they received at the hands of
the public will cause them to
consider undertaking a further
outing or outings of this type
in the future.
Page 176
Railway schedules underwent their regular autumn pruning on Oct­
ober 29th; continuing the trend in recent years, some services were
eliminated entirely.
In the CN-CP pool zones, the Montreal-Quebec CP service was reduced
by one week end train in each direction, with the elimination of
No.149 on Saturday and No.150 on Sunday. Between Montreal and
Toronto., the regular day train No.14 is now replaced on Sundays by a
faster service, No.114, which performs the trip in one hour ~
than on weekdays. The night services between Montreal and Toronto
have also been affected s~ightly –Saturday night departures from
Montreal (No.21) and from Toronto (No.22) have now been combined
with Ottawa-Toronto night services (33 and 34, westbound and east­
bound, respectively) betweep Toronto and Smiths Falls, running via
Peterboro. There is thus no Saturday night train service on the
CP via Trenton.
Between Toronto and Chicago trains 19 and 20 have been eliminated.
Some slight changes in the Toronto-Peterboro scheduling have been
made with trains 388 and 389 affording a new evening round trip
between those cities on Saturdays. An attempt by CP to remove the
Ottawa valley local passenger service between Ottawa, Carleton
Place and Chalk River is now under review by the Board of Transport
Commissioners. Service between Toronto and Owen Sound has been
reduced to one daily round trip based on Owen Sound. • ••• In the
west, the only significant change has been the removal of trains
13 and 204 between Moose Jaw and North Portal, Sask., eliminating
passenger service completely, at least for the winter.
The Maritime Express, trains 3 and 4, now operates daily except
Sunday between Montreal and Moncton, NE, only. To replace it bet­
ween Moncton and Halifax, CN have inaugurated new Railiner RDC
services, trains 610-606 eastbound and 607-609 westbound. Train
No.59, The Scotian, now has an evening departure from Halifax
instead of in the morning as heretofore. Trains 625 and 626 daily
except Sunday between Moncton and Campbellton, trains 633-635 and 636 between
Levis and Riviere-du-Loup, and trains 31 and 32 between Campbellton and
Riviere-du-Loup have all been withdrawn. Rai1iner
service 631 and 632 (Riviere-du-Loup to Levis) has been extended to
Mont Joli to replace 31 and 32. • •••• On the Montreal-Portland ser­
vice, trains 16 and 17 will run from Montreal to Island Pond, Vt.,
and return only, the service through to Portland being restricted
to the summer season. Trains 643 and 644 running between Lyster,
and Quebec, have had schedules altered to allow for an afternoon,
rather than a morning departure from either terminal. Motor trains
621/622 (Senneterre-Noranda/Rouyn) have been upgraded to regular
trains 21/22. Similar improvement has taken place between Senne­
terre and Chibougamau with trains 197/198 once weekly and a mixed
train on one other weekday~ replacing tri-weekly mixed services.
On the GTW, trains 74 and /9 (daily-except-Sunday) have been cut.
New services trains 695/696 between Hamilton and Niagara Falls, re­
place eliminated trains 101-102 (Ex.Sun.) and 107-108 (daily) bet-
•••• •••••
a ••• w.1f
Recently, an agreement was signed
between the Federal Government, Can­
adian National Railways and Pine Point
Mines Limited, a subsidiary of Consol­
idated Mining & Smelting Co. Limited,
which holds extensive lead-zinc depos­
its at Pine Point, N. W. T., on the south
shore of Great Slave Lake. The agree­
ment provided for the construction of
a 438-mile railway from a point near
Grimshaw, Alta., on the Northern Alb­
erta Railways, to Pine Point, via Hay
River. This fall, the survey, which has
been under the direction of Major J.L.
Charles, of Winnipeg, was completed.
Gerald W. Baldwin, ly1.P. for Peace
River, said that there is a strong poss­
ibility that contracts for clearing the
right-of-way will be let before the win­
ter is over, thus perlnitting construc­
tion to start next spring.
The proposed railway, scheduled to
·be completed b!fore the end of 1965,
will bring into production a mine at
Pine Point which will initially increase
the gross national product by $25,000,
000 annually, and increase production
in lead-zinc ore, as time goes on. It
will also open up the last great reserve
of arable land in North America, as
well as large stands of timber and pulp.
