R A I L
One of the flaws in the original scheme, at least accord
ing to residents of the Burlington-Hamilton area, was that service
would not be extended west of Burlington, and, incidentally, would
provide only four trains daily between Oakville and Burlington,
compared with the frequent hourly service (20 minute service at
peak periods) from Oakville to Pickering. Since that time, how
ever, plans have been modified and Hamilton may yet get one or two
trains a day. The operation of the Burlington to Hamilton section
is on-again, off-again –whether on or off next spring when
the service commences will be recorded at that time.
Rolling stock for the operation of the system is to con
sist of forty-nine coaches and eight diesel-electric locomotives.
Nine of the passenger cars will be self propelled for operation
during the non-peak periods, and the other forty will be for loco
motive-hauled trains. Contract for the construction of the diesel
locomotives was awarded to General Motors Diesel Limited at London,
Ontario, and the contract for the coaches went to Hawker Siddeley
of Canada Ltd., at Fort William; all deliveries are to be complet
ed by December 31, 1966. Eight of the coaches are to be equipped
with controls for a non-reversing push-pull type of operation. In
addition, two of the nine self-propelled cars are to be equipped
with double end controls for possible operation as single units.
Power for the self propelled units is to be provided by Rolls Royce
diesel engines, model C8TH-4, mounted under the floor and capable
of 330 h.p.
The diesel locomotives for the trains operated at peak
traffic periods are more or less standard 3,000 h.p. road-switchers
capable of speeds up to 83 m.p.h., lengthened slightly to provide
room for auxiliary power generators. Train heating is to be by
electriCity and this current, together with that for lighting, etc,
is to be provided by the head-end auxiliary generator. The self
propelled units, of course, have their own source of current sup
Details of the interiors of the coaches, the feature most
important to the commuting passenger after frequency of operation
and convenience of travel, were announced last May 16 by the Ontar
io Department of Highways, which as noted above, is the agency in
Charge of the operation. Statistics and photo-drawings released at
that time indicate that the Toronto commuter is not to be subjected
to any hard-bench equipment, but is to be treated to daily tra
Coaches are to be 85-foot-Iong units, weighing approxim
ately 65 000 Ibs. each (compared to 122,000 Ibs. for existing
equip~ent) and finished externally in brushed aluminum with a band
of white trim along the bottom edge of the sides. Capacity loading
of the 94 seated passengers will be accomplished in one minute
by means of 46-wide automatic doors at both ends. Self-propelled
units, similar in most respects, will weigh in the vicinity of
90,000 lbs. (compared to 141,000 lbs. for existing models).
Operating ends of the coaches with controls and the self
propelled units will be painted white and all will carry the G.O.T.
symbol. In both types of accommodation, passengers are to be
seated in spacious comfort. Although the size of the cars would
permit 125 seats in each vehicle, a 94-seat plan has been adopted.
We have deliberately sacrificed greater seating capacity
to dispel any feeling of being crowded or cramped. The spacing of
seats has been carefully calculated to provide adequate room for
passengers to stretch their legs and relax. Considering that we
are out to woo the car commuter, it was felt that seating was a
highly-important factor in providing a desirable and familiar
A newly-designed bucket type seat has been developed to
combine with the modern decor of the cars and provide a maximum of
passenger comfort. Seat-shells are made of fibre.glass, softly
cushioned and upholstered in black and sand-brown colours of vinyl.
Matching seat dividers will contain recessed ashtrays. Three seats
in sand-brown will be installed longitudinally on either side of
the vestibule areas, and the remainder of the seats, upholstered in
black, will be installed in pairs along both sides. A number of
these will be in facing blocks of four for the convenience of com
muters wishing to get together for conversation or oard-playing.
