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Canadian Rail 186 1967

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Canadian Rail 186 1967

Number 186

Crewless Passenger Service
fJot to be outdone by the automated Expo Express, CN capped
Lts always dynamic passenger-services-innovations programme by
~ecently operating R.D.C. shuttle service from Windsor, Quebec to
3rompton and return, without a driver nor a train crew. Despite
airly successful crewless operation, CN maintains it does not con­
;emplate further such service for the time being.
The unanticipated breakthrough in railway technology oc­
lurred on the afternoon of February 3 when the regular Montreal-to-
3herbrooke Railiner, manned by a regular crew, stopped at a level
lrossing near Windsor, after disputing right-of-way with a propane
~ruck. The train crew leaped off to give medical aid to the truck
iriver. The R.D.C. was parked on an upgrade and –a result of the
lollision –had inoperative airbrakes. Possibly taking its title
)f self-propelled car a little too literally, the R.D.C. began
Jacking up –crewless. The brakeman lunged for the car but missed.
Faster and faster went the history-making Budd, until it
~as quite out of sight of its crew. The passengers on board, with
Ghe exception of an elderly couple up front, were unaware of any­
~hing unusual. The crewless Railiner picked up momentum sufficient
GO overcome the minor opposing upgrades, until arrival at Brompton,
light miles from its starting point. There, it encountered a steep
)pposing grade, stopped briefly, then reversed direction.
Meanwhile, the Budd car crew, literally left behind by )
rogress, had decided that this revolutionary development must be
irrested. Thus, they had commandeered a yard engine and were off
In search of their Budd. The shuttle Budd now self-propel~ itself
Jack toward ll1ndsor, had retraced five of its eight errant miles
~hen it encountered the pursuing yard engine. The elderly couple,
J.ware of the fast-developing cornfield meet, abandoned ship and
1ere luckily uninjured. Also luckily, the yard engine and the R.D.C.
lad a token cornfield –very gentile. At this point, the experi­
nent was declared complete.
CN Officials are coyly denying any prior knowlege that
;his test would be made, and will not, of course, acknowlege that
~urther such tests might occur. Equally uncertain is a possible
Lmplementation date for regular crewless passenger service –espe­
lially between Windsor and Brompton, Quebec.
gARTER-C-mTENNARY: Twenty five years ago, Montreal
Tramways cars were shuttling back and forth between 44th
Avenue and 56th Avenue, Lachine, on the M.T.C. route 92,
LACHINE EXTZNSION. The route required a doubl~
tram) and equipment usually assigned was one of the 2001
or 2bOO class units. On occasion, however, one of the
few remaining single-truck Birney cars was operated. The
photo on the adjacent page was taken during the early
summer of 1942, and shows Birney 224 at the Dixie end of
the short shuttle.
RC.Champlain ir St. ~awrence RailroaJRC.
Their Snow Winter Service
~paper announcements to be found in the autumn edi­
ons of 1836 or 1837 Montreal journals, state bluntly that the
amp1ain and St. Lawrence Railroad would cease operation for the
nter on a certain day, and infer that suitable accommodation for
nter-time travellers can be found on appropriate winter stage
aches, –that is to say, sleighs. At a slightly later date, the
fant railroad was kept running during the winter months only with
e greatest difficulty.
It may be safely assumed that the same situation prevailed
rough the Eighteen Forties. When the country traversed by a rai1-
y was comparatively flat, the winter wind could be depended upon sweep
the snow off the right-of-way; however, shallow cuttings
stretches of the line through thick woods could and did allow
e snow to accumulate.
While it was the duty of the sectionmen to keep the line
ear for about two to three hundred yards on each side of a sta­
on, this was for the particular purpose of allowing the train to
start after it had stopped to discharge its passengers and mer­
andise. Light wooden ploughs or scoops were generally used by e
sectionmen with the snow being removed a short distance and
mped beside the track in any appropriate gully. At the time, the
gineer had to depend on a much more primitive device to remove e snow from
the rail. Two large brooms, made of birch branches
lit or peeled in narrow strips about 1 inch wide and a quarter of
inch thick and bound about a three inch stick as a handle, were
tached to the buffer beam of the engine just ahead of the pilot
uck wheels. Obviously, such a rudimentary arrangement was exposed
immediate improvement.
