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Canadian Rail 151 1964

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Canadian Rail 151 1964

Number 151 / January 1964
t ~~TO THE—. f
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i t

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I JlNglIY 28 TO 31,1885 !
i Tickets to MONTREAL a.nil RetUIU to go from •
i Ja.n1WY 26th to 30th, incl)lSive, a.nil to retUIU till •
•• February 2nd., 1885, at following ntes: ••
+ raoll ,U,L STATIOn BETWEO t
.. ..
• Cha,mbly Bltsin, St. Cesaire and} SINGLE •

•• West Brome, inolusive, . . . FARE. • ••

•• West Browe to Waterloo and) $2.00 •••
Newport, lnolusive, . . . . . J
i Stanblidge, Bedford a,nd Mystio, 1.50.
••• Sorel,
via St. Rosalie a,nd G. T. R. 2.00 .
~ All other points on the Northern 1 SlNGLE •••
y and Champlain Divisons. J FARE.
.. . ..
Fqr Programmes. Lists of Private
. , Lodgings, Boardijlg House:;, Hotels .
and Restaurants with rat{s, accom~

•• mod.atiop and full palticulal:g, apply to you r nearest. .
· Ste-hOll Agent.
• •
… T. A. MACKINNON, :,.
t WOlfllLut. Ju:wy ]~~ 1~ Gton~(I jfalltJ~,. to.-he ~,.u, +
C.. —
.:.:.:.:.:.:.:.:.:.:.:.:.:.~ ,
Our Cover
Montreal & Southern Counties
Railway electric wooden inter­
urban cars 609 and 608 at the
grade crossing with CNR near the
West end of Victoria Bridge,
shortly before abandonment of the
service in 1956. (J. Marjoribanks)
ABOVE: Sketch of conductor by our
Toronto representative, W. McKeown.
Poster collection O.S.A.Lavallee.
Canadian Rail
Page :3

The Reading Ra i lroads
~ he era of the stainless-steel
~ streamliner broke over the
eastern part of the North
American continent as Lily Pons,
noted star of the Metropolitan
Opera and radio, broke the cham­
pagne bottle over the locomotives
driving wheels. A huge American
flag was removed from the engine,
and the Readings stainless-steel
streamlined train was officially
designated The Crusader.
The ceremony, which took
place in the Reading Terminal,
Philadelphia, Pa., on February 23,
1938, at 7:15 in the evening, was
attended by civic and railroad of­
ficials including E. W. Scheer,
President of the Reading and Cent­
ral of New Jersey lines. Mr.
Scheer presented a cheque for ~250
to Mr. P. W. Silzer of Plainfield,
New Jersey, who had submitted the
name Crusader for the Railroads
new five-car streamliner. A com­
mittee of railroad officials had
selected Mr. Silzers suggestion
as the most appropriate for the
train, which had been placed in
operation the previous December
The five new passenger cars
had been built by the E. G. Budd
l1anufacturing Co., and consisted
of four chair-car coaches and one
tavern-dining car. The train was
designed to be assembled with the
dining unit in the centre, two
coaches forward and two coaches
behind. Both the first and last
cars were constructed with rounded
observation ends to obviate turning
of the train at the terminals.
These end cars had 56 coach seats,
14 individual lounge chairs and a
decorative utility table at the
rounded ends. The other two
coaches had 56 seats in the main
body of the car and 12 lounge
chairs in a separated section. The
dining car accommodated 25, while
the tavern lounge had seats for
Although interior decor was
distinctive in each of the five
units, from the exterior the train
presented a smooth and unified ap­
pearance. Passenger steps recess­
ed into the car bodies when the
vestibule traps were closed, and
full-width diaphrams obviated ob­
vious breaks between the individ­
ual cars. All units had Controlled
Slack Couplers and were constructed
and sheathed with 18-8 stainless
steel usi~g the Budd Shotweld pro­
cess. Passenger windows were dou­
ble glazed, and the train was air­
conditioned throughout with elec­
tro-mechanical equipment.
To haul the new cars, two
PacHictype 4-6-2 locomotives were
rebuilt in the Readings shops.
They were streamlined by the addi­
tion of stainless steel panels,
and harmonized pleasingly with the
passenBer coaches.
Schedules for The Crusader
consisted of two round trips daily
except Sunday between Philadelphia
and Jersey City, N. J., a distance
of just over 90 miles. One round
trip called for three intermediate
stops and took one hour and thirty
three minutes. The other run,with
six intermediate stops, took sev­
enteen minutes longer.
The subsequent history of the
five-car Crusader does not app­
ear to have been marked by any
outstanding events. It was the
first stainless-steel streamlined
train in the Eastern United States
and, at various times, has been
referred to as The Commuters
Streamline and a delightful
little train. On very few occa­
sions did it fail to fulfil its
Philadelphia-New York assignments;
but at times the equipment has been
operated on rail-fan trips origin­
ating in the Fhiladelphia area, and
in June, 1960, was used as the
Playhouse Special between its
home terminal and New Hope, Pa.
It is reported that on this run it
had a few narrow squeaks past
close, close clearances.
Dieselization overtook the
Crusaders silver-shrouded Paci­
fics in the mid-1950s and Electro­
motive FP7s performed the motive
power duties during subsequent
In the fall of 1960, traffic
requirements forced the substitu­
tion of conventional equipment,
and the five unique Budd-built
Passenger cars were withdrawn from
service. The name Crusader was
transferred to the re-equipp e d
train, and the passenger units of
the delightful little train were
placed in storage.
Recent reports indicate that
this original Crusader equipment
has now been acquired by the Cana­
dian National System for use in
Canada. Its assignment and opera­
tion on the C. N. will be reported
in the News Columns of Canadian
Rail, when such details become

