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Canadian Rail 143 1963

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Canadian Rail 143 1963

Issued 11 times yeady by
Canadian Railroad Historical Association.
APRIL 1963
London and Port Stanley Railway cars 10 and 6 were switching
boxcars at St. Thomas, Ontario, when this photo was taken
April 8th, 1955. They had arrived a few minutes earlier from
London, and a short while thereafter continued on their
passenger run to Port Stanley. Number 6 has sinoe been dis­
mantled, but Number 10 has found refuge from the scrap yard
by .oining the exhibits at CRHAs Rail Transportation Museum.

Canadian Rail Page 71
Drummond Colliery Dieselized.
A report has been received t..hat on ednesday, }lebruary 20th.
the DrUll!ll.Ond Colliery at liestville, Nova Scotia (nellr Stellar ton)
received a diesel-electric locomotive to replace its steam power.
Until last November, ti1e line operated two steam 10Cor.lOtives -one
No. 7260, purchased by the Intercolonial Coal Co. from the C.N.R.
in 1953 -the other, a 2-6-2 from a line in Geor~ia, U.S.A. The number
and exact origin of the latter engine is not known, but it
is called the Georgia Peach by the boys at the colliery. 7260,
which still bears its CNR number, is to be held for parts to keep
the 2-6-2 in operation, which in turn will remain on standby for
the diesel.
The diesel is a 44 ton unit with a Cummins Diesel engine and
was built by General Electric and sold to the Drummond Colliery~
Dosco. It was reportedly too li,~ht for Dosco s requiremen ts.
(Information from Mr.H.R.Thonuson
R. Tivy and Jack Easton.) –
formerly C.N.R. No.7260 -class O-14-c, built by the Canadian
Locomotive Co. in 190~. Its oriGinal Canadian National Rys.
number was 7075, formerly Canadian Goverrunent Rys. 809.
At a recent meeting of the Executive of the CRHA, the following
persons were accepted as associate members of the Association:
George E. Else
Anthony Leopard
James Badgley
RiChard Stewart
Liarcel Deschambault
Richard Davies
Robert Bales
Robert Hollins
Leonard Bachelder
John Borbridge
Harold McMann
Philip Hastings
,iilliam Richardson
Leonard Butler
Joseph Pollard
John Davis
Wendell Nygren
Bruce ;,;cCarvell
Thomas Bonnell
Cecil Barrett
It is with pleasure tnat we alillounce the affiliation of the
Asociacion Uruguaya Amigos del Riel with the CRHA. It is hoped
that other associations of railway enthusiasts in foreign countries
will also affiliate with the CRHA.
Every member is reminded to do his part to increase membership
in the Associa tion by sending names of interested prospects to lar.
Lindsay Eerreau. A membership kit will then be sent to name
submitted. It is by the help of members that the CRjIA has been
able to grow as well as it has. Vie hope that you will do your
part to assist.
The ;,luseum Corumi ttee thanks all those who h3ve sent in don­
ations to the ~,1useum Fund. By your continued support and further
donations, the museum cOill:tlittee will be a:Jle to match the successes
of 1962 during the current year.

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Canadian Rail
Trains Bid
Page 73
by Fred Angus
Following an afternoon and night of SXMstorm and wind, Sunday,
February 3, 1963, dawned cold and sunny in Canadas capital. One
hundred and forty emhusiasts gathered in Ottawas Union Station for
an excursion, organized by Bill Williams of Ottawas Hobby land ,
marking the cessation of passenger service effective January 27, on
the C.P,R. s 82.3-mile line from Ottawa to Maniwaki, Que. R.D.C.
cars 9114 and 9057 were ready and,after everyone had boarded, extra
9114 North left Ottawa at 9:30 am EST, exactly on time,
After crossing the Interprovincial Bridge and passing Hull,
the train entered the Maniwaki Subdivision. Here the undulating and
serpentine nature of the line became readily apparent, especially
when one was walking through the train. On the whole subdivision
there is only one stretch which is straight for as much as a mile,
and the comment was made that the tWist dance must have been in­
vented on the Maniwaki line.