End panelling in the vestibules will be in a soft shade
of green; sidewalls will be doeskin-coloured; bulkheads will have
facings of ebony and rosewood; and ceilings will consist of milk
white translucent plastic panelling illuminated by concealed fluor
escent lighting. Floors will be covered in a new process of highly
durable and easily maintained poured plastic material that will
give a marbled appearance of all colours employed in the decor.
in this full-length view. Highlights of the interior d~oor include
a milk-white translucent ceiling that will shower the entire car
wi th brillianoe from ooncealed fluores·oent lighting, walls finished
in beige panelling, blaok and brown buoket seats, bulkheads sheeted
in subdued green, ebony and rosewood oolours, and flooring finished
in a plastio marbled design oontaining all interior oolours •
GO Transit passengers vill be able to relax in bright, spaoious
comfort. This artists depiction of an end vestibule section
focuses on tne bucket-type seats that have been specially developed
for installation in all cars. Each car will have seating accommod
ation for 94 passengers, arranged in fixed positions to faoe four
d1fferent direotions beoause all trains will operate on push-pull
Each unit will be equipped with its own thermostatically
controlled air-conditioning and electric heating system to provide
complete passenger comfort at any season of the year. It will
deliver a constant, uniform flow of filtered air under moderate
pressure along the entire length of both sides at window level.
All trains will be equipped with a public address system for stat
ion £ louncements and soft music.
All in all, it would seem that GO GO TRANSIT will be as
up-to-date as its name: as comfortable, as dependable, as conven
ient as modern designers and technicians can make such an operat
ion. As Premier Robarts declared during his initial announcement,
The project deserves a bold imaginative approach. We want it to
operate under the best conditions within our power, so that it can
have the fullest opportunity to prove its function and potential.
Commuters in other regions may be pardoned a little covetousness
when considering the Government of Ontario Transit operation, but
may take some consolation in the fact that the service is admitted
ly a pilot project and its success may herald improved facilities
not only in other parts of the Province of Ontario, but also
where needed elsewhere in the Dominion.
Photographs and information
for this article on GO Transit
provided by Mr.E.lngraham,
Director of Information Services,
Govt of Ontario Transit, Toronto.
174 R A I L
Canadian Paoifio Railway has announoed that
its second transoontinental railway pass
enger servioe during the summer of 1967
will be oalled ~Expo Limited. Operating
from April 30th to Oot ober 28th, 1967,
this Boenio dome t rain will be in operat ion
daily between Montreal and Toronto in the
east and Vancouver on the west ooast. Pass
enger oars hitherto held in abeyanoe ag
ainst the possibility of restoration of the
serviue formerly provided by the Dominion
are now being overhauled at Angus Shops in
Mont real. Many of the oo-alled standard~
tusoan red heavyweight equipment will re
oeive a new silver paint treatment to make
it more in aooord with the Budd-built
equipment now used on basio servioes.
~ After seventeen years aa president of
Canadian National Railways, Mr. Donald
Gordon will retire under the CN pension
rules on December 31st, 1966. He will be
sixty-f ive years old on Deoember 11th. Born in Old Meldrum, Soct –
land, Mr. Gordon came to Canada as a boy; by the time that he was
fifteen, he was working in a bank and progressed steadily in the
next two deoades. In 1935, he was made seoretary of the newly
established Bank of Canada, becoming, in 1938, deputy governor.
During the war, he held, for a time, the chairmanship of the War
time Prices & Trade Board. He left the Bank of Canada in 1950 to
assume the presidenoy of Canadian National Railways, steering the
National system through the diffioult post-war years, and intro
ducing badly-needed new concepts and ideas. His sucoessor is 57-
year-old Norman J. McMillan, who has been with CN since 1937. A
lawyer by profeSSion, Mr. MoMillan is presently executive vioe
president of Canadian Nat ional, and was born at I3raoebridge, Ont.
He is a graduate of the Manitoba Law Sohool.