The cost of the railway, approxim­
ately $85,000,000, will be contributed
by the Federal Governmentj the mining
company will guarantee freight charges
on at least 215,000 tons of concentrates
annually, for ten years, at $7.50 a ton.
The 438-mile route, which has been
under survey since last January by a
staff of approximately 40 men, working
out of a temporary headquarters at
Peace River, Alta., begins on the north
side of the Peace River between Grim­
shaw and Roma and extends 385 miles
to Hay River, a community of about
1,200 on the south shore of Great. Slave
Lake. Seven major rivers will be cr­
ossed: the Notikewin, Hotchkiss, Meikle,
Kemp, Upper Hay, Lower Hay and the
Buffalo. The most difficult crossing is
expected to be at the Meikle River, in­
volving a bridge more than 100 feet in
height, and of an as yet undetermined
length. The general terrain along the
route is said to be quite favourable to
railway construction, though there are
some areas of muskeg to be crossed.
From Hay River, the railway will ex­
tend 53 miles to Pine Point, on a route
ranging from 3~ to 10 miles south of the
south shore of Creat Slave Lake. This
route follows the old shoreline of the
lake, which existed in early geological
Construction of the railway will be
fa cili ta ted by the clos e proximity of the
Mackenzie Highway, upon which const­
ruction materials may be brought in in
Contd Next Page
ween Tor~nto and Niagara Falls. Other trains removed include 88
(ex Sun.·) and 91 (Ex.Sat.) between Niagara Falls and Hamilton and 92 (ExSat.&
Sun.) between Hamilton and Toronto. Bet1een Lond~n and
Toronto, No.16 becomes No.20 ( Between Toronto and North Bay,
trains 41 and 44 !except Sunday) will operate between
Toronto and Huntsville only. Between Jasper and Prince Rupert, one
hour has been added to the schedule of No.195 westbound and one
half hour to the opposite service, Train 196. Between Prince Al­
bert and Hudson Bay, Sask., Nos.15 and 16 have been replaced by a mixed
train. Similarly, regular trains between Kamloops Jet and
Kelowna have been replaced by Dayliner RDC services.
Daily-except-Sunday passen~er service between SaUlt Ste. Marie and
Hearst (Trains 1,2,3 and 41 have been lessened to trains land 2
thrice weekly between the Soo and Hawk Jet., and trains 3 and 4
four times a week between Hawk Jet. and Hearst.
The following money donations to
the Museum Fund are gratefullyack­
Mr. William W. Poley ……… $
Mr. Francis P. Gorha,n …. ..
Mr. Michael Bould ………… .
Mr. D.L.B. McColl ……….. .
Dr. John A. Corrigan ……… .
Mr. R.B. Graham ………….. .
Mr. Lawrence C. Hart. ……… $ 25.00 Mr. Charles B. MacDonald,Jr.
Dr. C.D. Shortt………………. 5.00 Mr. Edward Pfannkuche ……
Mr. D. Guigue ………………. .
Mr. W.T. Ritchie ………….. ..
Mr. N. T. Walton ………….. ..
Mr. A.L. Hamilton ………… ..
Mr. J.A. McEachran ……… ..
Mr. C.E. Morshead ………… .
Mr. W.C. Seaton ……………. .
Mr. C. Warren Anderson …. ..
Mr. LL. Looney ………….. ..
Mr. Roger Lefebvre ……… ..
Mr. Hamilton E. Pease ……. .
Mr. David H. Cope …………. .
Mr. Lawrence C. Hart (2nd
donation) ……… ..
Mr. Donald McClain ………. ..
Dr. Philip R. Hastings ……. ..
Mr. W. Lupher Hay ……….. .
Mr. Norman S. Eighmy, Jr., ..
Mr. Richard M. Binns …….. .
Mr. Lawrence Meloling ….. ..
Mr. Charles W. Campbell, Jr.
Dr. O.M. Solandt ………….. ..
Mr. Philip C. Myers ………. .
Mr. William O. Ashe ………. .