By 1851, the year the Champlain and St. Lawrence was
ened to Rouses POint, continuous year-round operation was consid­
ed essential. The equivalent of calling out the lip low extra,
s to station two men on each side of the engine buffer beam.
ese hardy souls were ~rovided with longhand led shovels, about
ght feet long (actually), which they allowed to ride lightly along
e tops of the rails. The shovel blades were about ten inches by g
ht inches and were fully three-quarters of an inch thick. They
re heavy, and how they were allowed to skim along the rail-head
puzzling. In addition, the blade had a piece cut out of the
wer corner with a turned-up lip so that when the shovel rested on e
rail it could go down about three inches, thus keeping clear of
e ties and, at the same time, passing over the rail joints. The
ntinuous cold, the weight of the shovel, and the frequent neces­
ty of raising the shovel to clear switch points made this job an
enviable one. The consequences of not raising the shovel at the
quired point can well be imagined. Fortunately this arrangement
sted but a short time.
Around 1860, the railway dipped into its slush fund and
ught small iron snow-ploughs which were bolted over the pilots of
e engines. These were fitted with scrapers or flangers which
u1d be raised or lowered by means of a lever in the cab. Later
, when the Grand Trunk assumed operation of the line, a wedge­ough
with aidewings was used. This vastly improved railway snow m
oval but snow became even less an enemy of railroading with the
troduction of
, •••••.•..•……………………..
A Canadian Invention
Dr, R.V.V.Nicholls

• • •

• •
• •

• • • •
I ••••••••••••••••••

~1869 a Canadian patent was granted to J. W. Elliott, a
oronto, Ontario, dentist, for his invention of a compound revolv­
ng snow shovel. On May 4, 1870, the same man obtained a patent
Dr An Improvement on a Machine for Removing Snow from Railway
racks. From th1B primitive machine evolved the rotary snow plough,
o be used with spectacular success on many of the worlds railways.
ts novel feature was a large wheel with four flat spokes, placed
i§e-on, rotating within a casing on a shaft in line with the track.
window was placed in the casing near the top. The device was
J be mounted, with its steam engine, on a railway car. The inten­
ion was that, when it was driven against a drift on the line, the
nife-edges of the casing and spokes would cut the snow, and the
otating wheel would fling it to the side through the window by
entrifu§al force. It is not known whether a prototype of the
1110tt shovel was ever built and tested. However, though crude
t evidently included the principal element of the modern rotary.
About 1883,· Orange Jull of Orangeville, Ont., modified
he Elliott Ploueh by placing a knife-wheel (Fig. 1) in front of
he shovel-~heel (Fig. 2). To the former were attached four heavy­
teel knives; within the latter were incorporated twelve shovels
Jr vanes, or partitions). The knife-wheel was mounted on a solid
haft and the shovel-wheel on a hollow shaft enclosing the other.
hey were driven in opposite directions by two powerful one-cylinder
team engines, operating through bevel gears, at 200 to 300 r.p.m.
Fig. 3). Plough, engines, boiler, water-tank and coal-bunker were
ntended to be mounted on a car frame. He was granted Canadian
~tent No. 18,506 on January 22, 1884,
The winters of the 1880s were unusually severe and one
~nnot help reflecting whether their severity was a stimulus to the
nventiveness of Orange Jull. Certainly railways must have been a
requent topic for dinner-table conversation in the Jull home. His
~ther, Thomas, was a keen advocate of them, being responsible in
~rge measure for bringing the Toronto, Grey & Bruce Ry. to Orange­
ille in 1871 and the Credit Valley Ry. in 1879. Furthermore, there
~s much talk of the buildin~ of Canadas first transcontinental
Fig. I.-Front View, showing Revolving )(niv(>~.
ne, around the Great Lakes, across the Prairies, and over the
ckies, where heavy snows would be encountered.