• 1 •
. .
C.N.R. 5093
preserved at Regina.
Regina, Saskatchewan, like
many other cities and railway
towns across Canada, has preser­
ved a steam locomotive. The ho­
nour befell Canadian National
Railways 5093, an oil-burning
4-6-2, class J-4-c, built by the
Montreal Locomotive Works in
December 1917.
Regina a Railway Centre.
It was not at all untimely
that some citizens wished to
preserve a steam locomotive as
Reginas very existence as the
capital of the Northwest Terri­
tories and later the Province of
Saskatchewan depended on the
route of the Canadian Pacific
Railway,the first railway across
the Canadian Prairies. In the
early 1870s Sandford Fleming
surveyed a line across the nor­
thern portion of the Northwest
Territories, a route which is
followed to some extent today by
the Canadian National trans-con­
tinental line. Anticipating that
the Canadian Pacific would build
its railway over Flemings route
the Dominion Government in 1878
declared Battleford the seat of
administration for the Northwest
Territories. However, in 1880
John Macoun, a botanist, pOinted
out that the southern portion of
the Northwest Territories was
suitable for agricultural pur­
poses, and a route was surveyed
through this area over which the
CPR built its line. This course
of events left Batt1eford com­
pletely cut off from any railway
connection and isolated it from
the heavy settlement that was
bound to spring up along the
more southerly route. Lieuten­
ant-Governor Dewdney of the
Northwest Territories declared
that the new Territorial capital
should be located on the C.P.R.
close to where the line would
cross the Wascana Creek. It was
Colin K. Hatcher.
so located because firstly, it
would be on the railway and se­
condly, it would be in the cen­
tre of some of the most fertile
land on the prairies. In May
1882 the final survey was run
across Wascana Creek and on Aug.
23, 1882, the first passenger
train arrived at the new town­
site, at which time it was named
Regina. It was officially de­
clared capital of the Northwest
Territories in 1883. Soon after
the formation of the Province of
Saskatchewan in 1905, Regina be­
came its capital.
During the first three de­
cades of its history, Regina was
an important centre for no less
than four different railway com­
panies. In March 1883 the Qu­
Appelle, Long Lake and Saskat­
chewan Railway and Steamboat
Company was chartered to build
a land and water route northward
from Regina. In 1889 the Comp­
any decided on an all-land route
and in 1890 the CPR leased the
line with the option of renewing
the lease on an annual basis.
This arrangement continued until
March, 1906, when Mackenzie and
Manns Canadian Northern Railway
acquired control of the line. In
1904 the CPR branch line from
the southern Saskatchewan towns
of Stoughton, Carlyle and Arcola
reached Regina. In August, 1911,
the Grand Trunk Pacific Railway
arrived in Regina and built
fairly extensive yard and round­
house facilities which to this
day serve the needs of the Cana­
dian National Railways in Sask­
atchewanS capital. The Canadian
Northern also built roundhouse
facilities near the city about
this time.
The Locomotive.
Canadian Nationals 5093
had been lingering on a siding
Canadian Rail
adjacent to a residential street
behind the roundhouse in North
Regina since January 1962. It
was obviously being held for
some purpose as the CNR was ra­
pidly scrapping steam locomo­
tives at this time. In fact the
April 1962 edition of CRHA News
Report listed 5093 as one of
only twenty steam locomotives
remaining on the once-extensive
roster of CNR steam locomotives.
For many months 5093 remained in
the same place without a number
plate,without a headlight glass,
and without cab window glasses.
Children frequently clambered
over its rusting hulk.
Early in the summer of 1963
the steam locomotive disappeared
from the siding. Many, no doubt,
thought they had seen the last
of 5093. However, early in Oct­
ober the locomotive appeared in
the yard again: this time it was
in the centre of the yard where
it was inaccessible to children.
Page 7
It now boasted a gleaming coat
of black paint with white trimm­
ed running boards, tyres and
driving rods. The tender was
decalled with a round CNR insig­
nia obviously intended for a
coach, as it looked lost centred
in the outline of the previous
decal. The number plate looked
very prominent under the repair­
ed headlight and the cab window
glasses were all intact. Even
the running gear was fully in­
tact. Inside, the brasses were
all polished and the gauges
stamped Transcona September 27,
1963. This inscription seems a
little out of place as 5093 was
restored at the North Regina
Shops of the CNR.
For many months a group of
Regina businessmen interested in
preserving a steam locomotive
were determining the fate of
5093. This whole preservation
project was spearheaded by Mr.
G.B.Grant, a prominent business-
Page 8
man and former Mayor of Regina.
A construction firm donated
their services and materials to
provide a proper display base.
Others donated services and mat­
erials for landscaping, fencing,
and actual restoration. The
Regina Exhibition Association
provided the display site which
is adjacent to its Elphinstone
Street gates, and also agreed to
properly maintain the locomo­
tive. The Canadian National
