Consulter nos archives / Consult our archives

La majorité des documents conservés par le Centre d'archives et de documentation de l'ACHF sont disponibles pour consultation.

Most of the documents kept by the ACHF Archives and Documentation Center are available for consultation.

Canadian Rail 194 1967

Lien vers le document

Canadian Rail 194 1967

December 1967
rite KOllal rour of 1901
-by John Beswarick Thompson –
ravourite theme of Canadian historians has been the evolution
of Canada from colony to nation. There are some today who take
that theme one step further and feel that Canada will someday
cease being a Dominion and will instead become a republic. Only the
future will tell, of course; however, the past reveals a contrary
trend. For Canadians have always responded warmly to visits of the
British Royal Family to this country, and Royal Tours have always
made headlines in Canada. From the first in 1860 when the Prince
of Wales journeyed through Canada East and Canada West, to the ~est
visi t in 1967 when ~ueen Elizabeth II and Prince Phillip partici­
pated in Canadas centennial celebrations, royalty has been greeted
enthusiastically by Canadians.
Each tour of Canada has found this country at a different
stage of her evolution. The Prince of Wales travelled mainly by
steamboat, ~ueen Elizabeth by automobile and airplane. Back in 1901
the steam locomotive proudly bore two Royal Visitors across the na­
tion. It was the golden age of steam, and when in 1900 it was an­
nounced that their Royal Highnesses the Duke and Duchess of Cornwall
and York –the future King George V and ~ueen Mary –would visit
Canada, the Canadian Pacific Railway prepared to make it a truly
regal tour of the country.
In the spirit of the era in which the sun never set on
the British Empire, the Duke and Duchess planned a globe-enoircling
trip. Leaving England in March, 1901, the couple would first visit
India, Australia and New Zealand. They would then travel by sea to
Quebec City, across Canada and back to Halifax, then to South Africa
and finally back to England. As Joseph Pope wrote in his book, Tour
of Their Royal Highnesses ••• Through the Dominion of Canada in the
Year 1901, the trip would strengthen lithe cord of brotherhood that
binds together our glorious empire!
Feverish preparations began immediately in Canada to make
the visit a memorable one. The C.P.R. constructed a special modern
train and printed a commemorative timetable, Queen Marys copy of
which is now preserved in the Public Archives in Ottawa and from
which the following description of the lavish train is taken:
ljJI(J ~oyalljrain
iS train will consist of the
day coach Cornwall and the
night coach York, each re­
served for the use of Their Royal
Highnesses; the compartment car
Canada and the sleeping car
Australia for the members of
their suite; the d1ning car Sand­
ringham; the sleeping car Ind ia
for the attendants; the sleeping
car South Africa for the members
of the press and others invited
to join the Royal progress; and
two cars for luggage and the ac­
commodation of railway train em­
The cars are all vestibuled,
communication being had from end
to end of train. The exteriors
are finished in mahogany. The
entire train is lighted by elec­
tricity and equipped with electric
bells, and there is telephone con­
nection between all the cars.
The Cornwall is the rearmost
coach, so that from its observa­
tion platform an uninterrupted
view may be obtained 0 f the scenes
of interest and beauty through
which the train will pass.
Immediately preceding the
Cornwall is the York night
coach, with bed chambers, bath­
rooms and accommodation for Their
Royal Highnesses and their person­
al attendants.
The train was deSigned and con­
structed for the purpose for whim
it is to be used. Having in view
the long run it is intended to
make, the essentials for comfort
and safety have been kept in mind
in its construction, and it is
believed that the train represents
all that is best in Can~an rail­
way eqUipment.
If the brief mention of the technological marvels of
electric light and telephone on board the mahogany-finished train
OPPOSITE: The Royal Train of 1901 as pictured in the oommemorative
timetable printed specially by the CPR to mark the oooa­
sion. Locomotive 214 was used on the eastern parts of
the trip. It was built by the Canadian Pacific in 1899
and later became engine 2033, scrapped in 1934.
(Collection of the Author)
was not sufficiently impressive, this description of the rear car,
Cornwall must have excited even the sophisticated:
2)oscrlpl/on 0/ Ihe ((Cornwall JJ
e Cornwall is a day coach
78 feet 61 inches in length
over all, with a width of 10
feet 3 3/8 inches, an extreme
height over rail of 14 feet, and
a weight of over 59 tons. It is
divided into a Reception Room,
Boudoir, Dining Room and Kitchen,
The Receptlon Room, the large st
room of the suite, opens directly
on to the observation platform at
the rear of the train. The wood­
work is of Circassian walnut, and
is undecorated save for a few or­
namental mouldings. The entire
upper part of the~room above the
cornice is finished in quiet an­
tique gold. The mouldings and
ornaments are touched with gold
and blue. The decorations of the
room are in the styJe of Louis XV.
The curtains are plain, of dark
blue velvet, draped simply back
from the windows, and the floors
are carpeted with heavy Wilton of
a quiet grey-green tone. The
furniture, consisting of a large
sofa and light roomy arm-chairs
and table and desk, is upholstered
in blue velvet to match the dra­
peries, and a specially designed
piano of Canadian manufacture is
conspicuously placed ~n this room.
A short corridor, finished in
mahogany, leads from the Recep­
tion to the Dining Room. Half­
way in this corridor a door opens
into the boudoir. This room is
finished in pearl gray enamel.
The walls are divided into panels
framed with delicate modelled or­
nament in the style of Louis
Quinze, and filled with paintings,
soft yet rich in colour, after
the manner of Vlatteau. Ornament­
al frames in the ceiling, filled
with lattice work, provide ven­
tilation. These, as well as the
ornament around the wall panels,
are touched with gold. The dra­
peries are of l1ght blue moire silk.