Evidently, the prinCiple of the Jull Plough (like Elliott,
called it a shovel) is that of an auger; the knife-wheel bits
.to the snow of the drift, cutting it into chunks, which are then
.rown beyond the railway fence or over the top of the cutting. The
rst machine was the result of numerous experimental models, which
re made by Jull and tested in sand. Some of its leading dimen­
ons were: diameter of wheels, 9 ft.; size of projecting casing,
ft. square (sloping inward to the knife-wheel); diameter of
lid forged shaft, 6 in. (carried on a bearing 21 in. long and
ovided with a thrust-bearing); diameter of hollow cast shaft, 10 •
(carried on a bearing 16 in. long); diameter and stroke of
stons, 12 in. and 14 in. To guard against the choking of the
.ives, the shovels had double the capacity of the knives, so that
,e snow would be cleared as fast as it was cut. The rotating parts
re carefully balanced by weights attached to the periphery of the
ife-wheel. The plan was to have the plough followed by a flanger
clear the snow from between and beside the rails.
The Jull invention was taken up by Leslie Bros. of Orange­
lle, who proceeded to construct the prototype during the winter
1883-84. One authority states that it was built in the shops of
the Credit Valley Ry. (later part of the C.P.R.) at Parkville, near
roronto. It was not ready until April 1st, by which time most of
the snow had disappeared. However, workmen were instructed to col­
lect what was available and a bank was shoveled into a cut on the
line between Queens Wharf and Parkdale. Though the amount was lim­
tted, the capability of the Elliott device to clear the line of
3now and ice, and to throw it 200 feet or more was clearly demon-
The demonstration also revealed some difficiencies. The
Jlough should be so constructed that the snow could be thrown on
~ither side of the track, and a flanger should be provided to pre­
rent the plough being derailed in hard snow or ice and to leave the
rails clear after it had passed. During the summer of 1884 John S.
~wis (postmaster of Toronto and a partner in Lewis Bros.) formed
Ghe Rotary Steam Snow Shovel Manufacturing Co. of Petterson, N.J.,
~ith right to build the machines in the United States. An improved
Jlough was constructed for the company by the Cook Locomotive Works
)f that city. (Edward Leslie, Can. Pat. No. 21,730, May 29th, 1885)
rt incorporated manually reversible blades on the knife-wheel and a
novable baffle over the window of the cylindrical casing. Flangers
lnd ice-cutters were fastened to the front of the forward truck, and
Fii. 3.-Front View, showinl Relolvinl Sholel, the Knife Wheel beinK removed.
~ ~
~ ;:I;
~ ~

:;: 0::



a wedge-plough to its rear. The flangers and cutters could be
raised, or lowered, simultaneously by compressed air. The engines
were equipped with Vlalschaert valve gear. This model was operated
on the Chicago and North Western Ry. in Northern Iowa during the
winter of 1885-86.
One difficulty was experienced! The friction created by
the snow passing between the oppositely rotating wheels absorbed
more power than that required to cut and throw the snow. According­
ly, Leslie Bros. devised a single wheel, having knives which re­
versed automatically their position according to the direction of
the rotation of the wheel. The back of the wheel was a round sheet
of steel plate to which radial gusset plates or partitions were
attached, which in turn supported front rings and the trunnions for
the knives. This design became known as the square-fan type. It
was tested toward the end of the same winter and proved to be sat­
The plough was sent back to Patterson and rebul1t with
several improvements, suggested by the previous Winters e~r1ence.
The new rotary, as it was popularly called, was given its first
trial on the Oregon Short Line Division of the Unlon Pacific R.R.
during 1886-87, being operated by J. S. Leslie himself. It was so
successful in opening the 70-mile branch that it was purchased by
the railroad and orders for three more were placed. It was also
adopted by the Chicago and North Western; Chicago, Milwaukee & St.
Paul; Northern Pacific; and other American roads.
The relationship of Jull to the Leslies as inventors is
not clear. Canadian patent No. 24,429, July 5th, 1886, refers to
Orange Jull as assignee of Edward Leslie. All subsequent patents,
respecting the rotary snow plough, were granted to Edward Leslie.
On Page 53 of the Popular Mechanics Railroad Album,
Jrinted in 1954, appears the statement: The rotary, perfected about
1885, was the invention of Lewis Bergendahl, an Oregon Ry. & Navi­
~ation Co. water-servlce foreman. In light of the foregoing its
lccuracy seems open to serious doubt.
A further dlgression may be permltted here. Between 1869
md 1883 several machine ploughs had been designed and tested.