Railways contributed the cost of
moving the locomotive from its
North Regina shops to the dis­
play site as well as the rail
and ties on which the locomotive
rests. The City of Regina and
the Saskatchewan Diamond Jubilee
and Centennial Committee have
each been approached to equally
share the purchase price of the
locomotive itself. The City has
already presented its share of
the cost, but Mr. Grant still
has upwards of $2000. invested
in the locomotive as the centen­
nial Committee has not yet sub­
mitted its share.
The Move.
On Tuesday, October 15th,
1963, a bulldozer prepared a
path across a grass-grown park­
ing lot from a CNR siding to the
edge of Elphinstone Stre~t. On
October 16th, a diesel switcher
pushed 5093 into the siding,
track crews then cut the siding
and pushed it over to connect
with the sections of temporary
track laid across the field.
These temporary track sections
were laid by a CNR IScoopIllobile
which is simply a front-end­
loader type of machine. Then,
with the aid of a City bulldozer
and a Canadian Army winch truck,
Canadian Rail
5093 began its final journey.
The locomotive groaned and
creaked over the rails, and as
it took to a curve on a slight
down-hill grade, the two centre
driving wheels walked over an
open joint and derailed. Track
crews reinforced the rail under
the derailment with more ties
and laid a pair of re-railers.
The winch truck cable was again
attached to the tenders coupler
and began pulling, but the loco­
motive acted as a good anchor
dragging the winch truck back,
despite ties blocking all its
wheels. The result was one
truck tire punctured by the end
of a rail on the temporary
track. The second attempt to
move the derailed 5093 consisted
of attaching a pulley to the
coupler through which the cable
passed and doubled back to an
anchor ne-ar the winch truck.
This anchor was held in place by
five steel rods each about four
feet in length pounded almost
their full length into the
ground. After two attempts this
method was abandoned because on
both occasions the rods were
simply bent and pulled right out
of the ground. Finally, with
the bulldozer acting as an an­
chor by thrusting its heavy
shovel into the ground a~ainst
the force of the cable attached
to it, the drivers inched and
groaned over the re-railers and
clunked onto the tracks again.
In the meantime, crews had
been repairing the Siding, thus
isolating 5093 physically from
the Railway it had long served.
Track sections were moved from
in front of 5093 and placed be­
hind it so that the tender-first
journey could be continued. The
••• the two centre driving wheels
walked over an open joint and
derailed ••••
Canadian Rail
locomotive reached the edge or
Elphinstone Street (less than
two city blocks rrom where it
began its short trip from the
siding that morning) late in the
afternoon. Here its wheels were
blocked and it remained ror the
Early on the morning of
October 17th, city work crews
dumped several truck loads of
gravel across Elphinstone Street
and leading into the display
base over which the track was
laid. Total distance or this
trip was about 200 feet. Traffic
on the street was simply re­
routed over the field through
which the locomotive had passed
the previous day. The final
trip around the curve from the
street into the base was indeed
eventful. On the first attempt,
the curve was too tight. The
track across the street was
straightened so that it ran al­
most parallel with the street.
Then 5093 was pushed forward
while crews eased the curve,
very carefully gauged the traCk,
and made sure it was well spiked
down. Slowly 5093 was winched
into the curve. It was stopped
again, however, When only about
i of an inch of the centre driv­
ing wheel on the engineers side
was still clinging to the rail.
Another move ahead, further
track adjustment and finally
5093 was moved onto the display
Page 9
base about 4:00 p.m. The track
was immediately cut, the wheels
welded down to the rails and the
moving of 5093 was complete.
Within a few days her cab doors
were locked shut and she was
surrounded with an industrial
fence as a deterrent to vandal­
ism. Many Reginans, as they
drive past 5093, turn into the
Exhibition Grounds to examine
more fully the now silent loco­
motive which once stormed across
the prairies with a long string
of wheat-laden box cars or hust­
led its train of baggage,express
and passenger cars on to the
next depot.
It is interesting to note
that the moving of 5093 was a
sharp contrast to that of CNR
5080, a similar locomotive on
display in Prince Albert, Sask.
Press reports in that town indi­
cated that 5080 would be moved
at 9:00 a.m. on a given day in
late September, 1963. However,
the CNR, anxious to get an early
start, began the move at 8:00 am
and the move was completed by
8:45 a.m. the same morning. Many
disappointed towns-people thus
missed seeing this spectacle.
In Regina the difficult
move took the better part of two
days and many of the capital
citys citizens witnessed the
final journey of one or the
wests faithful iron horses •
Photos by the Author.
••• the Wheels welded down to the t
rails and the moving of 5093 was
A :~:~:~~ln1ey of Ottawa ~
has pointed out to us that :
5 ON 1719 mentioned in the 1
• October issue is a 1000HP :
uni t and not a 1200 HP 10-:
comotive. :
…………………………………………….. !