A couple of strell chairs, a divan,
and a table finished in gold, the
latter carrying a reading light,
complete the furnishings of this
The woodwork in the Dining Room
is of African Coromandel; the coves
and ceiling being carried out in a
lighter tone. The ceiling is
p~, save for the gold frames of
the electriC fixtures. Ornamental
cartouches in bas-relief display
at one end the heraldic bearings
of the King; at the other the Com­
bined coats-of-arms of the Duke
and Duchess of Cornwall and York,
while the arms of the llim1n1Dn and
the pnvate badge of the Duke face
each other on opposite sides of
the room. The hangings are of
green velvet, the portieres and
wall draperies being decorated
wi th painted and embroide red appli­
que in tones of gold and green.
The furniture matches the other
woodwork in the room, and is uphol­
stered in velvet of a rich warm
brown. A candelabrum-like e~ctric
fixture supplies light for the
dining table, which is capable of
extension to seat eight persons.
A corridor similar in finish to
the one already mentioned leads
forward past the pantry, kitchen
and storerooms, towards the night
Finally the timetable announced that to transport the
Royal Couple, locomotives varying in weight and power, according
to grades, will be used, and during the long run of over 3,000 miles

Vl -…J


and Duchess
renumbered 364 and was
259 R A I L
from ocean to ocean about twenty changes of locomotives in all will
be made. The typical types were pictured in diagrams in the time­
table –Ten vfueeler 214 used in the east. and Consolidation 777
used in western Canada:
Even though the sad news of death of the DUkes grand­
mother, Queen Victoria, came in early 1901 –in the midst of the
preparations –this did not stop the trip or deter its planners.
In fact it was said that now the Duke of York. invested with the
added dignity of Heir Apparent would ••• fulfill the promise of the
great Queen to her loving subjects beyond the seas.
Great guns thundered forth Canadas welcome at Quebec
City in early September. 1901. The tour began. The Royal Couple
were in Montreal on the twentieth and were cheered by thousands.
Two thousand people greeted them at the small town of Alexandria in
Glengarry County on their way to Ottawa. On September 26th, they
were welcomed by an overjoyed crowd who never before had greeted
royalty at Winnipeg. In the wild west the Duke and Duchess attended
the Pow Wow of 1901 –a gathering of the Bla.c]{foot tribe so im­
pressive as to make Joseph Pope think it to be no light undertaking
to bring together 2,000 savages dwelling hundreds of miles apart.
But this was the Royal Tour and anything was possible.
Continuing west, the train stopped at the hamlet of
Laggan. now in Alberta. then located deep in the North West Terri­
tory, where the station was prettily decorated with evergreens and
their Royal Highnesses left their car for a short walk. fuile they
did so, ubiquitous photographers captured the moment and preserved
a picture of the Royal Train. headed by locomotive 658. waiting in
the shadows of the Rockies.
261 R A I L
They reached Vancouver, then Victoria via the Empress of
India and then turned to make their return journey. Every Royal
Guest has been treated to some kind of spectacular, unforgettable
experience while in Canada. The Prince of Wales rode a raft in a
timber slide in 1860; Queen Elizabeth rode the Minirail. For the
Duke and Duchess of York in 1901, the moment came on October 4th
when their Royal Highnesses and several members of their suite went
through the Fraser canon on the cow catcher of the foremost engine!
The writer continued, a photograph was taken of them as they issued
from one of the tunnels. It is preserved in the Public Archives
of Canada. Warmly wrapped in a voluminous blanket, the future King
and Queen of England appear dwarfed by the towering boiler and
lofty headlight of C.P.R. locomotive 6B3. (See Photograph 3)
Ironically, this locomotive which slowly trundled up the
dangerously beautiful Fraser with its Royal Passengers was not
Canadian-made. Its number plate reveals that it was built in Vir­
ginia by the Richmond Locomotive Works in 1898. Also ironic is the
later fate of this engine; in 1911 it was rebuilt from a Consoli­
datwn to a 0-8-0 switcher, was renumbered 6834 about the same time,
and humbly spent the rest of its days in yard and helper service.
The final leg of the journey brought the Duke and Duchess
to Toronto, Niagara Falls and finally to Halifax, where on a chilly
October day they said goodbye to Canada forever. In 1910, the Duke
was proclaimed King George V and he reigned until his death in
early 1936.
None of the locomotives photographed heading the Royal
Train of 1901, however, lasted beyond his reign. In the west, en­
gines 658 and 683 were both scrapped in 1930. In the east, locomo­
tive 214, renumbered 2033, ended its days of branch line service
when it was scrapped in 1934. Forgotten like the great event it­
self, they had been pushed aside by newer engines of greater power.
But at one time they had been part of a spectacular binge of patri­
otism and Imperial glory which had aroused great feelings in every
ci ty, town, and hamlet –the Royal Tour of 1901.
Canadian Pacific Railway. Descriptive Timetable
Royal Highnesses The Duke and Duchess
York across Canada. September, 1901.
copy. )
of the tour of
of Cornwall and
(Qu~en Marys
Pope, Joseph. The Tour of Their Royal Highnesses the Duke and
Duchess of Cornwall and York Through the Dominion of
Canada in the Year 1901. Ottawa: S.E. Dawson, 1903.
Railway and Locomotive Historical Society. Locomotives of the
Canadian Pacific Railway. Boston: Harvard Business
School, 1951.