About 10:20, the train reached Wakefield where the track runs
for a considerable distance along the main street, and soon a stat­
ionary photo stop was made at Wakefield station. Here, some of the
partiCipants availed themselves of the privilege of buying tickets
dated after the end of passenger service. The same activity was
later observed to a considerably greater extent at Maniwaki.
Another photo stop and runpast was held near Kazabazua (the
highest point on the line 601 feet above sea level), and then,
due to lack of time, a non-stop trip was made over the remaining
35 miles to Maniwaki, which was reached about 12:30 pm.
At Maniwaki, some of the excursionists spent the hour and a
quarter exploring the town and its surroundings. Those who chose
to remain near the station were treated to the sight of Plow Extra
8775 at work clearing the wye and some of the yard tracks. Many
pictures were taken of this interesting operation, not often seen
on an excursion, especially under such favourable lighting condit­
ions. Toward the end of the stay in Maniwaki, the ticket office
did an excellent business in one-way tickets to Farley, this being
the last chance to purchase tickets on this line.
The special left Maniwaki at 1:45 to stop soon after for a
runpast at a highway overpass. One further movie run was held near
Blue Sea, this run being possibly the most scenic of all. As the
R.D.Cs came through the rock cut on the edge of the lake, one
could not help imagining the days of steam, when 4-6-2s pulling
wooden coaches ran over these rails.
The farewell trip then proceeded, without stopping, to Hull,
arriving at 4:30. There, a delay was caused by waiting for olear­
ance over the single track to Ottawa. Before long the staff was
received and the train continued, aniving at Union Station at 5:10.
Quebecs snow-covered Laurentian hills and the pleasant
villap;e of jIIaniwaki form the background of this photo­
graph, by Jim Brown, of the Ottavla Valley Associated
Railroaders RDC special train via CPR in February.
Page 74 Canadian Rail
So ended passenger service on the line whose construction had
started in 1889 as the Ottawa and Gatineau Valley Railway Company. The
tracks had reached Kazabazua in 1893, then, following a change
of name to Ottawa and Gatineau Railway Company in 1894, the line
was extended to Gracefield in 1896. The companys name was again
changed in 1901 to Ottawa Northern and Western Railway Company, and
the following year construction was completed to Maniwaki. Follow­
ing amalgamation with the Pontiac Pacific Junction Railway Co., the
O.N.& W. Ry. Co. was leased to the Canadian Pacific on November 1,
1902. At the end, passengers were carried by a daily R.D.C. car
(except Sunday northbound and Monday southbound), but now this too
is a thing of the past, although the line will continue in use for
The success of the trip was most encouraging, and it is hoped
that this will be the predecessor of others in the Ottawa area. It
is recorded that the youngest passenger was only a few months old
but made the trip along with many a seasoned enthusiast. The CRHA
thanks Mr. Bill Williams who very kindly donated the entire profits
from this trip to our museum project.
An interesting postcript was provided by the fact that some of
the Montreal contingent returned on C.P.R. train No. 134 via the
North Shore, and found our old friends 9057 and 9114 in the train.
Some apprehension was felt regarding the possibility of these units
running out of fuel on the 125-mile trip since they had spent the
night idling in Ottawa, and then had made the return trip to Mani­
waki. However, Windsor Station was safely reached at 9:30 pm, and
so ended a most interesting day in Canadas Laurentians.
The number
of trains per route mile of railway
average over 9 per hour in Switzerland, compared with
only about one per hour in the U.S.A. No figure
is available for Canadian lines, but no doubt it would be
closer to the U.S. figure. Other countries fol­
low the Swiss lead as follows:
Netherlands almost nine trains per hour
Japan over eight per hour
Great Britain more than seven per hour
France almost four trains per hour.
The Swiss statistic is partly the result of an
average of 20 to 30 passenger trains a day on many el­
ectrified secondary lines. It is reported that on
one line, (the S.D:B.l the General Manager found that
if there were only two revenue passengers on every ad­
ditional journey (while the operating staff was avail­
able anyhow), this would pay for the additional costs
as compared with the rail cars and staff being idle.
Canadian National 2150 at Calder Yard, Edmonton, on June 25,1948.