Canadian Rai 1
Page 11
In addition to the road switcher units leased by the
CNR from the Duluth Missabe and Iron Range (P.239,Nov,19G3
issue), the National System has leased twenty road freight
diesels from the Bessemer and Lake Erie Railroad. These 1500
h.p. units are being operated on eN freight runs or­
iginating in the Toronto area. B!LE numbers of the lea­
sed locomotives are:-
713A -715A -71GA-717A -118A -719A -720A -722A –
72GA -728A -713B -714B -715B -71GB -717B -718B –
720B -721B -722B -725B.
The 700 series of the Bessemer and Lake Erie were
built by E.M.D. as follows:
Class Numbers
w::4-A ?oIA to 707A
W-4-B 701B to 707B
W-4-Al 708A to 714A
W-4-Bl 708B to 714B
W-4-A2 715A to 724A
W-4-B2 715B to 722B
W-4-A3 725A to 728A
W-4-B3 723B to 726B
Date bu1l t.
1950 1951 1951 1952 1952 1953 1953
Canadian National Railways retired eleven diesel electric
locomotives during 1963. Seven units were scrapped, one converted
to a booster unit for hump-yard operations, two were sold, and one
retired from active service but held for possible sale or preser­
500 851
4951 8454 8477
9312 9330 9332
LS-3a Thousand Is.Ry.
GRG-18b GlW
MS-7b GFA-l.5b CFA-16b CFA-16b CFA-IGb CFA-16b
sold to International
Nickel Co.
sorapped II-
sold to Manitoba Paper Co.
converted to booster B-1.
scrapped ~
scrapped ~
scrapped :
scrapped ~
scrapped 1-
~ -removed from records,Nov.ll
# -removed from records,Nov.30
When it was still Montreal Tramways Company, observation car No.2
(vintage 1906) turns the corner of Cote des Neiges and Queen Mary
Roads. Of all the cars that disappeared finally in 1959, the
observation cars were certainly the most missed, most regretted.