OPPOsITE: The Royal Group seated on the front of looomotive 683, at
Glacier, B.C. after a trip through the Fraser Canyon. The
future King is seated in the middle of the group, third
from the left; his wife is to his left.
(Public Archives of Canada)
by: A.Clegg O.S.Lavallee
R.Corley M.D.Leduo
~s of the EXPO EXPRESS, which was operated as the basic
transportation servioe on the grounds of Expo 67 at Montreal dur­
ing this past summer, were constructed by Hawker Siddeley during
1966 at their car manufaoturing plant at Fort William, Onto There
were forty-eight units, made up into eight trains of six cars
apiece. Each of the lightweight aluminum cars was fully air­
conditioned and fitted with large windows permitting a panoramic
view of Expo as the trains traversed the site. Expo Express was
constructed to standard gauge and the cars can be adapted to oper­
ate on almost any standard-gauge, electrified rail line without
major modifioations. Up to the present, their future is still in
During the period of Expo Express operations, many of the
cars were sponsored by various towns and oities across the Domin­
ion, and proudly carried the names of their sponsors in bold black
lettering on their unpainted aluminum sides.
Originally, it was planned that each car be sponsored by a
different munioipality. It was also planned that if the sponsors
name was spelled differently in English / French, the English ver­
sion would appear on the south side of the unit, while the French
spelling would be carried on the north side. The first ten cars
to be named were:-
A 13
B 14
C 1.5
D 16
A 31
B 32
C 33
D 34
E 3.5
F 36
South side
City of St-Michel
City of Pointe-Claire
Saint-Laurent, Que.
Ville d Anjou
Town of Mount Royal
Burnaby, B.C.
Cornwall, Ontario
Metropolitan Toronto
North side
Cite de Saint-Michel
aite de Pointe-Claire
Saint-Laurent, Que
Ville d Anjou
Ville Mont-Royal Burna
by, B. C.
Cornwall, Ontario
Toronto Metropolitain
in July, it became apparent that no other communities
were going to pay the fee to sponsor a car, the same names were
repeated, with minor changes in wording and punctuation, as fullows:
–names on 13 to 16 repeated on 7 to 10, 19 to 22, and 25 to 28;
–names on 31 to 36 repeated on 1 to 6, 37 to 42, and 43 to 48.
Although trainsets usually remained in numerical sequence,
pairs of cars were sometimes interohanged between trains, but the
ABODEF sequenoe was always retained in a train. Very rarely, a
single car would be moved from one trainset to another; but this
was done only ocoasionally, as the cars are equipped to operate in
pairs, e.g., AB, CD, EF.
For the reoord, the following list has been compiled, showing
the Expo Express road numbers,corresponding Hawker Siddeley serial
numbers, and the exact spelling of the sponsors names. South
side refers to the side of the car adjacent to the St.Lawrence
Seaway while operating alongside the ship channel; north side
designates the opposite –that nearest to the Montreal Harbour
while running along the line past Habitat on Cite du Havre.
All cars are model RTC-75
(rapid transit car, 75 length)
while serials indicate year built and
length, followed by a four-digit con­
secutive serial number from 0165 to
0212. End cars with control cabs are
indicated by letters A and F.
Photographed prior to the opening of Expo 67 at Montreal,
one of the EXPO EXPRESS trains rounds the curve south of
the British pavilion with a helmetted construction worker
at the controls. Although train cont~ol was fully auto­
matic, during the period of the World Exposition, cabs were
occupied by M.T.C. operating personnel for reasons of safety.
(photo courtesy Mr. Thomas , of Waboo.1
A 01 66750166
B 02 0165
C 03 0170
D 04 0171
~ 05 0172
F 06 0167
A 07 0168
B 08 0174
C 09 0175
D 10 0176
E 11 0179
F 12 0169
A 13 0173
B 14 0180
C 15 0181
D 16 0182
E 17 0185
F 18 0177
Name on South side
Ville de Mont Royal
Burnaby B.C.
CormTall Ontario
Metropolitan Toronto
Pointe aux Trembles, Quebec
Richmond B.C.
Ville Saint-Michel, Quebec
Pointe Claire, Quebec
Ville Saint Laurent, Quebec
Ville dAnjou, Quebec
City of St-Michel
City of POinte-Claire
Saint-Laurent, Que.
Ville d Anjou
Name on North siele
Town of Mount Royal
Burnaby B.C. Cornwall
Metropolitan Toronto
Pointe aux Trembles, Quebec
Richmond B.C.
Ville Saint-!.lichel, Quebec
Pointe Claire, Quebec
Ville Saint Laurent, Quebec
Ville dAnjOU, Quebec
Ci te de Saint-Hichel
Cite de Pointe-Claire
Saint-Laurent, Que
Ville d Anjou
19 0178 Ville Saint-Michel, Quebec Vill:l Saint-Michel, Quebec B
20 0186 Pointe Claire, Quebec Pointe Claire, Quebec C
21 0187 Ville Saint Laurent, Quebec Ville Saint Laurent, Quebec
—-D-22—(}l-88 -ViHe-d-Anjou-,-Quebec-__ Vilie-rl.!.Anjou, Quebec
E 23 0191
24 0183
A 25 0184
B 26 0192
C 27 0193
D 28 0194
E 29 0197
30 0189
A 31 0190
B 32 0198
C 33 0199
D 34 0200
E 35 0203
F 36 0195
A 37 0196
B 38 0204
C 39 0205
D 40 0206
E 41 0208
F 42 0201
A 43 0202
B 44 0209
C 45 0210
D 46 0211
E 47 0212
48 0207
Ville Saint-Michel, Quebec
Pointe Claire, Quebec
Ville Saint Laurent, Quebec
Ville dAnjou, Quebec
Town of Mount Royal
Burnaby, B.C. CormTall,
Metropolitan Toronto
Ville de Mont Royal
Burnaby B.C. Cornwall
Metropolitan Toronto
Pointe aux Trembles, Quebec
Richmond B.C.