This locomotive was class M-3-d built by Canadian Locomotive Co.
in 1912. Number 2164, recently sold to the Ontario Narthland Ry.
was Canadian National class M-3-e, built by Can.Loco.Co. in 1913,
and similar in all essential features.
C.N.R. Locomotives
during Diesel
a Steam
During 1962 the Canadian National Railways reduced their in­
ventory of locomotives by the sale or retiremen t of seven Diesel­
electric units as follows:
Class Built Disposi tion
3 ER-4b
G.E. 1956 International Minerals
& Chemical Corp. Ltd.
43 G.E. 1950 Domln.Steel & Coal
LS-4a C.L.C. Reitred and held as an
1930 historical item.
/8 GS-6a E.M.D. Retired.
10,/2 GR-12z G.M. 1960 Sold to Northern
10/,/ GR-12z G.M. 1960 Alberta Railways
8461 MS-,/a MLW. 1952 Acton Limestone Quar-
ries, Ltd.
steam locomotive changes during the year were as follows:
1533 sold to United Scale Models, Inc., Chester, Fa., U.S.A.
55/6 dismantled.
5588 to City of Windsor, Ontario, as historical item.
6000 dismantled.
6043 to City of Winnipeg, Manitoba, as historical item.
6060 to Jasper, Alberta, as historical item.
6066 dismantled.
Canadian National steam locomotives left on the roster as at
JanU9.ry 1st, 1963:
2164 ## 5114 616/ 844/ 2534 5,/00 6200
6001 6218
to Ontario
510/ 60,/7 6400 Northland
Jan. ,1963.
Page 76
Canadian Rail
~9 ~ ~il Transportat:J O~
Recent and Prospectjve Acquisitions.
–O.S.A. Lavallee.
During the autumn and winter months, the Museum made a number
of acquisitions for its collection, in the form of two electric cars
and one steam locomotive. Also, in the same period, neeotiations
were initiated for two more vehicles for the collection.
First of all, the month of November saw the arrival of our
second London & Port Stanley Railway electric interurban car, the
first being car No. 14 which was acquired two years ago. The second
unit, No. 10, as donated to the Association by the L&PS Railway,
after the southwestern Ontario railway had been approached by Hr.
Peter ~urphy of our ASSOCiation. This car was built by Jewett Car
Company of Niles, Ohio, in 1914, and was one of the first ser­
ies of interurban cars purchased by the L&PS when electrification
was undertaken in that year. It is somewhat shorter than, but of
the same general construction as No. 14 which was built three years
later. Cars 10 and 14 are equipped with the same multiple unit
control, givine the I·luseum a multiple unit train set for the first
time. The L&PS nai.lvJaY also offered to donate car 4 to the Museum,
but this ~enerous gesture was declined, with thanks, in view of our
storage problems. This unit is exactly the same as No. 10, but
lacks its traction motors presently. No. 10 was moved to Delson
in November. Like No. 14, the interior retains the oritinal var­
nished finish and stained glass windows. It also shares with No.14
the idiosyncracy of having a formed steel roof. Power collection
is effected by means· of overhead pantagraphs, and the cars operate
on 1500 volts DC, though there is apparently an unused circuit arr­
angement by which they can be converted, by the throw of a switch,
to 660-volt street railway voltage.
The next unit to be acquired was a Peter Witt type electric
car, the rift of the Toronto Transit Commission, and obtained thr­
ough the efforts of I·Ir. R.M. Binns who correctly felt that the ab­
sence of a Peter Witt car from our collection would be a serious
omission. The particular car has yet to be selected, but the TTC
has offered the Association its choice of one of the seventy small
Witt type cars which are in service or stored pending the opening
of the TTC University subway, or the one remaining large Vlitt,No.
2300, which was in use as a personnel training car until recently.
A committee of Montreal and Toronto members is expected to
decide upon the selection of the car shortly. In favour of No.2300
is the fact that it was the first Peter 1;1itt type car built in
Canada, and also the first such car acquired by the TTC, the unit
having been built by Canadian Car & Foundry in J!lontreal in 1921.