Page 14 Canadian Rail
Subway takes ,hope on Berri St. -nearly finished
Though little appears in the local press, construction of the
Montreal Metro is going on apace underground, as members of the
city council found on an inspection trip arranged early in Decem­
ber. Most of construction on the initial contract, under Berri
Street between Cremazie Blvd. and Jean Talon Street, is completed
and the subway is beginning to assume completed appearance, as the
illustration shows. Proportionate progress is in evidence on the
other sections, with work being pushed on one station, evidently to
experiment with visual treatment.
Extensive expropriation work has been undertaken adjacent to
the corner of Berri and DeMontigny streets
where the east-west
Line No. 1 will cross the north-south
ine No.2, necessitating
a double-level station. Up to ,December 8th, the City of IvIontreal
had made a total expenditure of $19,191,795 on the project, out of
a total commitment of $105,426,327.
Dredges have been at work ~n the Saint Lawrence River, making
test borings for the projected 14,000-foot extension under the riv­
er, which will serve the 1967 exposition site and the south shore.
Canadian Rai 1 Page 15
The diagram this month, for which we are once again indebted
to Mr. G.A. Parker, represents a Canadian Pacific 2-8-2 of class
P-2-j. The twenty-five locomotives in this sub-class were const­
ructed in the latter part of the Second Viorld War by Montreal Loo>­
motive IIlorks, and supplemented 137 existing units of this class,
which had been built between 1919 and 1943 by the Montreal and
Kingston works, as well as by the CPRs own Angus Shops.
The locomotives of class P-2-j were numbered between 5437 and
5461, and were outshopped from MLW as follows:
May 1944:
June 1944:
Nos. 5437 -5439.
5440 -5447. 5448 -5453. August
September Nos.