Ville de Mont Royal
Burnaby B.C. Cornwall
Metropoli tan Toronto
Pointe aux Trembles, Quebec Richmond B.C.
Ville Saint-Michel, Quebec
Pointe Claire, Quebec
Ville Saint Laurent, Quebec
Ville dAnjou, Quebec
Ville Mont-Royal Burnaby, B.C. CormTall,
Toronto Metropoli tain
Town of Mount Royal
Burnaby B.C. Cornwall
Metropolitan Toronto
Po~nte aux Trembles, Quebec
Richmond B.C.
Town of Mount Royal
Burnaby B.C. Cornwall
Metropolitan Toronto
Pointe aux Trembles, Quebec Richmond
B. C.
Teohnical information, model and serial numbers courtesy R. Corley,
Names of Sponsors checked visually by O.S.A.Lavallee, M.D. Leduc. and
A. Clegg. Numbers 32 to 37 verified October 25th, others ve­
rified October 13th.
EXPO flags cracking in the breeze on the front
of leading units oft-times made more noise than
the cars themselves while Expo Express trains
were operating at speed. Here, one trainset
dashes past Habitat on its way to Place dAoo­
euil. Photo by A.Clegg from Habitat with the
Montreal Harbour in the baokground.
Taronto. -f M.,.,.kh6m : S a0,Y.6 .P~ IV,.k
Dn6-UNl!/ onl,jl.
COOr/cDDIr ….
A;,rlltu,t/: Sarv,.do!/ s onty
du,/.7 .ru;nlllI1,
Smiths …. .BrDcA-v//I,: Operahtd dD/~ hy
,c-tllls eN oVlr CP MJS~
hy s,PIlc./41 t:ry~­
Br/t-sh ColumhiCl I
Sa ska.rche won

0 ….
Can. Pt:7c. IT!!.
£s~v~~ .. !o R.
Pac. V1!Etu;~,,,, y
Ncrlnern ,Altb.Rys.
A.7-t> C~no
-lWI 1I,.illla?
N.-!/h,:/r C,-::rrl.
J).~.,~!, o~ .
Do;I,. A/~ric
C Qr; …. ,. No/lwei!!
~,. /VerN, J~ 8-
JV~i ~,# II-
y.,ln:Ion IftH.crtl
r;,.#OJ Nd.lln 1111 .
/VN~rn .A:lc1,C HII.
OI1/lu;~ NrwH,lond
C~d46//q:* Till.
eN-ie· (us /1;1)

—- —.–.
!lull 0/
AI/anTIC CPcea,.,
FreiuenCjl 0; ..$cned,d.d Serv/ces
and OrljlnOoI/n.!1 PcunJ.s-o~
t:7S /nd/cQred /n
Puh//c nme~a,D/es -OCr.. 1..967-
_ 7 dQys p~ LUee.k
~ (;~,. S doys p~ UlIiIfl/(
4 or.3 aQys pe,. w .. ,,/(
~ Z dQ!I$ .P~ ~M
….–+-+ I dQ.!! pI wee/(
O;her $~rY;ces (sec. HOIe~
1~ WINTER 1~
[lhe change back to Standard Time on October 28th brought more
changes to Canadian National schedules than to those of Canadian
Pacific. The CP schedules simply reverted to their pre-Expo sta­
tus, with the exception of the former Toronto-Detroit service which
now goes only as far as Windsor, Ont., thus cutting CPR off from
the largest city on its system.
This Company again made extensive changes in its passenger
services, principally on the Atlantic Provinces services, the
Transcontinental services, and the Grand Trunk Western lines.
Atlantio Region -The entire service east of Montreal has
been re-arranged. The CABOT, (Trains 18-19) Was di scontinued but
the OCEAN (Trains 14-1.5) Was re-routed via Edmundston to Moncton making
the same stops formerly made by the CABOT and carrying a
complete block of Sydney cars which are handled between Truro and
Sydney by Trains 18 and 19, now also designated as the OCEAN.
The CHALEUR!, (Trains 16-17), now runs through to Moncton,
but also has a block of through cars which are transferred to or
from Trains 118-119 at Matapedia instead of Campbellton. All the
cars formerly run to and from Campbellton are now routed either to
Moncton or Gaspe. The Moncton sleepers from the OCEAN are now
opera ted on the CHALEUR. The SCOTIAN (Trains 11-12) has been
left untouched, being the only train on which the Skyview oars are
still scheduled.
Newfoundland services remain virtually unchanged from last
year, with the CARIBOU! (Trains 101-102) operating three times
weekly, four additional trips being made at Christmastide. The
ferry service between North Sydney and Port aux Basques is listed
as operating twice daily, and this may indeed be possible when the
additional vessels now being completed are delivered.
Several Mixed Trains were discontinued on this timetable:­
they include Nos. 247-248 Edmundston-Monk, Nos.249-2.50 Monk-Joffre
Nos.23.5-236 summerside-Emerald Jct., and those formerly oper ated
each winter from Charlottetown to Souris, Elmira, Georgetown, Ver­
non, Hazelbrook, and Murray Harbour, P.E.I.