~ Canadian Pacifics new hotel at Montreal, Le Chatoau Champlain,
will be offioially opened to the publio in ceremonies lasting from
January 11th to 14th, 1967. The new 38-storey hotel is part of
a $35,000,000 complex whioh inoludes a 28-storey offioe building
joint ly owned by Foundat ion Company and a Canadian Paoifio sub
sidiary. In oommenting on the o~ening, CPR Chairman N.R. Crump
said that he expeoted the hotel will bo an outstanding asset to
Montreal in its growing role as an international touriRt and oon
k The House of Commons transport oommittee will begin public hear
ings on October 6th on the governments proposed railway legis
lation whioh, inter alia, provides for tho establishment of a
Canadian Transport Commission to take over all federal regulation
in the oommeroial transportation field, gives railways powers to
set oompetitive rates, drop money-losing passenger servioes and
abandon uneconomio branch lines.
k The Alberta Rosouroes flailway, now under const ruct ion between
the CN transcontinental main line at Hinton, Alta., and the Smoky
and Mlskeg Rivers, 111 miles, is expected to be completed over
this initial stage by Ootober, 1967. Future plans include a
possible tie-in with the recently-completed Great Slave Lake
Railway, bringing northwest ern Alberta 400 miles olosor to
Pacifio coast ports.
CANADIAN 175 R A I L
k The impending governmont transport legislation contains provis
ion for a freeze on extensive railY/ay branoh line obandonment
on the prairies for at leost eight years, until Jaruary 1, 1975.
Under this plan, 17,000 wiles of railway in the pra irie provinoes
becomes a guaranteed ruilwoy network evolved after studies with
provincial agencies and grain elevator interests. The railways
would be prevented from abandoning such lines, but if they can
prove that losses are being sustained in operation, tho federal
government woald subsidize them. This leaves some 1,839 miles
of rail lines in tho provinces of Manitoba, SaskatchfHvan and Al
berto subjoct to tho normal process of abandonment, and it is
expected that thero will bo little public resistanoe to the re
moval of thflse lines. These stops evolvo from the a doption, by
the two major railways, of a voluntary freeze on abandonment
applications back in 1960, when soma 4,000 miles were covered
by petitions to the Bourd of Transport Commissionors.
fl On September 8th, a British Railways ex-LMS Black Fivfl 4-6-0,
No. 45095, Iflft the ~lnning shed at Carnforth, England, and ran
by the signalbox. lhe signalman notfld thot there oppEJored to bo
no one in the Gab of thfl locomotive. Checking with the shed, it
was noted thatone locomotive was missing. An flngino d river and
fireman werfl hurriedly roundl!d up and plaCEd in an automobile to
find and catch thl! runaway. It went along for nine miles at 20
m.p.h., safely negotiating a levol road orossing and passing
through two :lesertod passenger stations. Then it oame to a stop,
having run oat of steam. mhe crewmen spent on hour searohing for
it beiore finding it, dead, in the open countryside.
fl Pretty pictures of future passenger service in Candda we~e drawn
recontly at the Camlditm Tral:lpr)rtation Research [
hence, thirty-two passfmger trains would operate daily at speeds
up to 200 m.p.h. between Toronto ond Montreal. Thesfl l10rvices
would leave each ttlrminal at h!llf-hourly intervals bot ween 8 a.m.
and midnight for a two-hour trip at un averaae speed of 167 m.p.ll.
It was stated thot the present flow of 6,00~7,000 passengers
daily between the t wo citios will incroase to 30,000 by 1991.
fl Canadian Nationgl RaiLvays will introduoe a new Rapido train
servioe betwoon Montreal and Quebec boginning at the change of
time, Ootobor 30th, 1966. The train will leovo Montreal in the
morning and return in the evening, operuting opposite the present
liLa Ghompla 1n
k It is reported thot the Intorstate Commerce Cmmnission will take
another look at its July 6th decision to allow the Boston & Maine
iiailroad to discontinue four daily psssengl!r tr!lins between ~loJhite
iliver Junction, Vermont and Sprin[lfield, Mass. SinGfi the service
was discont inued in August, there has been no through pas::,,:mger
train service between Montreal and Washington, DC. The deoision
to reoonsider /8S based on requflsts from brotherhoods of railway
employees and the Public Sorv,ice Boa rd of Vermont. Casllalt ies of
the originul docision were the nlght Washingtonian and Montrflal
er and the day Ambassador servioe in both direotions.
k Ottawa Transportation Commission will sturt providing a regular
bus servioe bot ween the new Ottawa Stat ion ond Confederat ion
Square on October 17th. Detoils of th(l financial arrongements
under lVoich this will operate are to bo worked out. Tho new stat
ion has been without public transportation since opm1ing July 31.