5454 -5460
July 1944:
Their specifications are as follows:
Boiler Pressure:
Tractive Effort:
Grate Area: Combined
275 Ibs.
70.3 sq. feet
4,406 sq. feet
Total Loaded Weight of
and Tender:
Cylinders: 22 x 32
Driving Wheels: 63
Weight on Drivers:
Loaded Weight of
Engine: 339,000
577,000 lbs.

One engine of this class, No. 5446, is currently being held
for possible historical preservation.
Diagram –see next page.
An interesting comparison
At normal fares, a railway passenger in Italy
can travel approximately 55 miles for $1.00,
while in Bulgaria or Roumania he CQuld travel
only about 20 miles. Switzerland, Germany, and Hungary
have passenger tariffs that work
out at between 20 and 30 miles per dOllar,while
British, French and Scandinavian railway trav­
ellers average between 30 and 50 miles for the
same price.
Canadian tariffs used to mean that a passenger
travelled about 25 miles for $1.00, but since
the inauguration of RED WHITE & BLUE and FARE­
SAVER plans the distance per dollar has been
boosted to almost 45.
~ ~
I .

PZg -h –

j –
Dl2tIE.S –
WHeElS –
WHEE,5 –
11 G, 9
~a~tern [otun~bip~
of !i::he first of a series of short thumbnail sketches
on the early railways of eastern Canada by the late Mr.
Robert R. Brown. These resumes, originally published
in C.R.H.A. News Reports twelve years ago, do not pre­
tend to inolude all available information on the lines
in question: they merely reoord the historical high­
lights and serve as a basis whioh some members may w~h
to expand into more comprehensive histories.
Even before Canadas first
public railway, the Champlain &
St. Lawrenoe, was completed in
1836, the Montreal Gazette re­
ported that the inhabitants of
the Eastern Townships were plan­
ning to build a railway from the
terminus of the C&StL at St.
Johns, through Farnham, Granby,
Waterloo, Magog to the province
line near Stanstead, where con­
nection would be made with an
American railroad being built
from Hartford,up the Connecticut
and Passumpsic valleys to New­
port at the southern end of Lake Memphremagog.
Many years were
to elapse, however, before the
project got beyond the conversa­
tion stage.
The Company was incorpora­
ted in 1853 but construction did
not begin until 1858. The tres­
tle across the Richelieu River
and the line from St. Johns to
Farnham were built very quickly
and completed on January 1st,
1859. A year later, on December
31st, 1859, it was completed to
Granby,and to Waterloo on August
21st, 1861. It is said that the
line was actually completed a few
miles beyond Waterloo to
Frost Village but that part was
not operated. During 1859 and 1860
the line was operated by
the Champlain& St.Lawrence Rail­
road and with rolling stock be­
longing to that Company, but to­
ward the end of 1860, the SS&C
received its new locomotive, the
A.B. Foster and other rolling
stock, and commenced running the
line itself. The promoters of
the railway were all residents
of Waterloo, then a town of rel­
atively much greater importance
than now. L.T. Drummond was
President, L.S. Huntington was
Secretary, and A.B. Foster was
Lessee and Manager.
Meanwhile the Vermont Cen­
tral Railroad and the Connecti­
cut & Passumpsic Rivers Railroad
(better known as the Passump­
sic) had become bitter rivals
for the traffio of northern Ver­
mont and, since the Vermont Cen­
tral had already established an
international rail route to Mon­
treal via Rouses Point, it was
determined to prevent the open­
ing of a rival route between New
England and Montreal via Newport and
Waterloo. In the autumn of
1962,the trustees of the Vermont
Central Railroad bought a con­
trolling interest in the Stan­
stead Shefford& Chambly Railroad
Co. and put a stop to all fur-
Canadian Rai 1
ther construction work. Its
control was strengthened by the
purchase in 1867 of all the re­
maining capital stock. They
then leased the line at a rental
sufficient to pay the interest
on the outstanding bonds.
For many years the road was
operated as part of the Vermont
Central and for ten years (1878-
1888) the trains ran through to
Magog over the Waterloo & Magog
Railway. The Waterloo & Magog
Railway was sold to the Canadian
Pacific Railway in 1887 and dis­
mantled in 1888. The Central
Vermont continued to operate to
Waterloo until November 1st,
Page 19
1923, when the line was taken
over by the Canadian National
Railways. In 1935, the part be­
tween S.S.& C. Jct. (Iberville)
and Farnham was abandoned and
trains re-routed over the paral­
lel Canadian Pacific Railway
tracks and finally on November
25th,1951, all service via Farn­
ham was discontinued and the
trains from Waterloo, hauled by
new diesel electric locomotives,
began operating via Granby and
Marievil1e over the Montreal &
Southern Counties Railway. A mixed
train service now operates
between Farnham, Granby and
4-4-0 15×22 66
1860 Taunton
In 1871 it was added to the Ver­
mont Central HR. roster as no.42
and two years later it was sold
to the Ogdensburg and Lake Cham­
plain Railroad and its subsequent
history is unknown.
4-4-0 13×20 60 1845 Hinkley
Originally the Holyoke of the
Connecticut River Railroad;
bought by the Vermont Central
Railroad in 1855 as no. 43
Bolton; rebuilt by Taunton in
1862, and sold to the S.S.& C.
~lthough it will be
mid-January before this
issue is distributed, the
Editorial Committee of
Canadian Rail wishes to
extend best wishes for
1964 to all our readers.
We take this opportunity
of expressing our thanks
to all who oontributed to
make the periodioal a suo­
cess during 1963, and a
hope that in the ooming
twelvemonth we shall re­
oeive items for publica-
Ry. as the Waterlooll. In 1881,
it was sold to the Montreal &
Sorel Railway as no.2; to the
Pontiac Pacific Junction Ry. in
1882 as no.2 John Rankin. Fi­
nally sold in 1885 to the Great
Northern Railway of Canada as
no.1Ste.Sophie. Scrapped 1903.
4-4-0 15×2011 66 1852 Southern
Originally Vermont Central Rail­
road no.40 Iron Horse, renamed
IIGoV. Smith in 1863; rebuilt at
St. Albans in 1866 sold to the
SS&C Ry.and named LB. Futvoye
in honour of the station agent
at St.Johns. Scrapped 1895.
tion from an ever-widen­
ing oirc1e or contributors.
(A special note of thanks
to Mr.Perrin of Topeka who