St. Lawrence Region -Three of the four Montreal -Q.ue bec Ci ty
RAPIDO servIces continue to operate, only Trains Nos.26-27 being
discontinued. On the Montreal -Ottawa run, Trains 32 and 37 were
cut, and Train No.1 SUPER CONTINENTAL again carries coaches, a
diner-lounge, and a club car to Ottawa.
Montrea~ suburban servioes -The service provided by Trains
Nos. 942,943,944 and 94.5 between Montreal and Montreal Nord hasre­
mained in operation pending a hearing by the new Canadian Trans­
port Commission. This service enjoyed a brief traffio boom dur­
ing the recent Montreal transit strike, when it provided the only
public transportation in this portion of the oity. Three trains
a day were also run on Saturdays and Sundays during this period.
Trains 900 and 991 are now operated between Montreal and St.Hllaire
East only instead of Montreal-St.Hyaointhe as formerly. They have
also been discontinued on Saturdays. Trains 621-622 now make the
, 11i(
daily flag stops at Ste.Madeleine and Saturdays only flag stops at
other suburban stations.
Trains 633 and 634 have disappeared from the schedules, end­
ing passenger service on the line where it began one hundred and
thirty one years ago. About nine miles of the original Champlain
and st. Lawrence Rail Road line are still in use. Service over the
entire distance between Montreal and Cantic dated back to the year
1852, but the routing was changed in 1864, 1943 and 1958.
Montreal-Toronto -No times for TurboTrains appear in this
issue of the timetable, but an additional train is listed Fri­
day and Sunday evenings. Numbered 68-69, it is an extension of
the EXPO EXTRA which began operating on June 24th. Timed at
RAPIDO speed, it makes passenger stops only at Dorval and Guild­
wood. Railiners 649-650 have continued in operation between Mon­
treal and Belleville.
Great Lakes Region -On the Toronto-North Bay line, Railiners
673-676 have replaced lrains 83-84 and Railiners 674-675 have been
di scontinued, reducing the basi c service on thi s line from three to
two trains daily in each direction.
Toronto-Wind sor EXPRESS FREIGHT trains Nos.219-220 are still
carrying passengers, but they now run via Stratford to and from
Toronto Yard, and passengers are taken only as far as Brampton.
Other stops are made at Chatham, Glencoe, London, Stratford, Kit­
chener and Guelph.
The MOHAWK (Trains 153-154) now runs between Sarnia and To­
ronto instead of to and from Port Huron, due to the elimination of
Grand Trunk Western trains 197-198 between Port HUron and Chicago.
Grand Trunk Western RR -The withdrawal of Nos. 197-198 has
also led to the removal of their Detroit-Durand connection Nos.161
and 162 and the through sleeping oat service between Detroit and
Chicago, but a replacement has been made in the form of a fast af­
ternoon service numbered 164-165. These trains leave each termi­
nal at 16:30 and take five hours and forty minutes for 320 miles.
Coaches and club cars are oarried.
Transcontinental services -The PANORAMA has been cut in
two!! Trains 105-106 carry this name between Montreal and Winni­
peg while 5 and 6 run between Winnipeg and Vancouver •• The Toronto
Capreol connection is numbered 107-105. While the divided sections
still connect with each other, no equipment is run through, and
the lay-over exceeds 8 hours westbound and four hours eastbound.
The trip taken in this way would be much like one taken on the old
CONTIlTENTAL LIMITED. The Sceneramio cars are still in service
on Nos. 5 and 6.
Western Canada -The Regina -Saskatoon Railiner service has
again been reduced to two trains daily with the removal of Trains
653-684. Old No. 685 has been renumbered 683.
Continued on Page 275.
On the preceding Pages we reproduce a sketoh map of Canada,
showing the railway passenger services operated in the
oountry. This map was prepared from information verified
by our timetable expert, Forster A. Kemp, and is accurate
to November, 1967. Compare with the somewhat similar map
printed in Issue Number 134, June 1962. The changes are
Longueuil Diversion
ARLY IN NOVEMBER, the Canadian National Railways announced
plans for the relocation of a portion of its tracks on the
South Shore of the St.Lawrence River, opposite Montreal al­
most completing the libel t line linking C N lines south orthe
Island. The newly-announced plans, to be implemented within the
year, will open up a new industrial zone of some 4,500 acres, and
will also permit the elimination of twenty-one level crossings
through the residential areas of the municipalities of Jacques Car­
tier and Longueuil. The accompanying map shows that portion of
the Sorel Subdivision to be abandoned IIA to B _______ _
the alignment of the sUbstitute line c to liD •••••••••••
through the new industrial zone. The new line will connect with
the St. Hyacinthe SUbdivision about mid-way between St. Hubert and
st. Bruno.
The announcement concerning this major change in the Montreal
railway picture, was made at a press conference in the Queen Eliz­
abeth Hotel by Messrs J.A. McDonald, CN Vice President, J.L.Moisan,
Regional Manager of Industrial Development and Alex Olynyk, Manager
of the Railways Champlain Area.
The line to be abandoned, part of the O.NZs Sorel Subdivision,
was, prior to 1929, a section of the Quebec, Montreal and Southern
Railway, one of the Delaware and Hudson R.R. Co!s holdings in the
southern counties of Quebec. The line had its beginnings in a
series of legal and political controversies suring the closing years
of the nineteenth century -adequately described in the ONR History
Towards the Inevitable
• By 1900, trains were running from st.
Lambert to the st. Francis River; rails were slowly extended east­
wards to the vicinity of Fortierville; and the line was only about
45 miles short of its goal, a connection with the National ~scon­
tinental Line at Charny. The D.& H.controlled the line between1904
and 1929, when it was sold to the Canadian National System,together
with its motive power and rolling stock. Its acquisition accounted
for the only camelback-type locomotive to appear on the C.N. motive
power roster, an ancient 2-8-0 that saw little, if any, service un­
der National operation.