Any illusions whioh we might still oherish abOlt the
stHf deoor of the stereotyped Japanese will vanish
ra pidly upon examinat ion of this candid pictur~ of
the youthful engineer of a C62 olass 4-6-4 engaged
in oonversation with the locomotive foreman (whose
hat just shows at the bottom of the picture). The
has rid itself of tho police-type hard uniform
hat formorly worn by engine crews, in favour of a
soft -orown model; the subject of our phot ograph
flaunts oonvention even more by wearing his chin
st rap in non-ope rat ing posit ion J Influenced in
early days by British praoti.;o, the driver sits on
the left hand side in the land of the nising Sun.
CANADIAN 177 R A I L
Our Man in Japan Discovers
By William D. McKeown.
YOU HAVE THE TIME and inclination. Japanese branch line railroading
can be a very absorbing experience. With steadily diminishing except
ions. this is the way you have to travel to come up with steam locomot
ives. Railroading aside. however. the Japanese countryside offers a refreshing
balance to the crush of the big cities. and affords. in addition. some interesting
insights into Japanese life.
On a recent trip from Osaka to Hiroshima. my wife and r shunned the crea
ture comforts and the four-and-a-hali hour schedule of the e1ectric-and diesel
powered Limited Express trains. and routed ourselves over a series of branch
lines. a process that would consume some thirteen hours to say nothing of my
wifes patience. Diverging from the electrified San-yo Main Line at Himeji.
one hour and thirty minutes out of Osaka, we boarded a six-car local train
powered by a grimy G58 class 2-6-2, bound for Tsuyama. The trip could best
be described as slow and dirty, especially since few windows were closed when
Our G58 whistled for tunnels. The line from Himeji to Tsuyama followed a
series of valleys boxed in by rolling hills. hence the tunnels. Tsuyama is loc
ated on a plain and serves as a junction for four branch lines; its facilities
consist of a small yard and engine house populated by a few diesel sets and a
half dOzen G58s.
This is G58 country! These little 2-6-2s are relatively new locomotives
built since 1945. and boast all the latest in steam locomotive technology by
North American standards. including box-pok drivers. Their speedometers
provide for a maximum of 120 kph (75 mph) but are red-lined at 70 kph. Suff
ice it to say that considering the number and frequency of stations and the
topography of the average Japanese branch line. this allowance is more than
sufficient. They are used both in passenger and freight service. but in passen
ger assignments, they alternate with the rail cars.
Passenger service was provided exclusively by diesel railcars over our
next hop, from Tsuyama to Niimi. Our two-car set was one of two in shuttle
service between these two points, whose one-way schedule consumed one hour
and fifty minutes. The topography of this section of the line was quite similar
to that between Himeji and Tsuyama. although the approach to Niimi indicated
that we were entering the high country. The arrival at Niimi was made on
time; even the branch lines maintain the tradition of punctuality which the
Japanese National Railways enjoys. Niimi is the antithesis of Tsuyama. The
latter is surrounded by flat rice paddies, while the former is sandwiched into
a narrow valley between two impressive mountains; a very compact yard and
engine house serving three lines was jammed against the base of one mountain.
From this point, there is through train service to Hiroshima which consisted.
on this uccasion, of a spotless G58, one head end car and three coaches.