It would appear, hOHever, that some of the smaller units, built by
CC&F and Ottawa Car r.1anufacturing Company, are in slip:htly better
physical condition than No. 2300. vlhen the selection has been made
the car will be regauged from 410-7/8 to standard-gauge at Hill­
crest Shop, prior to shipment to Delson.
Canadian Rai 1 Page 77
In December, the Abitibi Power & Paper Company, who, it will
be recalled, has already donated two steam locomotives to the mus­
eum (they will be released when alternative motive power is made
available), offered us a third steam locomotive. This unit is an
0-4-0 saddle-tank engine, built by Montreal in 1916; it has been
employed in latter years at the Beaupre, Que., plant of Abitibi.
The road nwnber of this unit is 3, and it is our second saddle­
tank locomotive, the first having been No.2 of the E.B. Eddy Com­
pany, presently stored for us at Dorval, Que. No. 3 was moved to
Delson in mid-February.
Since the acquisition of the British 0-6-0T locomotive, a con­
siderable amount of interest has been exhibited in further enlarg­
ing our non-North American collection, with a few well-selected
exhibits. Though details can not be released at the present time,
the members may be interested to know that items for possible acq­
uisition now under negotiation include a Beyer-Garratt articulated
steam locomotive, and agenuine and original sleeping car from the
international European services of the Compagnie Internationale des
WagonS-Lits. In both cases, the principal deciding factor will be
the cost of their transportation to Canada.
. I
The above two photographs by Fred Angus, show the arrival
at Delson of No.6 from Ottawa, and its transfer from higb­
way trailer to rails close to the Museum Site.
— -r–
Original pIons L /nes I and Z
1IIII11lj Unde,-consrrucriol7
Vitre Sr,-,,,,r exTension
o Plans for Statons ,Pre,Pa,-ed

Plans /or SrarionS prepafed
and o/,Pro,Prta.t/ons 0,P/,,-oved.
Can ad ian Hall
Page 79
Montreals rapid tra nsi t system construction of which is pro­
gressing satisfactorily (see Page 42~ was extended another sixteen
blooks last month –on paper. Plans were announced that the sou­
thern terminus of Line 2 (generally north-south under St.Denis
and Berri Streets) would be moved from Place Viger-Champ de Mars
to Windsor Street. The extension would follow the alignment of
Vitre Street, just a short block north of Craig and St.Antoine Sts.
The rubber-tyred transit cars would pass under the CNR Viaduct be­
tween Central Station and the southern terminus of Line 3, ( the
Metro route through the Mount Royal Tunnel). Passenger transfer
would be made at this point and the possibility of equipment inter­
change as well should not be ruled out. The extension would re­
quire 4 additional stations –at Terminus Craig, Victoria Square,
the CNR, and Dominion Square. From this presently-proposed rapid
transit terminal, passenger access could be made to both Windsor
Station and the P.T.C. Autobus Terminal.
Work on the :f1fth section of Metro Montreal is expected to be­
gin within the next month or six weeks. The contract for constr­
uction of this section of line, which extends 4,200 feet from the
Cremazie Station to the Youville Yards of the M.T.C. was awarded m
Alban Janin Construction Limited.
Appropriations to build stations and entries to the under­
ground system were approved recently by the Montreal City Council.
Jarry Station, the Berri-Demontigny Station, and the Place des
Arts Station each were given appropriations of between $170,000 mn
$400,000, while the Beaubien and Jean Talon stations received sma­
ller grants.
Preliminary plans for ten of the station structures have been
approved by the Civic Authorities, as noted on the accompanying
sketch map. The Citys architects and engineers under the direc­
tion of Lucien LAllier, prepared ~he plans for Cremazie and Guy
Stations, while the others were submitted by outside architects.
Each station unit will consist of a platform level, an upper meza­
nine level and exits to streets and buildings. Plans provide for
commercial establishments, telephone booths and the like. Heating
of the subterranean structures will be by means of electricity.