sent the Editor and Comm­
ittee a beuatiful railway
Christmas oard). Finally
the Editor expresses ap­
preciation to Mr.O.Laval­
lee who virtually single­
handedly produced the ar­
tioles and News for the
December issue, enabling
the Edi tor and N eNS Edi tor
to enjoy a months rest
from regular tasks.
Page 20 Canadian Rail
Notes and News
by W. L. Pharoah
* CNs 4-8-4 locomotive No. 6218, recently overhauled in the Strat­
ford shops, has passed its post shopping tests and has been sent
to Montreal for storage until required.
* Meanwhile, Cooper-Bessemer of Canada Ltd. has announced that it
will take over ONs 200,OOO-square-foot motive power shop at
Stratford, creating eighty Jobs next year.
* CPR President, Mr. N.R. Crump, said recentlt that his company
intends to reduce its passenger business. The public has left
us, he said. We intend to reduce passenger service as time
goes on, but we will ma1ntain freight service.
* Mr. Crump is also quoted as saying that the CPR is considering
abandon1ng between 850 and 2,500 m1les of 11ne in Western Canada. Mr.
Orump said that rumors about possible abandonment of up to
8,600 miles of branch lines on the Prairies were ill-founded.
Locations of the lines under consideration were not disclosed.
* CN has applied for permission to abandon the Moose Jaw -Central
Butte line which serves the north-west Moose Jaw district. Mean­
while, CPR has been given permiSSion to terminate its passenger
service on the Kettle Valley lin~ between Lethbridge and Spences
* A new fast passenger train serv1ce between Quebec City and Montreal
will be inaugurated next spring by the Canadian National Railways,
aocording to President Donald Gordon. Mr. Gordon, appearing before
the Commons Ra11way Committee, announced the Nationals plan for
operating a 2t-hour servioe between the two centres, following
ON lines on the south shore of the St. Lawrenoe River. He also
said that such a train will be a CNR operation, removed from the
existing CN-CP pool arrangements, and will require speCially
modified equipment which will be used. only in the speoial service.
* Also before the Railway Committee Mr. Gordon said, we dont want
to encourage oommuter service beoause, basically, i~s a losing
proposition. (One might be tempted to speculate on the amount of
rent derived from the many stores and advertising conoessions in
Montreals Central Station and to wonder how muoh of this revenue
would aoorue were it not for the hundreds of commuters wh1ch daily
use the station. Would th1s revenue difference, if applied to
the commuter operation, eradicate the red ink insofar as the Montreal
operations are concerned? –Ed.)
* The Montreal Star, in a report from LanCing, England, states that
railwaymen at the Lancing roundhouse angrily ripped up Christmas
greetings from British Ra1lways chief, Dr. Richard Beeohing, which
also wished them a happy new year and a brighter future. The roundhouse was
closed January 1, and most of the 1,000 men expeoted
to be fired.
Canadian Rail Page 21
• Railway-approved wrist watches are now accepted as alternate time
pieces by CN, the first Canadian railway to break the pocket watch
tradition. Adoption of wrist watches follows six years of testing
by CN of practically every wrist watch on the market; two brands,
designed to railway standards, have been approved. The watches
are shockproof, waterproof, anti-magnetic and have a micro-meter
regulator so that the regulation of the watch can be done by a
screw. Of the two wrist watches accepted by CN, one is an elec­
tronic model and the other is a spring-wound chronometer, made in
Switzerland. Each of the Swiss-made watches is tested at an ob­
servatory to ensure accuracy.
• Italian and German railway authorities have inaugurated a unique
new service –the auto-train. The train consists of five rail­
road cars equipped to transport passenger automobiles and three
sleeping cars. For the time being the service is limited to the
Dusseldorf-Verona run. Passengers can drive up to the station
in Dusseldorf on Friday nights, see their cars placed on board
and climb into the sleeper for a nights sound sleep. Next morning
they awake at Verona and drive off for a week-end tour of Italy.
Similarly, Italians can plan an easy few days automobile tour of
Germany. If the new auto-train is as successful as anticipated,
similar trains will begin to operate on other overnight runs between
Italian and other European cities.
• CN has announced a 90-man crew has completed the 1963 track-laying
program on the Great Slave Lake Railway, bringing steel to the
Meander River, 225 miles north of the lines starting point at
Roma in northern Alberta. The crew laid 158 miles of steel this
year, starting at Hotchkiss, 67 miles from Roma. The winter
program will carry the line another 40 miles towards Hay River,
northern terminus of the 377-mile railway. A 53-mife spur south­
east from Hay River will serve a new lead mine at Pine Point on
the south shore of Great Slave Lake. The southern end of the-line
is already in use.
• A
United States federal arbitration board has ruled that 90 per
cent of firemens jobs on diesel yard engines and freight trains
in the United States should be eliminated. Following the Canadian
example, the board said that the elimination should be accomplished
by attrition or with job protection for most of the 40,000 union
members affected. The seven-member arbitration board was set up
under a law enacted by the U.S. congress in August which provided
that its finding would be binding on both parties. However, a spokesman
for two of the five railway unions said that the arbit­
ration award and the law under which it was made would be attacked
in federal court.
• The Interstate Commerce Commission has approved the State of Ver­
monts application to acquire 132 miles of track formerly operated
by the Rutland Railway Corp. and lease it to a newly-organized
private operator, Vermont Railway, Inc. The ICC members, however,
were not altogether happy about the idea. They said that this
would be the first instance they could recall of a state holding
the status of a railroad subject to the Interstate Commerce Act.