~one proved satisfactory. The Hawley Plough was exhibited at the
~entennlal Exhlbltlon in Phl1adelphla In 1876 and was tested on the
Ceeswater Dlvislon of the Toronto, Grey & Bruce Ry. It was equipped
flth a conveyor screw, rotating on a vertlcal axls and supported In
l rectangular casing, the front of whlch was shaped to collect the
!now. It was unsatisfactory because it fal1ed to throw the snow
IS well. The Marshall Plough was tried on elther the Chlcago, Ml1-
faukee & St. Paul R.R. or the Chicago and North Western R.R. in the
Late 1870s. Its novel feature was a large wooden wheel, on whlch
fere fastened a number of radlating blades and which revolved on a
!haft at right angles to the track. (The modern Slcard snow plower
:or street and hlghway use Is a modlflcation of thls prlnclple.)
~he Blake Plough, which attempted again unsuccessfully to explolt
,he rotary princlple, was trled on the Wlnona & St. Peter Dlvlslon,
:hicago and North vlestern R.R. in the early 1880 s.
Subsequent to the perfectlng of the
Jull devlsed a centrifugal excavator
In 1889, whlch was
,rst put in service on the Union Pacific R.R. during the next win­
r. (Can. Pat. No. 31,679, June 26th, 1889) Its unique feature
,s a cone-shaped screw, built up from four spiral blades and
,unted on a shaft, set diagonally across the track and inclined
re-and-aft to it. The screw revolved at 250 to 300 r.p.m. and was ,
tended to lift the snow and throw it to side and rear. The design
,s defective because the spiral cutter was easily damaged, the
rew conveyor became clogged with snow and ice, and together they
nded to raise the front truck leading the derailment. In the
,me year the Cyclone Plough was tried on the Central Pacific R.R. ke
the Jull Excavator, it had a revolving auger but in addition
had a fan-wheel mounted behind on the same shaft. It too was t
Let us now revert to our main theme. In 1888 the Canadian
,cific Ry. built at its Montreal shops and in collaboration with
te Polson Iron Works Co. of Toronto, eight Lewis-type rotaries.
. 101 was the first of the series and a complete description of
, can be found in Vaughans article (see bibliography). Its wheel
,s of the square-fan type, 9 ft. 10~ in. in diameter, mounted on ,
8t in. dia. shaft and supported by a 34-in.-long bearing. The
iler was provided with 1,259 sq. ft. of heating surface and car­
,ed 180 p.s.i. pressure. The cab was of wood. The plough without
nder weighed 621>-tons in vlOrking order. Fig. 5 is a reproduction
, a photograph in the Associations C.W. Spencer Collection and is
lieved to depict one of these ploughs. A source of difficulty
th them arose from the heavy bending strain applied to the main
,aft, when the lower portions of the wheel and its casing were
rced into hard snow or ice. This strain was then transferred to
,e bevel gears, their bearings and supporting castings. Failures
The square-fan-type wheel proved satisfactory when dis­
)sing of the dry snow found east of the Rockies but unsatisfactory
Lth the wet snow on the Pacific slope. The latter sort had a tend­
lCY to adhere to and clog the spaces between the partitions. Fur­
lermore, in heavy work the partitions,were not sufficiently strong
) drive the knives. As men on the ploughs put it, the back ran
~ay from the front. To overcome these defects Leslie Bros. de­
Lsed a wheel in which the compartments or pockets were formed by
)nical shaped scoops with smooth surfaces (strongly secured to a
lsting at the centre), on the edges of which scoops, the knives
~re carried. In the early 1900s the Bucyrus Co. built two ploughs
)r the Grand Trunk Pacific Ry. One bore the number 385075. The
)tors were provided with ten conical scoops. The ten cutting
lades were heavy castings and had double edges. They adjusted
1emselves automatically and independently. The blades were alter­
~tely long and short so not to interfere with one another.
The most severe test to which a rotary can be subjected
9 presented by snow slides such as are met with in the Selkirk,
ascade and Rocky Mountains. The snow and ice in these slides is
Jt only packed very hard, but contains gravel, rocks and trees.
1e custom of probing for the latter obstructions with sounding
Jds and, if located, removing them by pulling or blasting was only
artially successful. The repair of damaged knives was difficult
nd slow, often requiring that the plough be shopped. During the
tnter of 1908-09, George Bury, General ?-1anager, -iestern Lines, Ca­
adian Pacific Ry., decided that even more rugged construction was
~quired. He envisaged a design with knives of 2-in. armour plate.