:.:ontreal Star •
…. —-
System news·
ran ks
Canadian Rail Page 81
Notes and News
Edited by W. L. Pharoah
• Dr. O.M. Solandt, CNs Vice-President of Research and Development,
recently gave a word of encouragement to those partial to electri­
fied railways. Speaking at Sarnia, Ont., where the St. Claire
Tunnel Company not long ago discontinued electric operation, Dr.
Solandt said that there is a possibility in the foreseeable future
that Canadas railways will be powered by electricity. Dr. Solandt
pointed out that many railroads in the world are switching to elec­
tric power and that there is a distinct trend of thought toward
this system in our country.
a CNs Red, White and Blue passenger fares, introduced on May 1, 1962,
as a year-long experiment between r.10ntreal, eastern Q,uebec, New
Brunswick, Nova Scotia and Prince Edward Island, ill be continued
in that territory beyond April 30 and extended to the province of
Newfoundland. Market and traffic studies are now under way to
determine how and where the Red, White and Blue plan might be
introduced to CN passenger services in other areas.
* Railiners, CNs Budd R.D.C. s, have begun to sport their new exter­
ior colour scheme. One unit bearing the colours was released rec­
ently from the Winnipeg car shops. Both ends are reddish-orange.
A white CN symbol appears below the right cab window, and on the
sides the symbol is reddish-orange. The words Canadian National
appear in black below the roof line.
* The Board of Transport Commissioners has authorized CN to discontin­
ue its daily RDC passenger service betvleen The Pas and FUn Flon,
Manitoba, not earlier than April 28.
:a Passenger service between Glace Bay and Loulsbourg, N.S., was dis­
continued by the Sydney and Louisbourg Railway division of the
Cumberland Railway Company on March 1. Once a vital means of
inter-community travel between Glace Bay, New Waterford, Sydney,
and Louisbourg, passenger traffic on the railway disappeared years
ago with the advent of motor traffic and inter-city bus services.
Railway officials said that use of. the passenger service was neg­
ligible and does not warrant replacement of the passenger-carrying
eqUipment in use which had been condemned.
* CN is seeking permission to abandon a 25-mile branch line which is
losing money at the rate of nearly $20,000 a year. The line runs
from St. Peters Junction to the community of St. Peters, N.S.
Its chief source of traffic was the Mindamar copper, lead and zinc
mine at Stirling. The mine ceased operations in 1957.
* The Canadian National Railways has ordered 628 miles of rails,
representing a $9 million job for Dosco. The rails will be used
for track improvement across Canada. Mr. W.L. Clark, in his
As /e See It column in the Windsor Star points out that, These
orders indicate the railroads do not consider their futUre is
entirely behind. them. They have definite plans to keep the trains
rolling for years and years.
Page 82 Canadian Rail
~ Transport Minister Balcer says that the Government intends to pro­
ceed immediately with the construction of a proposed 57-mile CN
branch line along Quebecs Gaspe peninsula, in spite of a prelimin­
ary field survey report indicating higher costs than anticipated.
An amount of $16,100,000 was approved by Parliament last March.
Should the Conservatives be returned to power, an amendment to the
authorizing legislation will be presented to Parliament at the next
session to cover the increased costs.
a The Quebec Trucking Association aaid in a resolution passed at its
annual convention in Montreal that three United States railway
companies have benefitted from $50 million in Canadian Government
subsidies to railway line~ in Canada. The resolution, which did
not specify any period of time covered by the subsidies, said the
Toronto, Hamilton and Buffalo Railway got $133,046 of this money,
the New York Central System $111,590, and the Chesapeake and Ohio
a The biggest coal train ever to leave Cape Breton was moved out of
Sydney, N.S., during February. Four locomotives hauled 55 large
hopper cars of Dosco coal en route to antario and Quebec. The
total load was nearly 4,500 tons. This winter Dosco is shipping
more coal than ever by CN and up to 200 cars of coal and steel
leave Sydney daily.
a In this age of diesel locomotion, it is unusual to read an account
of the delivery of new steam locorr,otives to a railway administrat­
ion. But the Railway Gazette (England) has recently announced the
delivery of two steam locomotives by the Hunslet Engine Co. Ltd. of
Leeds, to the 26-gauge Nepal Jaynagar Janakpur Railway. The
engines are outSide-cylinder 0-6-2 saturated-steam side-tank engines
with 2-ft.9-in. diameter coupled wheels and a tractive effort of
6,413 pounds at 75 percent boiler pressure. The boilers are pressed
to 160 pounds per square inch.