There were two daily {ex. Sunday) passenger trains until about
ten years ago, between Montreal, Sorel and DesOrmeaux. One ms op­
era ted for many years by diesel-electric unit car 15837, (of C.R JI.A
Excursion fame). The other run, nicknamed The Shad Flyer (-see
The News Report of December 1957 -The Shad Flyerll by Lorne Per­
ry), was usually powered by C.N. 5529, one of the K-class Pacifics.
In his speech, Mr. Olynyk pointed out that there is now no
passenger train service on the line to be abandoned, and therefore
the local population will not be inconvenienced by the diversion.
That portion of the Sorel Subdivision between Longueuil, point A, and
point 0, the beginning on the new line, will still be used as
a spur, ensuring existing industrial establishments of continued ON
IYe_ ~,.~k!!lC
HvcA~ .,.b -,…..J,~
E~;t,-.I,n..7 ~~6~
/6u..L,.,a/ JO~4S
/~6u~..L;fT/ ~-k~
The construction of this new line ,together with the relocation
of the Rouses Point Subdivision a few years ago (opened January 59)
will almost complete a belt line around the south of Montreal from
Laprairie in the southwest to Boucherville in the northeast. No
mention was made of the logical completion of this belt betweenD
(the new junction near St.Bruno) and E, Castle Gardens, where the
Rouses Point Sub. now joins the Granby Subdivision, the forJTler Mon­
treal and Southern Counties Railway electric line to Chambly,Marie­
ville and Granby.
The three CN spokesmen, in making announcement of the impenillng
change in trackage, indicated that planning and negotiations had
been going on for the past two years, and too t the total bill for
the improvements would run in the vicinity of 1.3 million dollars.
All expressed their thanks for the cooperation and support which
the railway had received since the inception of the project -known
as the Longueuil Diversion -by the six municipalities involved.
This Decembers Canadian Rail marks the 18th issue of Power.
As always, the column is grateful to the many personB, both members
and otherwise, who have helped make it as comprehensive as it is.
The author would especially like to thank the Canadian National
Railways, Montree.l Locomotive Horks, and the various shipping com­
panies which operate from the Port of 110ntreal. Their good nature
was especially appreciated in this year of Canadas Centennial when
everyone was so very busy. Best wishes to all readers and contrib­
utors in 1968 and always •
•. 1.
. .
De11veries: up to 31 October 1967.
The following SD_I}Ols have been received from GMD and assigned
to the Mountain Region.
5000 ••••• 13/09/67 ••••• GR-30c 5001
••••• 13/09/67 ••••• GR-30c 5002
••••• 17!09/67 ••••• GR-30c 50
03 ••••• 17/09/67 ••••• GR-30c 500
4 ….• 24/09/67 ••••• GR-30c
In addition, outshopping of the
lished, all units going to the Great
4012 ••••• 11/10/67 ••••• GR-30b 4013
••••• 11/10/67 ••••• GR-30b
4014 ••••• 18/10/67 ••••• GR-30b
Retirements: up to 31 October 1967.
1607 2660 CLC
1632 2882 CLC
1646 2908 CLC
3012 79189 MLW
3086 81593
3805 MLW
9032 A-207 GMD
9043 A-218 GMD
9302 2649 CLC
9415 77703 MLW
9419 77705 MLW
9425 77708 MLW
9452 79151 MLW
GR-30c ••••• 5005 ••••• 24/09/67
GR-30c ••••• 5006 ••••• 01/10/67
GR-30c ••••• 5007 ••••• 01/10/67
GR-30d ••••• 5008 ••••• 27/10/67
GR-30d ••••• 5009 ••••• 27/10/67
last Gp-4os has been accomp-
Lakes Region.
GR-30b ••••• 4015 ••••• 18/10/67
GR-30b ••••• 4016 ••••• 23/10/67
GR-30b ••••• 4017 ••••• 23/10/67
02/01/52 13/09/67
26/08/55 13/09/67
25/04/56 22/08/67
19/12/53 12/09/67
28/12/56 12/09/67 12/09/67
19/05/51 17/10/67
12/07/51 17/10/67
02/01/52 05/10/67
/51 05/10/67
20/0 /51 12/09/67
18/05/51 05/10/67
31/03/53 05/10/67
Locomotive Transfers: up to 31 October 1967.
Prairie Rgn. Nountain Ren. 05/10/67
6 Prairie Rgn. Mountain Rgn. 05/10/67
1038 to 1039 Nountain Rgn. St. Lawrence Hgn. 12/10/67
1800 to 1803 St. Lawrence Rgn. Atlantic Rgn. 20/09/67
4400 to 440l~ Mountain Rgn. Prairie Rgn. 15/10/67
8093 to 8094 Central Vermont Grand Trunk Ivestern 17/10/67
Dl08 Great Lakes Rgn. St. Lawrence Rgn. 29/10/67 D110
Prairie Rgn. Great Lakes Rgn. 29/10/67
D206 JIlountai n Rgn. Prairie Rgn. 29/10/67

D354 St. L8.wrence Rgn. Great Lakes Rgn. 29/10/67
D500 Atlantic R8n. Great Lakes Ren. 29/10/67
Rentals: up to 31 October 1967.