Mr. Francis D. Kirlin ……. ..
Mr. Kenneth C. Fincham …. ..
Mr. F. Benger …………….. ..
Mr. Delbert Matanin …….. ..
Mr. W.H.N. Rossiter ………. .
Mr. Howard P. Sell ……….. ..
Mr. E. Everett Edwards ….. .
Mr. Barker Gunmore, Jr., … .
Mr. David L. Ross ……….. ..
Mr. Peter Lyon …………….. .
Mr. H. Alfred Solomon, Jr., ..
Mr. J.H. Easton …………… ..
Mr. William D. Gray ……… ..
Mr. J.A. Collins …………… ..
Mr. John Cooshek …………. ..
Mr. Bruce Dunn ……………. .
Mr. Raymond G. Dickenson, Jr.
Mr. Charles E. Winters …… .
Mr. Donald Steinmeyer …… ..
Mr. Donald S. Robinson ….. ..
Mr. D.V. Dennis ………….. ..
Mrs. Honora Dufresne ……. .
Mr. Gordon W. Dickinson …. .
Mr. Charles Viau …………. ..
Mr. Albert Modler ………… .
Mr. Robert Burns ………… ..
Mr. Harvey Dust ………….. .
Mr. William J. Dixon ……… .
Mr. T.F. McIlwraith, Jr., …. .
Mr. F.W. Gallagher ……….. .
Mr. Christopher A. Evers .. ..
Mr. H.A. Henderson ………. .
Mr. John W. Riggs ………… .
Mr. Charles Harwood, Jr., .. .
Mr. Roger T. Holroyd …….. .
Mr. Edward Benson ……… ..
Mr. Donald F. Angus ……… .
Mr. LL. Porter …………… .
Mr. William G. Carruthers .. .
Mr. W. Bailey ……………. ..
Mr. Elliott Donnelley …….. ..
Mr. Frederick F. Angus …. ..
Mr. Frank Binns ………….. .
Mr. L.E. Johns ……………. .
Mr. Cornelius W. Hauck …. ..
Mr. J.B. Porteous ………… ..
Mr. Richard T. Braun …….. .
Mr. D.C. Domino …………… 5.00
TOTA L …………………….. $1~83-9~14
Previously acknowledged:
GRAND TOTAL …………… $ 16,299.14
5.00 Contd from Page 177
advance of the railhead. Curiously, wh­
ile the railway is to be built by Canadian
National Railways, the chief beneficiary
will be Canadian Pacific Railway, who
are majority stockholders in Consolid­
ated Mining & Smelting Company Ltd.,
at whose smelter in Trail, BC, the Pine
Point ore will be processed.
Notes and News
t An application has been made by the recently-dieselized Lake
Erie & Northern Railway, a subsidiary of Canadian Pacific Rail­
way, to abandon that portion of its line extending from Simcoe
to Port Dover, Ont., 7.0 miles.
t A track diversion on the Grand River Railway, between Preston
and Waterloo, Ont., went into operation at 12:01 AM, Sunday,
November 12th, 1961. This diversion was apparently partially
responsible for the recent decision to discontinue electric
locomotives on the GRR and its associate, the Lake Erie & Nor­
thern Railway, which was put into effect early in October. ,The
new line has the effect of lengthening the GRR Vlaterloo Subdiv­
ision by 6/10 of a mile, while utilizing 1.7 miles of Canadian
National trackage as a joint section. Stations discontinued are
at Freeport Sanatorium, mile 7.8; Centreville, mile 9.4; and
Courtland Avenue, mile 11.9. Stations on the new diversion are
at Parkway, mile 9.9; South Junction (CNR joint section), mile
11.3; and North Junction (CNR joint section), mile 13.0. Oper­
ation over the joint section will give exclusive right of track
to each railway within designated times, which are to be posted.