CANADIAN 179 R A I L
Twelve minutes after our arrival, this little train left Niimi with cylinder
cocks drowning out the 50ft exhaust common to most JNR steam. Beyond the
yard lead, the track angled upward and our speed dropped perceptibly, remain
ing so for a couple of miles until we topped the summit and dropped down into
a siding at a non-station operating point. After a five minutes wait, the reason
for our halt became audible. A pair of D51 2-8-2s hooked to the maximum
tonnage slammed past with a freight, describing a giant question mark which
terminated on a high curved steel trestle, and disappeared into a tunnel, Niimi
bound. All of this action happened so fast that I was caught with my lens cap
II on~ The smoke was still billowing out of the tunnel when our engine releas ed
the air and we slid downgrade into Bichi-kojiro station which materialized
when we popped out of a tunnel. During our station stop, another pair of D51 s
flI swept off the line from Yonago and followed the first pair into Niimi. Appar
ently the line from Yonago to Okayama rates heavy traffic, big power and,
consequently, further attention!
This was the high country and some of the grades are fierce, although there
is enough tangent track to make time. At Bingo-ochiai, a deadhead C58 was
coupled to the real of our train, going as far as Miyoshi, where both engines
were changed off for a fresh C58 and two additional coaches. Our helper emul
ated all the whistle signals from her sister on the point; the sound effect was
spectacular but poorly synchronized. The early autumn night had closed in by
Miyoshi so that there was little time for reading on the last lap to Hiroshima.
While in Hiroshima, r was afforded the opportunity to visit the JNRs Oper
ations Centre. My particular interest was the fast-disappearing C62 class
4-6-4 locomotives, the largest and newest of JNR steam and, with the exception
of a few D51s, the only stoker-fired engines on the system.
Before electrification of the San-yo Line (Kobe-Shimonoseki), these engines
were used on all main line passenger services. When electrification reached
Hiroshima in March, 1964, there were sixteen of them in service assigned to
the Centre; now there are only eight. Too heavy for branch line service, they
have outlived their usefulness and are being cut up. A s far as the remaining
eight assigned to Hiroshima are concerned, they have an apparent indefinite
future as they are used on the non-electrified Kure Line where an electrificat
ion plan has been advanced but is not being actively pursued. In the opinion of
the Hiroshima Centres personnel, the C62s will be retained until the electrif
ication becomes fact, rather than be replaced with diesel locomotives in the
interim. This also holds true for the handful of D51 2-8-2s which move freight.
The C62s are capable of a top speed of 120 kph in main line service; gov
ernment regulations, however, restrict all Japanese railways, both public and
private, to a maximum speed of 110 kph (66 mph) with the exception, of course,
Box-pok driving wheels and double-t ruck tender give
an almost North lmerican appearuncG to this 12 gauge
Hudson type. This photo, takon at Hiroshima Operutions
Cent re on Oct ober lOth, 1866, shows one of the eiGht
rernuining 4-6-43, No. C62 43, under steam.
In Japan, 2-6-0s are usod for switching. Here, No. J50 66
is shown on the turntable at Hiroshima, in for servioing.
CANADIAN 181 R A I L
o£ the New Tokaido Line. The big 4-6-4s work long-distance local trains bet
ween Hiroshima and Itozaki, and between Kure and Iwakuni. In the former ser
vice, they are assisted by some C59 heavy 4-6-2s which are assigned to Itozaki.
Their service includes one express run, the overnight Aki (Autumn) to Tokyo
which leaves Hiroshima at 2 :20 PM daily and arrives in Tokyo the following
morning. This train picks up its electric at Itozakij interestingly, daily accum
ulation of power and equipment at Itozaki requires two steam powered runs to
return daily to Hiroshima via Saijo, under the catenary all the way.
Hiroshima yard is a flat switching operation of considerable dimensions. It
lies east of the station in the direction of Tokyo. On the north side of the yard
from west to east in that order are the Operations Centre, the diesel and elec
tric railcar shop and yard and the coach yard. On the south side lie the engine
shed and the electric locomotive yard and shop. The yard is switched by elder
ly D50 class 2-6-0s but is soon to be dieselized. West of the station is an ex
tensive back shop where a stearn locomotive can still get a Class I overhaul.