Precision Engineering Company equipment was returned on 11
September 1967, followed by all the BLE units on the 14th of the
month. All DNI locomotives were returned as shown belol1:
139 ••••• 26/10/67
143 ••••. 23/10/67
149 ••••• 24/10/67 1
52 •.••. 23/10/67
154 •.••• 25/10/67
155 ••••• 23/10/67
156 .•••• 26/10/67
157 •..•. 25/10/67
158 ••••• 21/10/67
163 ••.•• 21/10/67
171 ••••• 23/10/67
The railway has leased GO self-propelled cars D701 and D706
effective 08/09/67 for use out of Toronto.
Miscellaneous: up to 15 November 1967.
Powers western informant, Clayton F. Jones, sends the fol­
lowing interesting information: CN 4341 is being painted and let­
tered for GSL. This entails substituting GSL yellow for black on
the long hood of the unit and placing GREAT SLAVE LAKE under the
cab window and along the running board of the short hood (the unit
will operate short end forward). The big change is the installa­
tion of Ivabco ATO equipment.
The Board of Directors of the CRHA has formed a committee to
recommend suitable Canadian diesels for acquisition which will rep­
resent the diesel locomotive in production before 1960 i.e. the
first generation diesels. Persons interested in expressing views
about what should or should not be preserved, should write to:
Canadian Railroad Historical Association,
Box 22,
Statl.on B,
Montreal 2, P.Q.
Ind ian Sta te Jiai 1~Y.§..!. up to 07 Novernber 1967.
Twelve more locomotives have been outshopped and shipped as
6179 2
6182 26/10/67 6183

-_. __ ._—–_ .. _—
City of Ripon



1) #192 stated that all CNls BLE units had been transferred from
the Prairie to the Great Lakes Region on 24/08/67. This should
have been all BLE units except 714B, 718B, 719A, 719B, 720A.
Continued from Page 269.
Another Saskatchewan substitution involves the replacement
of an unproteoted branch line by a bus! For the past several
years, Railiners 688-689, in the course of their tri-weekly jour­
neys between Saskatoon and The Pas, have been olattering over a
branch line connecting Reserve and Crooked River, Sask. This
being one of the lines left unproteoted under the new Transpor­
tation Act, it is thus subject to early abandonment. Therefore,
trains 688-689 are now running over the main line via Prairie
River, and a chartered bus connects with the train at Crooked Ri~r
to serve stations as far as Weekes. The
only other complete abolition of passenger service also
took place in Saskatchewan, on the two lines between North Bat­
tleford and Medstead. Mixed Trains 286-287 and 288-289 made two
weekly round trips over these lines, going up one way and return­
ing the other. Operating days were Tuesdays and Fridays. These
lines and the others oonnecting with them have seen all manner of
motive power and passenger rolling stock, including gas-eleotrics,
oil-electrio and battery cars, auto-railers, steam and diesel­
hauled passenger and mixed trains. Some of the self-propelled
units were later used as coaches in the same area. The last time
I saw these mixed trains, the combination car was an articulated
one, possibly former oil-electric 15817. A CPR mixed train still
runs to Medstead on its way to Meadow Lake (by trackage rights).
Jasper -Prince Rupert service, operated six days weekly last
winter, has continued in that manner, between Jasper and Prince
George, but has reverted to tri-weekly service between Prince Geo­
rge and Prince Rupert. Through sleepers and dining service are
still opera ted.
As was to be expected, Trains 5, 6, 15 and 16, EXPO LIMITED
were discontinued, as were the additional Montreal -Ste.Annes sub­
urban trains 29.5-298. The Sudbury -Sault Ste.Marie Dayliners
427-428and SUdbury -White River 417-418, reverted to their for­
mer times, as did Montreal Rigaud train 25.5.
The only notable change was made in the Montreal-Quebec City
service where the trains have all been renumbered and most of them
speeded up. The Saturday train 142 was replaced by a Saturoaytrlp
of the VIGER No. 152. All trains except No.l.55 make the trip in
three and a half hours: No.15.5 takes ten minutes longer. As I
mentioned previously, Trains 337 to 340 inclusive now run between
Toronto and Windsor, Ontario, only.
Concurrent with the beginning of oil shipments from the Tar
Sands area near Waterways, Alberta, the N.A.R. servioe on the
Waterways line made a great leap backward. Not only was the ser­
vice reduced to twioe weekly, but it is now neoessary to stay over­
night at Lac la Biohe, and it therefore takes four days to make
the round trip. Servioe on the Dawson Creek line remains as in­
oonvenient as it was before.
This soenic short line is operating tri-weekly passenger ser­
viae this winter, oompared to its four days-a-week operation last
year. Both northbound and southbound trains are run on Saturdays
thus reqUiring another set of eqUipment.
by Derek Booth
CN this year hosted the Second International Cybernetics Sym­
posium held at the Queen Elizabeth Hotel in Montreal between
October 1st and October 6th. Up for discussion at the
Symposium were some of the major applications of cybernetics
to railroad operations including
-improved management control of all phases of planning
and opera tions
-quality control of freight service on an origin-to­
destination basis
-simulation of operations as a guide to more efficient
and economical use of track and equipment
-closer and more accurate control of freight car
-automatic car identification
-automatic or semi-automatic train operation
-improved marketing intelligence and forecasting
CP has called for bids for new railway equipment worth $30 million.
Orders will include new design 3,000 horsepower diesel freight
locomotives and a large quantity of both specialized and general
purpose freight cars. First deliveries are expected in early 1968.
CN has ordered 500 Railtainer intermodal containers to be built
by Steadman Industries in Rexdale, Ontario at a cost of approx­
imately $1.5 million. This order will bring the lines container
fleet to more than 1000 units.