Rotary Plough Extra battles the bliz
Deloraine line in Southern Mani toba
ld snowdrifts on the C. N. 1 s
the difficult winter of 1949.
R A I L.
he following spring authority was given to have the Montreal Loco­
otive Works build two such ploughs. Mr. H. H. Vaughan, Assistant
o the Vice-President of the Railway, and John Player, Consulting
ngineer of the American Locomotive Co., collaborated on the plans.
A detailed description of the design, which was commenced n
July, appears in the articles by Vaughan and by Winterrowd. Two
uggestions, made by Vaughan, were incorporated from the beginning:
ne was that the plough-wheel be driven directly by a marine-type
ngine without the intervention of bevel gears, and the other that
he frame of the plough resemble a bridge girder in order to support
horoughly the wheel-casing, rather than be fabricated of channel
ron. However, since the employment of 2-in. armour plate for
lades and scoops, with a correspondU8ly heavy construction behind,
ould have led to an inacceptable weight, a different idea was at­
empted. The wheel was built up from a number of very strong
astings. It weighed in excess of 12 tons and was driven by a
haft 11 1/8 in. in diameter and 12 1/6 ft. long. Wheel and shaft
ere supported on two large plain bearings and secured by an unusu­
lly rugged thrust bearing. The casing was fabricated of 3/4 in.
late, reinforced at the bottom by a second sheet. The engine had
ylinders of 20 inches diameter and 24 inches stroke. It was con­
ected to the plough-wheel shaft by a drag-link coupling to prevent
ending strains. The boiler was similar to those of the C.P.R.
lass M-4 Consolidation-type locomotives. The trucks were of the
-wheel type, had cast-steel frames, and were specially designed
or the purpose. The tender had a capacity of 16 tons of coal and
,000 Imperial gallons of water.
There were delays due to a desire for preliminary testing
f the novel wheel and casing on an older plough and to the neces­
ity of redesigning many of the subsidiary parts so as to bring the
hole within limitations of welght. Nevertheless, the first plough
as completed on January 8th, 1911, and the second one a fe .. , days
ater. One carrled the number 300808.
These ploughs were very efficient, being even capable of
eallng with 4-in. diameter trees embedded in snow slides. In par­
icular they operated with very little vibration at 400 r.p.m. The
nly trouble experienced was due to occasional derailment when the
rack was badly heaved. The body of the plough was so stlff that
he provision of additional spring movement became necessary. They
emalned the largest and most powerful machines ever built until
he 1920s.
For many years the rotary was unrivaled as a means of
lea ring the line of lengthy drifts and packed slides. It has been
mployed in many countries throughout the world, on prairies and in
ountains. In recent times it has been improved in various minor
ays, such as the use of steel cabs, and modified to meet local
ondltions, such as, through the replacement of steam power by a
lesel or electrlc motor.
Now, however, in Canada at least it has become more eco­
)mical to f1ght deep snow by bull-dozers, which are brought to the
!ene on railway flatcars (or highway trucks). The Canadian Pacific
r. scrapped its last rotaries some time ago. The last two standard­
Luge rotaries on the Canadian National Rys. were Nos. 55184 and
5361. The former was built for the Canadian Northern Ry. as No.
500 in January, 1912, by the Montreal Locomotive Works. It was
:rapped at Moncton, N.B., early in 1965. The latter was built by
Ie same maker in 1926. It is approximately 41 ft. long and weighs
L2} tons. This historic machine was saved at the eleventh hour
I April, 1965, while awaiting scrapping at London, Ont., and moved l
the Canadian Railway Museum the following November for permanent
No. 55361 saw considerable service on the Quebec-Lake St.
lhn Line and Fig. 6 is a picture of it taken at Chamy, Que., by
lr late member William G. Cole, sometime in the 1930s. Fig. 7
lOWS it at the Museum, this summer, when it was receiving close
lspection by two viSitors from the United Kingdom.
the rotary snow plough ~ay have disappeared from
Ie country of its birth it still remains in widespread use in many ,
rts of the world, from Alaska to Peru and from Norway to Switzer­
The writer of this article will appreciate receiving from
laders information and pictures relating to its subject matter.