As has been mentioned, the Operations Centre has in its province just eight
steam locomotives, all 4-6-4s, although it does service power from the bran
ches such as the C58s from Miyoshi (Gebi Line), C59s from Itozaki, the occas
ional yard engine and, in addition, provides a home for a few electrics. All
the trappings of an engine terminal are there –huge coal dock. a forest of
stand pipes. ash pits and a turntable –everything but a roundhouse. which is,
as we have noted. across the yard. There is. however. a two-track doorless
shelter for the electrics and a small storage yard for the steam. Adjacent
administration buildings keep tabs on the whole operation.
As far as Hiroshima Engine Shed is .concerned. I was told that the total
roster of steam assigned here (but not including what is serviced for the bran
ches) includes five C50 2-6-05 for yard servicej four CII 2-6-4Ts for the Kake
Linej three D51 2-8-2s for the Kure Line. There are no diesel locomotives
assigned but there are an infinite number of electric locomotives.
Our return to Osaka was made on the Limited Express diesel trainset
Midori (Green). part of which originated in Kyushu at Oita. It terminated at
Shin Osaka Station. A few miles out of Hiroshima. beyond the junction with the
Kure Line. the San-yo Line tackles a formidable grade troublesome for its
length rather than its steepness. It reaches its steepest ascent at Seno where
there is a helper station teeming with ancient EF 10 and newer EF 57 electrics
pensioned from mainline service. Their brown paint is touched up at the body
ends with broad yellow stripes to increase visibility.
If I have any conclusions to draw from my visit. among them is the fact
that more steam power is based on branches than at mainline division points.
even though the branches lack the variety. I was impressed with services on
A Mi~oshi-based 2-6-2, G58 257, of th~ type which works
over the byway rBil route which the author travolled
between Osaka and Hiroshima, is shown her~ at the
The EF 58 class electric locomotives aro contemporBries
in period of the G62 class 4-6-4s. Her~, No. EF 58 83
in ito new blue and ivory paint scheme, stBnds alongside
Huds on No. G62 43 at Hiroshima.
CANADIAN 183 R A I L
the branches, finding that station facilities and punctuality are up to main line
standards even if the speed and the equipment is not. Even the most remote
village stations had a complement of freshly-uniformed staff who stood at rigid
attention when trains entered and left the station. Employees take their work
very seriously. Steam power based on the branches was in rather better shape
from an appearance point of view than on the main lines; for example, the
people at Miyoshi never fail to polish a brass fitting.
I was impressed, too, by the C62 4-6-4 locomotives. and by the main line
railroading which. in my opinion. is equal to anything anywhere and possibly
is superior to most.
In capsule commentary. the JNR is a railroaders railroad and in addition
offers courtesy and service to the enthusiast.
ACKNOWLEDGMENT: My special thanks go to Mr. Toshitaka
of the JNRs Hiroshima Foreign Affairs Office for his inval
uable assistance. and to Road Foreman Mr. Mizuoka for in
troducing me to his beautiful C62s and positioning them for
The eastbound main lino passes Hiroshima locomotive
storvgo yard. EF 61 4 heads a Tokyo-bound express
train past G62s and 059s in the background. The
electric engine is in the obsolescont brown livory.
Hero, G62 15 moves light in Hiroshima yard. A yardman
on tho buffor beam signals the engineman, stationed on
the left side, with red and green signal flags.
Photos Page 185:
On the trip dosoribed in the text, MoKl!owns train,
headed by G58 60,waited in a siding for an eastbound
express between Biollu-kojiro and Bingo-ochiai. The
date is Ootober 9th, 1966. Note the brass piping.
The inevitable flagman deoorates the front of G58 61
as it oouplfls on to tho rear of the Buthors train
at Bingo-oohial. Sister engine G58 60 headed the train.
Another G58 heads the Halting freight, Nl1mi-bound.
Purchases: up to September 23, 1966.