Canadian Rail
An interesting pair
of photographs, recei~
ved recently from Mr.
Michael Bould, shows the
C. N. Hudson II type 4-6-4
preserved by the Railway.
From a superficial exam­
ination, this locomotive
appears to be the Natkn­
al Systems 5700, but
a closer inspectionwrntid
indicate that the engine
is really ON number 5703
with changed numerals.
Send in your interesting
photographs. Well try
to print them whenever
possible. Best material
would be unusual, high
quality, and/or of
historic interest.
Page 23
of doubleheaded steam and diesel locomotives,
ON 5701 and 6512, taken at Toronto in 1958 by Photographer D.
Operating Instructions Doug Wright –The Montreal Star
English has. got nolhipg wilh It, Clande; wha.1 I said. was you wontmove newsprinl o.r asbeslos or
alummum, or 1Inytlimg else, very far on Ihrs coulment Jnles. you under81and Amerlcanl
CANADIAN RAIL: Published eleven times annually by the Publications Committe,
Canadian Railroad Historical Association. Subscription included
with Associate Membership: $4.00 annually.
Anthony Clegg
Hilliam Pharoah
John iv. Saunders
frederick f. Angus
Jeffrey forrest
Robert Half yard
Orner La vallee
Lindsay Terreau
S. S. Worthen
At lenal 5 weekI bofore 10U
n10C, send u. 0 leller, Cftrd,
or n po,l.uUlce change.of.
arldrcu (orm leilia, UJ bOlh )our
OLD nnd your NEW ftddrcuC!.
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