Side-tank locomotive for Nepal Jaynagar Janakpllr Railway
Canadian Rail
Page 8:3
Return to Yesterday.
by Robin Clifford
The early-morning sun was just visible over the tops of the
verdant maple foliage as Mac and I started the car and headed for
adventure. In a matter of hours, the small villages dotting the
Montreal -Quebec highway were but memories. Once past ~ 2, the
tortuous road contested each mile with the automobiles independent
front suspension but, finally, we arrived at La Tuque, Que., the
real jumping-off point for this historical sortie.
Our goal was, of course, a railroad. The line in question had
been a branch of the Quebec and Lake St. John Railway which was
built to tap the fast-growing Lake St. John area of northern Quebec
and to provide a railway connection with Quebec City and Montreal.
This branch had been forged through the Laurentian Mountains from
Linton to La Tuque, situated on the banks of the St.Maurice River.
A new line was later built through La Tuque and the Quebec & Lake
St. ~ohn Railway connection was abandoned. Fortunately, not all of
the line was taken uP. A group of outdoor enthusiasts had a lodge
deep in the forest on Lake Wayagamack, and decided to use the rail­
way to get in and out. The motive power consisted of small, power­
ed section cars. This operated until 1958 when the track was taken
up to make way for a logging road.
The morning after our arrival we set out to explore the area
and, in a short time, reached the point where the old line once met
the CNR. After some searching we realized that what looked like a
little-used farm road was, in fact, the abandoned roadbed. We
headed cautiously along this roadbed and, after crossing several
acres of flat farm land, we came to the river which drains Lake Wayagamac
into the St. Maurice River. The original abutments of
the railway bridge were not only in sight but were being used to
support the road bridge. Looking around, we found a few spikes
left when the rails were lifted. We continued across the bridge
and found ourselves engulfed by the thick, green forest. Ahead,
the road banked and curved gradually into thick, verdant foliage.
Little imagination was needed to see ten wheelers rushing through
this leafy tunnel and sprinting across the fertile farmland that
lay ahead. Suddenly we emerged from the cool forest and were bath­
ed in sunlight. Before us lay scenery which Mac so eloquently
described as wow. The picture centered on a lake. The mountains
in this area run north-south along the St. Maurice River; at this
point, however, the Wayagamac River provides an east-west gap in
the mountain range and it was through this gap that the Q.& L.St.J.
ran its roadbed. The roadbed which had been running north-south,
now ran along the periphery of the llUre, making a ninety degree turn
away from the St. Maurice, east toward the mountains. All around
the lake towered mountains, coated with the green velvet of summer. The
lake was a deep blue and, what was extra special, untouched
except for the roadbed at its edge. Across from us, the existing
line inched along a ledge high above the water. The Q.& L.St.J.
lihe, after skirting the lake, had crossed beneath the present CNR
11ne and made ready its assault on the mountain.

Canadian Rail Page 85
We eagerly followed the roadbed around the edge of the lake,
only to come upon a large wire gate across the road bearing the
sign, NO ADMITTANCE WITHOUT PASSES. We were further informed
that these passes could be obtained no closer than La Tuque. Real­
izing that we could not proceed further, we turned to head back.
At this point, we decided to re-create a trip which might have oc­
curred when ten wheelers, not automobiles, ruled this rustic road.
The car windows were cranked up, }i!ac readied his cameras, and we
were off. The car built up speed quickly: the indicator reached
50 m.p.h. and held steady. Within seconds the deep blue waters of
the lake rushed by the side o~ the car and the road ahead banked
slightly toward the lake. I gripped the wheel firmly but the road
was unusually smooth considering its dirt surface. We were halfway
around the lake when the road straightened and the opening in the
forest rushed at us ~i th alarming speed. Swish! The cool darkness
of the woods swallowed us and I could just make out the road ahead.