DL-640As (ra llway class MR-24b) arrived as shown below:
3206 ••••• Nay 11, 1966 3214 ••••• June 22, 1966 3207
••••• llay 11, 1966 3215 ••••• June 22, 1966 3208
••••• May 20, 1966 3216 ••••• June 30, 1966 3209
••••• May 20, 1966 3217 ••••• June 30, 1966 3210
••••• f>lay 31, 1966 3218 ••••• July 15, 1966 3211
….. May 31, 1966 3219 ….. July 15, 1966 3212
••••• June 13, 1966 3220 ••••• August 26, 1966
321J ••••• June 13, 1966 3221 ••••• August 26, 1966
Op-4os (railway class OR-30a) were delivered as follows:
4002 ••••• May 21, 1966 4003
••••. May 21, 1966 4004
••••• f>lay 27, 1966 4005
•.•.• ~lay 27, 1966 4006
••••• June 11, 1966 4007
..••. June 11, 1966 4008
••••• June 29, 1966 4009
••••• June 29, 1966 4010
••••• July 2, 1966 4011
••••• July 2, 1966
Scrappings: up to September 23, 1966.
1610 1626 1633 1639 2201 2210 3002 3007
9334 9401 9405 9418 9420 9422 9424
BUILDER S NU~1BER
2683 2689 2863 2872 79126 79182 77758 2710 77296 77300 77629 77630 77631 77632 77709 77271 77274
£ -units so marked were traded-in to MUI for DL-640A s.
o _ converted to B-15.
NOTE: 9401 was offered to the Canadian Railway Museum by Nontreal
Locomotive 11orks, but was refused account space limitations.
CANADIAN 187 R A I L
~l1scellaneous: up to September 23, 1966.
1) The following additional
on four-wheel trucks: 1726. Since
loadings were required in the
stopped and the remaining C-C
MR-10 locomotive has been placed
more locomotives with light axle
Maritimes, thr program has been
units dispatched to the Atlantic
Purchases: up to September 26, 1966.
Delivery of the railwayS SD-40s has begun. They are 3000
horsepower and have railway class DRF-30a.
5501 5502 5503 5504 5505 5506 5507
5510 5511 5512 5513 BUILDERS
A-2133 A-2134 A-2135 A-2136 A-2137
A-2139 A-2140 A-2141 A-2142 A-21
A-2144 A-2145 A-2146
DELI VERY DATE
July 26, 1966
July 26, 1966
July 26, 1966
July 26, 1966
Aue;ust 20, 1966
August 20, 1966
September 2, 1966
September 2, 1966
September 2, 1966
September 2, 1966
September 19, 1966
September 19, 1966
September 23, 1966
September 23, 1966
This order of 32 units has been increased to make a total of
65 units. No locomotives are being traded-in for this new power.
The new order is not necessarily of the SD-40 model.
Scrappings and Sales: up to September 23, 1966.
Three more Canadian Pacific locomotives have been dismantled
while a fourth was sold to the City of Port Coquitlam, British
ROAD CLASS BUILDER DATE DATE BUILDERS STORAGE
NU~1BER BUILT SCRAPPED NUtI;BEH LOCATION
424 D-4-g CPR 1912 6/66 NONE Angus 2314
G-3-g MLW 1923 6/66 64538 .Jeston 3611
N-2-a ~1L 1 1911 4/66 50238 Weston
3716 N-2-b ~1Lvl 1912 Sold 4/66 51628 veston
Hentals: up to May 25, 1966.
DH sWitchers 3041 and 3042 have returned home.
Rentals: up to June 16, 1966.
BLE units have again been acquired by the CPR. Units 716A and
713B are currently leased.
CANADIAN 189 R A I L
Rentals: up to August 5, 1966.
More BLE units are leased: numbers 717A, 717B, and 718A. As
well, POE units 614, 618, and 620 have been leased.
Rentals: up to September 9, 1966.
The three PGE units 614 618, and 620 have been exchanged for
three DMIR units: numbers 124, 137, 150.
GRAND TRUNK WESTERN
Rentals: up to September 23, 1966.
GTvl has leased four units from the Chicago and Vlestern Indiana
Railroad: road numbers 252, 253, 255, 257. See Number 181 for fur
PACIFIC GREAT EASTERN RAILI-IAY
Purchases: up to October 7, 1966.