List of Canadian Patents; June, 1824, to August 31st, 1872
Canadian Patent Office Records,
various volumes, 1883 to 1893
Credit Vally Memoirs,
Alfred Price,
Canadian Rail, No. 156, June, 1964, p. 149
Rotary Steam Snow Shovel,
Anon. , The
Railway Gazette, September 12, 1884, pp. 663, 664
Rotary Snow Plows, Their History, Construction, etc.,
H. H. Vaughan,
Canadian Railway and Marine World, March, 1913, PP. 101-105
Snow Fighting Equipment,
W. H. Winterrowd,
Canadian Railway and Marine World, September, 1920, pp. 469-473
October, 1920, PP. 525-529
November, 1920, PP. 581-587
,C K E~~ _-___ R 0 r
~ile typing this article, our other eye caught an item
n the March 3 issue of Time Magazine about the Double Dactyl, a
ew poetry form by Poet Professors Anthony Hecht and John Hollander.
he rules governing the poem form are:
a) All poems must begin with a double dactyl nonsense line.
b) The next line must be a famous name also double dactylic fol­
lowed by another double dactyl and a line of four beats.
c) Begin allover again, ending with a punchline.
d) Somewhere include a double dactylic line of one word.
at, thus:
The word Rotary just seemed to lend itself to this for-
Rotary Doctory
Rickety rotary
Johnathan Elliott
Watched as his drill
Gave his customers pain
Freeing teeth of tarter stain
Doc turned his thoughts
To clean track for a train
Re 11cy rotary
Doctor Bob V.Nicholls
Got the Museum
An obsolete plow
Saved by the President
Upkeep will take
More than nickels, I vow •
. . . . . . Ferro
recent announcement by the C.N. that a new first-cJa S8
passenger train is to be inaugurated over the National
Transcontinental Route betlreen Charny and Moncton, brought
to light the above old photograph, showing the locomotive
that hauled the First naily Express Train over the line
between Monk and Levis. Luckily, a photographer was on
hand when the train pulled in to record the event for the
(Photo courtellY C.N .R.Magazine -1921: originally submit­
ted to C.N.R.Magazine by Mr.J.E. St.Onge of Riviere d1lcup)
otary snow ploughs were also used on some interurban and suburban
lectric railways during the early part of this century. Iiiontreal
ramways operated two double-truck and three single-trucl~ Rotaries,
11 double-ended machines capable of making short work of accummu­
ated and packed snowbanks. Subsequent expansion of urban devel­
pment forced the early retirement of most of these units —one
f the last uses for MTC Rotaries was on March 7, 1943 wnen double
ruck #2 was required to open the snow-choked Cartierville line.
UPPER PHOTO; Bat tling the elements on Decari e between N amur
and Cote de Liesse Road.
Mission completed!!!
No work today for #1 —shown at i!It. Royal Depot
May 14, 1949.

liveries: up to February 28, 1967.
Unit 3228. serial M-3477-07, was outshopped February 21, 1967.
rapoings: up to February 28, 1967.
Prior to 1965. when a unit was retired on account
gh cost of repairs, obsolescence, etcetera, (i.e. in
at parts could be salvaged from it), the unit was d
the local sbop forces dismantled it on a specific
s entered as the scrap date.
of accident,
su c h a )fa.)
date. which
This practice was stopped in 1966 and the car bodies are for­
rded to London, Ontario, for dismantling by Stores Staff. Since
exact dates are being fed back on their program there. such
tes are no longer recorded.
It was for this reason that 9318, retired February 15. 1966
ee CanRail #179) and since stored at Point St. Charles. arrived
Montreal Yard on February 9. 1966. It left for London at 0300 e
following day on Train 743. pulled by locomotives 1801 and
sposals: up to February 28, 1967.
Locornotiye 77, retired some years ago and since working at
nada Starch in Cardinal, Ontario, has been donated to the
naddan Ra~way Museum by the Canadian National Railways. Date of
livery to the Museum is uncertain since the locomotive, the old­
t CN diesel-electric in existance (1930), is still in use. A
re comprei).ensive report on this locomotive will appear in Power
CanRall #189 (June, 1967).
liveries: up to February 28, 1967.
January 27, 1967 A-2178
5534 January 21, 1967 A-2179
January 21, 196,7 A-2180
January 21, 1967 A-2181
January 27, 1967 A-2182
February 1, 1967 A-2183
February 1, 1967 A-2184
A step by step introduction of an electronic reservations
rstem for trains –the only one in North America –was begun
n mid-February by Canadian National Railways.