:A: On November 6th, a sales agreement was Signed between Nontreal
Locomotive Works Limited and the Republic of Argentina, whereby
the Montreal firm will supply some 70 diesel-electric locomotives
to the Argentine state railways. The order, for some $14 million
was Signed by Sr. Angel Ernesto Peluffo, Ambassador of the Repub­
lic of Argentina, and Mr. W.F. Lewis, the President of MLW. Other
Canadian companies which will participate in the order as prin­
Cipal equipment suppliers include Canadian General Electric, and
Dominion Engineering Limited.
t From the United States comes news that among the railroads which
are considering mergers are the Pennsylvania and New York Cen­
tral systems. Union of these two carriers would result in what
is claimed to be the worlds largest railway system.
The Sydney & Louisburg Railway has been completely dieseliz­
ed. The last major stronghold of the steam locomotive has now
followed in the steps of other Canadian common carriers with the
recent purchase of six second-hand diesel locomotives, bringing to
twelve the number of such locomotives purchased from United States
carriers in the last year. A Canadian Press dispatch from Glace
Bay, NS, reporting the step, indicated that 0-8-0 type S&L engines
88 and 90 were the last in service, about November 20th, and a
photo of No. 90 under steam was circulated with the dispatch. The new
diesels include six 1000-HP road-switchers from the Wisconsin
Central (Nos.2360,2362,2364,2365,2366) and one 660 HP switcher from
the Chicago & North Western RR (no.1202). All were apparently rec­
eived by the Sydney & Louisburg on November 6th, 1961. The ot~er
six diesels purchased by the S&L, in October 1960, are S&L Nos. 203-208
inclusive (ex Minneapolis & St. Louis 201,219,205,200,202,
217 in that order), all 1000-HP road switchers. A further M&StL
unit, No.20B, was bought by S&L in March 1961 for spare parts. All
are Alco engines, the C&NW one built in 1940, the M&StL ones built
in 1944-47 and the Wisconsin Central units constructed in 1950-51.
Page 180 C.R.H.A. News Report
:A: Plans to discontinue Dayliner
train service by Canadian Pacif­
ic Railway between Ottawa and Chalk River, Ont., have been pro­
tested by merchants and town councils along the line affected.
The Board of Transport Commissioners for Canada will hold a hear­
ing at Pemb.roke on December 12th, before coming to a decision.
Trains 260, 265 and 267 are affected.
:A: Six 4,000 h.p. diesel-hydraulic locomotives, which were ordered
some time ago by two United States railroads from Krauss-Maffei
A.G., of Munich, German Federal Republic, recently underwent
tests on the Semmering Pass line of the Austrian Federal Rail­
ways. The locomotives, intended for the Denver & Rio Grande
Western RR, and the Southern Pacific system, are valued at $350,
000 each, and are said to mark the first time in nearly fifty
years that U.S. railroads have purchased locomotive equipment
abvoad. U.S. firms are supplying certain major components.
:A: On Wednesday, October 25th, 1961, the Historic Sites and Monu­
ments Board of the Canadian government Department of Northern
Affairs and National Resources, unveiled a plaque in honour of
Sir William C. Van Horne at Canadian Pacifics Windsor Station
in Montreal. The plaque was unveiled by Mrs. William Van Horne,
daughter-in-law of Sir William, and the speakers included Hon.
Walter Dinsdale, Minister of Northern Affairs and Natural Res­
ources, Hon. Pierre Sevigny~ Associate Minister of National De­
fence, and ~tr. N.R. Crump, vhairman and President of the Canad­
ian Pacific Railway. CRHA was represented by our PreSident, Dr.
Robert V.V. Nicholls.
i Recently, demolition crews descended on the Canadian Pacific
Railways original Pacific coast terminal, at Port Moody, B.C.
The station, which was the scene of the arrival of the first
passenger train from the east, just seventy-five years ago last
July, ceased to be the Pacific terminal less than a year later,
when, in May 1887, an extension was opened into Vancouver. It
continued to serve Port Moody until recent years, when it was moved from
its site a short distance westward, to serve a sugar
refining company, then as an office of an oil company.
!:!EWS REP9RI: Published eleven times annually by the Publications
Committee, Canadian Railroad Historical Association.
EDITORIAL ADDRESS: P.O. Box 22, Station B, Montreal 2, Canada.
COMMITTEE: David R. Henderson
Orner S.A. Lavallee
John W. Saunders
William Pharoah
Anthony Clegg
Robert Half yard
Paul McGee

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