Pacific Great Eastern took delivery of three more DL-718s on
October 7, 1966. They carry builders numbers M-3
M-3460-0J, road numbers 628 to 630, and builders plate date of
August, 1966. The number 627 has been acquired by a rebuilt 616.
Units 628 to 630 left Montreal St. Luc on CP Train XPGE629 West at
4:55PM Eastern Standard Time.
TEXAS GULF SULPHUR
TGS ordered three locomotives from MLW. They bear road numbers
0514 052, 053 and builders numbers M-3457-01, M-3457-02, and
~1-3 57-03. 051 was outshopped July 15, 1966, while 052 and 053
did not emerge until September 21, 1966. However, all builders
plates show August, 1966 as date built. The units, constructed to
specification DL-811 (Model RS-23) are 1000 horsepower and will be
used at the Kidd Creek Mine, near Timmins, Ontario.
I •• h.
Oanadian National Railways has placed an order for
twenty-one looomotives with MLW. Two of these will be
0-6308, 12 will be trade-in 0-424s, while the rema.in
ing 7 are new 0-424s. Further data is in Number 181.
Also ordered are 6 GP 40s and 8 aD 40s from GMDL.
Omitted. unfortunately. from Mr. R.M. Binns article in the issue on the
subject of air brakes on single truck cars. was this excellent and interesting
photograph-of a group of delegates to the Canadian Street Railway Association
Convention at London and St. Thomas. Ont •• in October 1912. Mr. Acton
Burrows. the founder of the Association. leans on the windowsill of London 8.
Lake Erie Railway car No.9. (Collection of R.M. Binns)
S,re ,I 0 s,al.
Before the Btri ke, EVERYONE J
(including J &pparen tly I Prime
1I1niBter Pearaon) thought Burely
90MEO::E would do SOMETHitiG to
prevent a railway strike.
wondering if their trains
o;.:.ld show up.
and, in Vancouver, as elsewhere,
dQt,, • –+hGts
the railways werent making any promisee …
AS SEE:, THROUGH THE EYES AND PENS
OF EDITORIAL CARTOON I9T9
Return tickets I … bit of an optimist orent you?
There were some llAROINAL
advantagee to the strike …
. . Then the settlement:
II IT IS OVERiI I said the paperB.
(We ~! 1 Baid the commuters) .
. .. Finally I back to normal.
CNR comF.:.ltera battle for apace
aboard the overcrowded
ll~unt Royal Tunnel traina.
Best Time to Get Stuck on 8 Crossing
Doug Wright –Montreal Star
Even if there ARE no trains, Id think youd slow down a lillie bit for the sakf> of thl
CANADIAN RAIL: Published ITlonthly (except July/August cOITlbined) by
the Publications COITlmittee. Canadian Railroad Historical
Association. P.O. Box 22. Station B. Montreal 2. Canada.
Subscription includes Associate MeITlbership: $4.00 annually.
PUBLICA TIONS COMMITTEE:
ACTING EDlTOR. CANADIAN RAIL:
ASSOCIA TE EDITORS:
D.R. Henderson, Chairman.
Anthony Clegg. William Pharoah
Dere·k Boles, JaITles Sandilands, Ian Webb.
John W. Saunders, Wayne Hughes
OTTA WA VA LLE Y : Kenneth F. Chive rs. Apt. 3, 67 SOITle rset St. W .. Ottawa.
PACIFIC COAST: Peter Cox. 2936 W. 28th Avenue. Vancouver, BC.
SASKATCHEWAN: 1.S. Nicolson. 2306 Arnold St •• Saskatoon. Sask.
ROCKY MOUNTAIN: V.H. Coley. 11243 -72nd Avenue. Fdmonton. Alta.
FAR EAST: W.O. McKeown. ~OO SenriyaITla (Oa7oa). Suita City. Osaka. Japan.
BRITISH ISLES: John H. Sanders, 10 Church St., Ampthill. Beds •• England.
Copyright 1966 Printed in Canada on