The computer-run service will not become fully operational
ntil June when all seats on CNs new turbotrains will be added to
he computers inventory memory. Until then the computer will be
rogrammed to increase its space inventory in stages while railway
ersonnel become thoroughly familiar with its use.
The system is designed to make coach and parlor car reser­
~tions, for journeys over 160 mUes, on most of the railways major
rains, within a matter of seconds. (Passengers are not required
J reserve coach accommodation for travel under 160 miles.)
Programming for the new system is as follows:
Effective mid-February it became necessary to reserve
Jach seats for travel beginning April 1, on CNs two transcontinen­
:11 trains: the Montreal to Halifax Ocean Limited, and all trains
n Rapido service between Montreal-Toronto and Montreal-Quebec City.
:1rlor car seats, also for travel after March 31, will be reserved
~ all Montreal-Toronto, Montreal-Ottawa and Montreal-Quebec trains,
3 well as trains in the Toronto-Southwestern Ontario and Chicago
As of April 30 coach space on two additional Montreal­
ilritime trains –the Scotian and Chaleur –must be reserved,
1ile coach seats on the Lakeshore, Bonaventure and Cavalier,
3tween Montreal and Toronto, will be added to the system in May.
John H. Richer, CNs vice-president, passenger sales and
3rvices, said the railway is adopting the system because its ex­
inding passenger business has become too large to be handled effec­
lvely by the present manual method.
We have not applied the electronic system to all trains,
r. Richer said. We have chosen our most-travelled trains in an
ffort to meet the expected heavy demand for our services during
madas centennial year and Expo 67.
Heart of the automatic reservations system is the Collins
lmputer centre of CN telecommunications in Toronto. The room-size
lmputer is connected to 36 Canadian cities, stretching from Vic­
lria, B.C. to St. Johns, Nfld., and to Chicago in the United
The system is capable of handling 1,000 requests per hour,
hours a day, seven days a week. Reservation requests from any
o the connected points can be answered in 10 seconds or less.
The computer will accept last minute cancellations and
Lll reserve travelling space as much as four months in advance.
Smaller communities not directly tied in to the network
In secure reservations through the nearest connected office by
ling existing telecommunications facilities.
by Derek Booth
he Government of Ontario (GO) Transit is scheduled to begin
perations on May 23rd. The system will be introduced in four
tages. The first will provide 17 trains daily Monday to Friday,
etween Pickering and Hamilton. The second phase, to begin on
une 26th, will see the addition of eight trains in addition to
weekend and holiday service. The third stage, beginning on
uly 17th, will add 14 more Monday-to-Friday trains and the fourth
tage, beginning in September, will add another 6, bringing the
otal number of trains on week days to 45.
rom Edmonton comes news of the possibility of the development
f a rapid transit or freeway system for the city which would
se the CN right-of-way. Meetings have been held between Mayor
incent Dantzer of Edmonton and CN vice-president for the Mountain
:egion, Roger Graham. The use of the CN right-of-way would mean
hat the city could avoid the high cost of acquiring new land in
n urban area.
CN will have more mainline trains with more capacity than at any
ther time in its past stated CN passenger sales vice-president
ean H. Richer. This statement summed up the massive undertaking
f preparing for 1967 and the biggest passenger year in CNs
istory. As well as the hundreds of cars bought, leased or rebuilt,
ew trains are being built. These include five Turbos for Montreal­
oronto service and five rapid lightweight trains for southwestern
ntario. The total increase represents additional accommodation of
lmost 2,000 sleeping spaces and 7,500 seats.
ollowing a nine-day public inquiry by the Board of Transport
ommissioners into the bus-train collision at Dorion, Quebec,
pproval was announced of a move to eliminate the CP and CN level
rossings. The two railways have been ordered to build new fences
long the right-of-way within the town of Dorion and controversy
till exists over a petition for a rail speed limit of 25 miles
er hour. The approval of the chief commissioner of the Board
f Transport Commissioners assures Dorion of $1,000,000 from the
oards railway crossing fund. The town council has approved a
roject for an overpass 350 feet west of St. Charles street. In
ddi tion, plans call for pedestrian tunnels under both CN and CP
racks to connect with the central retailing district of the town.