Flecks of light flashed by the car windows. Suddenly, the road
began a long, gradual, banked curve. The trees rushed past. I
pictured new arrivals in Canada sitting in the wooden coaches,
watching the endless forests slip by and wondering how there could
be a city in the midst of ~his wilderness. But city there was and
to us it appeared first as a speck, rapidly growing as we approach­
ed until, suddenly, we were out of the forest, across a bridge, and
into town. We looked back. Dust trailed off into the woods and
out of sight. To me it looked like rising steam from a pounding
4-6-0 but Mac assured me it was only dust stirred up by our gasol­
ene-fired 2-2-0.
After lunch we visited the pulp and paper mill. Mac observed
that the rail line servicing the mill looked old. He had to know
its history so we searched around town for oldtimers who could tell
us the towns history. A school teacher told us that the line was
indeed h~storic; it was the original Q.& L.St.J. line in the town.
In fact, an old abandoned shed near the mill was part of the orig­
inal station. It was at that station, said our teacher, that I
arrived as a child from Ireland.1! We went back to investigate and
traced the track from the shed through the town. It came out and
met the CNR where the abandoned line left off. Looking in both
directions at the junction, we could see that the line ran straight
from the depot to the bridge. It certainly was the logical place
for the rails to go and there was no doubt that this was the orig­
inal line.
Ye returned to the town: Mac toak some pictures of the old
freight shed and the line, then we headed back along the St. Mauri­
ce, bound for }i!bntreal. As I looked up at the mountains, I con­
templated the problems which must have been faced in building the
railway. I turned to speculate with Mac about those adventurous
days. Too late! Mac was dead to the world, no doubt dreaming of
days before paved roads and automatic transmissions of days
filled with mournful whistles and staccato voioes of strain in g
10comotivesAand wooden coaches filled with new Canadians eager to
play their role in the destiny of their great ne,~ land.
Japans super-express train, ~Dream. reaohed a speed of 151.88 mph.
on test rune during March, the National Railways announoed. The test
was conducted for the new Tokaido line from TOkyo to Osaka. An off­
icial said the top speed was developed by a four-coaoh eleotric train
and held for one minute on a 20-mile model sector of the new stan­
dard gauge line now under oonstruotion. Target for completion: 1964.
Page 96
Canadian Rail
au.c. University Su6way Opens
Heralded by widely-varying editor­
ialopinions from two of Torontos lar­
gest newspapers, the University Street
extension of the Toronto Transit Com­
missions Yonge Street subway was op­
ened over a two-mile length on Thurs­
day, February 28th. The first train
over the extension, consisting of six
aluminum 75-foot cars recently con­
structed by Montreal Locomotive Wor­
ks, was set in motion at 11 :15AM on
that day when Premier John Robarts of
Ontario threw a switch changing a block
signal from red to green. The train
then left St. George station, at the outer
end of the new extension for the eight­
minute trip to Union Station, where the
train continued in the regular nine year
old Yonge Street service to Eglinton
Dignitaries making the first trip
over the $ 45 million extension included
Premier Robarts, ex-Premier Leslie
Frost, Lt. Gov. J .Keiller Mackay, Tor­
onto Mayor Donald Summerville, TTC
officers and others. Five new stations
were opened concurrently along the two­
mile extension, St. Andrew (at King St.),
Osgoode (at Queen St.), St. Patrick (at
Dundas St.), Queens Park (at College
St.), and Museur:!!… (south of Bloor St.).
The names were chosen to avoid duplic­
ation with stations on the Yonge street
portion, exactly parallel a few blocks to
the east. The newly-opened section
gives the Yonge Street rapid transit line
a J-shaped route.
Reaction of two of Torontos largest
newspapers was mixed, with a congrat­
ulatory editorial in the Telegram
sobered somewhat by a cautious piece
in the Daily Star who felt that the
nine-year interval since opening of the
first portion of the Yonge Street line

IL -Wellesle~

. /,-=
Toronto Transit Commission
University extension of Yonge
Rapid Transit Line.
should have produced more than two
miles of subway.