:stimated cost of the overpass is $2,300,000 and for the pedestrian
unnels, $100,000. In the neighbouring city of Dorval, Quebec,
he Board of Transport Commissioners has approved plans to build
210-foot-long tunnel under the CP and CN tracks at Pine Beach
;oulevard on the site of a former level crossing.
n February 3 the ICC rejected a petition by the state of Vermont
o force the B & M to continue passenger service between Springfield,
:ass., and White River Junction. Vermont Governor, Philip Hoff,
as promised to try further legal measures to restore passenger
ervice in Vermont.
71 R A I L
)anadian National Railways recently leased a 45-acre site to the
Talley Camp Coal Co. at Fort William, Ont., for a proposed
lxpansion of their facilities. This expansion is designed to
landle 1.5 million tons of iron ore pellets a year produced at
.he Bruce Lake mine near Red Lake in northwestern Ontario. Shipping
,f the pellets from Bruce Lake to Fort William on a year-round
lasis will require winter stockpiling and the installation of
~dditional rail facilities.
~s a result of the long awaited National Transportation Act which
~eceived royal assent early in February, the railways will have
~reater freedom in the use of pricing policies to meet competition
:rom other transportation forms. At the annual convention of the
)anadian Industrial Traffic League, a CP executive stated that
}anadas railways may offer in the near future multiple car, or
lven train-load rates to shippers to capture a larger share of
~he movements of bulk commodities. Previously railways were
Limited to car-load rates.
}P will inaugurate a new computerized car tracing service to go
Lnto operation by March 15 in five major Canadian cities -Vancouver,
:algary, Winnipeg, Toronto, and Montreal. Under the new system
lar tracing officers in the five cities will be able to determine
;he time, date and last reported location of a specific boxcar,
Inywhere on Cps 16,700 mile rail network in Canada. Initially,
lhippers will direct their inquiries to the nearest of the five
:entres and the answer will be obtained and relayed to them by
~ailway employees. An extension of the service, however, whereby
lubscribers to the Telex network of the CP-CN Telecommunications
{ould be able to dial directly into the computers to obtain car
Locations,may be inst1tuted. (CN will introduce an almost
.dentical system at about the same time –Ed.)
😛 Hotels may participate in a $28,000,000 project in Winnipeg
~t Portage and Main to include a 30 storey sky-scraper office
.ower, a new Bank of Canada building, ~n underground shopping
lall and a major hotel. Completion date is in 1969.
)P showed 25% increase in net railway earnings in 1966 to $50.2
lillion from $40.2 million in 1965 while Algoma Central reported
let income of $2.5 million for 1966 compared with $2.0 million
.n 1965.
remier W.A.C. Bennett stated that 1966 was the last year in the
ed for the P.G.E. The British Columbia government railway lost
;560,585 last year •

The Illinois Central Railroad is to get a
new symbol. To replace the diamond-shaped
trademark which has served the company for
over one hundred years is a new design intended
to be both simple and distinctive. It consists
of a symbol similar to a steel rail divided
down the middle from top to bottom. To this
is added a dot on the left side making a lower
case i.e., the railroads initials.
orne of our research people running a test on a suggested method for the evacuation of
Montreal —
Published monthly (except July/August combined) by
the Publications Committee, Canadian Railroad Historical
Association, P.O. Box 22, Station B, Montreal 2, Canada.
Subscription includes Associaie Membership: $4.00 annually.
D.R. Henderson, Chairman Anthony
William Pharoah
William Pharoah
Anthony Clegg Derek
Derek Boles
James Sandilands, Ian ,~ebb
John iV. Saunders
J. A. Beatty
VALLEY: Kenneth F. Chivers, Apt. 3, 67 Somerset st. W., Ottawa, Ont.
COAST: Peter Cox, 2936 W. 28th Avenue, Vancouver, B.C.
IU~&Lurl~f&: J.S. Nicolson, 2306 Arnold st., Saskatoon, Sask.
: V.H. Coley, 11243 -72nd Ave., Edmonton, Alta.
: W.D. McKeown, 900 Senriyama (Oaza), Suita City, Osaka, Japan.
ISLES: John H. Sanders, 67 Willow Way, Ampthill, Beds., England.
Printed in Canada on
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