But if there are second glances at
what has gone before. the rail rapid tr­
ansit system has a bright green light for
the future. with plans under way to step
up completion of the east-west Bloor
Street route. SO as to enable opening to
occur in 1965 or 1966 rather than the
planned date of 1967. Until the Bloor
line is completed. the TTC has estimat­
ed that the University extension will run
at an approximate $1.000.000 -a-year
And though the Bloor line is still a
few years from the time that it can be­
gin to function as a part of the TTC net­
wor k. plans are already in the works to
extend it at either end –westward to a
point west of Royal York Road. and in
the other direction, to the St. Clair­
Warden Avenue section of Scarborough.
A further extension of the Yonge Street
line north from Eglinton to Sheppard
Avenue, and another northward-bearing
line along the planned Wilson Avenue
expressway are also under scrutiny to
give Toronto a 30-rnilc, $500 million
rapid transit network before 1980, by
which time the population of the metro­
politan area is expected to exceed two
Service interval on the Yonge line,
including the University extension. is
two-and-a-half minutes in heavy-traffic
periods, and three -and three-quarter
minutes at other times. The outer ter­
minal at St. George will eventually be a
two level structure, with the other level
serving the Bloor-Danforth subway.
Concurrently with the opening of the
new tunnel, street cars were removed
from Bay and Dupont streets. with a
substitute service being rendered by a
bus route on Bay and a trolley coach
line along Dupont. It was originally
planned that the University subway op­
ening would also see the retirement of
seventy Peter Witt type streetcars.
the last of a fleet of several hundred
once owned by the TTC, but it is now
rumoured that ten of these cars will be
retained for standby service owing to
unexpected deterioration in some of the
early PCC··type streamlined cars.
Opening of the 1.96-mile University
extension gives Toronto a total of 6.53
route miles of rapid transit line in op­
eration. affording a potential of 80,000
passengers an hour between Bloor and
Front streets.
As reported elsewhere in this issue, the Toronto Transit Commission agreed
to donate a Peter Witt type streetcar to the As socia tion s museum, upon ret­
irement of these cars coincident with the opening of the University subway. A
few days before this event, the Associations Railway Committee, after careful
deliberation, selected the one remaining large Witt car, No. 2300. the TTC
hilving left selection of the individual car to our Association.
The second such car to be preserved for historical purposes, No. 2300 has
great historical significance. It was built by Canadian Car & Foundry Company
in Montreal in 1921, and was the first Witt car to be built in Canada, and was
also the first for the TTC. These units marked the turning point for urban tran­
sit in Toronto. as they were the first to be bought by what was then known as the
Toronto Transportation Commission. The TTC took over transit from the for­
mer Toronto Railway Company on September 1st, 1921, and the first Witts.
including No. 2300, were placed in service one month later, on October 2nd.
Shortly, No. 2300 will return to its place of creation, after more than forty
years service in the Ontario capital. Before shipment to Montreal. TTC Hill­
crest Shop will convert the car to standard gauge from the TTC 4 10-7/8 width.
Them ••.•. commuters are almo st as destructive as hockey fans.
-Doug Wright, Montreal Star
[JlabliJh,J 1932 • :Box 22 . Slalioll:B JUolllrtal 2 . Quebec • {llicorporaleJ 1941
CANADIAN RAIL: Published eleven times annually by the Publications Committee, Canadian Railroad
Historical Association. Subscription: $ 2.50 annually.
Anthony Clegg.
William Pharoah.
John W. Saunders.
Jeffrey Forrest.
Robert Half yard.
Omer Lavallee.
Frederick F. Angus.
Peter Murphy.
Al Iw 5 W(ole before you
moc, lIend u. a Jeller, • card.
or u post-oHlet· chnn,e-of.
.ddr~ form Icilio. u. both your
OLD and your NEW adqrC»et.
OTTAWA VALLEY: Kenneth F. Chivers, Apartment 3,67 Somerset Street West, Ottawa, Ont.
PACIFIC COAST: Peter Cox. 2936 West 28th Avenue. Vancouver 8. B.C.
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SOUTHERN ONTARIO: William D. McKeown. Apartment 201. 859 Kennedy Rd •• Scarborough. Onto
Copyright 1963 by CRHA

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