The start of high speed three hour rail passenger service between
Washington and New York on the P.R.R. which was scheduled for
October 29th has been postponed until the beginning of 1968.
Additional time required in the building and testing of the
self-propelled electric cars was the reason given for the delay.
Last month we reported on the
closing of Eastray Station,
and speculated that it was a­
waiting the wreckers hammer. Such
has inieed been its fate,
and all tha t remai ns of thi s
once-spacious station is a
pile of rubble.
View of the sta tion build­
ing before wrecking crews did
their job.
Canadian Nationals Turbo Train left Montreal last November 14th for
Providence, R.I., U.S.A., after successfully passing its preliminary
tests in the Montreal area. Mr. T. R. Wheaton, project manager for
UAC, said in an interview that the prototype aoquitted itselt better
than expected. It will return to Canada early next year for oold-
weather trials. Construction of the other four Turbo Trains is
presently under way at the Montreal Looomotive Works in eastern Mon­
treal. Below is a view of the first Turbo being tested on the CNs
st.Hyaointhe Subdivision (mile 64.6) south of Montreal, on Nov.10th.
(Photo by Murray W. Dean)
Canadian looomotive builders have reoently obtained a number of or­
ders for export looomotives to be shipped to railways in other parts
of the world. On page 274, a photo is reproduced, courtesy M.L.W.,
of one of the 37 units being shipped to Indian Railways. Below is
a view of one of the CLC-built Fairbanks Morse diesel-hydraulio units
which were shipped to Guyana earlier in the year. The pioture, tak­
en at the Kingston plant of Fairbanks Morse{Canada) Ltd, was submitr
ted by William Houston.
CN has recently announced a major relocation of its tracks through
suburban Montreal South Shore communities. A sketch maP and further
details are included in this issue of Canadian Rail -Page 266.
The Delaware & Hudson RR, in a determined effort to retain traffio
genera ted by EXPO. 67, has purchased some modern Passenger equipment
from the Denver & Rio Grande Western. Altogether, twleve units have
changed hands, three baggage cars, six air-conditioned coaches, two modern
diners and a snappy cafe-lounge car. These vehicles are being
painted the soft gray and bright blue of the D.& H., in the railways
Colonie Shops near Albany, N.Y. This deluxe equipment formerly op­
erated on the D.& R.G.W. from Denver, Colo. to Salt Lake City, Utah,
through the Colorado Rockies. It was purchased in 1950.
In addition to the improvements effected by these new cars, the journey
between Montreal and New York will be made more pleasant by train host­
esses. They will look after Passenger comforts, and Passengers ap­
petites in the new dining cars. The revitalization of Passenger ser­
vice is part of a recently-inaugurated ca~paign to improve the total
service of the D.& H., initiated by the roads president, Frederic C.
To handle the increasing freight tonnage over the line, the D.& H. has
purchased three GM SD-45 demonstrator units. These are of the twenty
cylinder, 3600 h.p. type. On order are six GE U-30-Cs for delivery
in December 1967, as well as two hundred ore hopper cars, 100 covered
hoppers and eight bay-window cabooses. Yes, things are happening on
the D.& H., and from all indications, the Company will be a strong
contender for New York–Montreal intercity bUsiness for some years
to come. (Courtesy J.J.Shaughnessy and S.S.Worthen)
A recent edition of Torontos Globe and Mail called attention to the
increasing number of passengers heing handled by the Ontario Govern­
ments GO Transit servi ceo Will success spoil GO Transi t?, the
paper asked. Although only about 15,000 passengers per weekday was
the pre-inauguration esti~,te, already the volume has exceeded that
figure and one Official said We expect when the bad weather hi ts us,
well be bouncing up to 20,000 a day. It will mean discomfort on
the peak trains.
To cope with the unforseen success, GO Transit management has leased
four locomotives and nine old coaches from the Ontario Northland Ry.
This temporary equipment provides a service more akin to the Montreal
commuter services and a far cry from the service standards on the
specially designed GO trains. But the GO management has ordered 14
new cars for delivery next summer. It is not expected that more
runs will be scheduled, but that capacity of existing trains will be
Now its Official: Canadian National has applied to the Canadian
Transport Commission for permission to replace its passenger trains
in Newfoundland, wi. th buses, and a hearing is scheduled to begin in
St.Johns December 11th. During the latter part of November, the
CN moved a borrowed bus into Newfoundland in order to get detailed
informa tion to present to the Commission. The bus is similar to
those the CN is proposing to use and includes toilet and washroom
facilities. Mr. G.oD.McMillan, manager of the Newfoundland Area
announced that the railway plans to operate the proposed trans-island
bus service for a test period early next year in order to give New­
foundlanders a chance to try it out for themselves. the test will
be for operational purposes but the service will be available to any
passengers who wish to compare it wi th passenger train operations ••••
We are convinced that the buses will provide a much better service .
than the trains. Mr. Mclvlillan is manager of the Canadian National
~TH THIS DECEMBER issue, the 1967 Editor and Publications
Connni ttee bid Canadi an Rai l readers Farewell. Next year, a
completely new Editorial staff takes over the compilation and pro­
duction of the periodical —the future of Canadian Rail is in
their hands.
During the Past eighteen years, since the late Allan Toohey
founded the C.R.H.A. News Report in October, 1949, there have been
one hundred and ninety-four issues of The News Report and Cana­
dian Rail printed and distributed. Except for a brief period in
1950, the magazine has been published just about monthly –eleven
times a year –by a PUblications Committee that has been in a sort
of apostolio succession from the beginning. As our early readers
will remember, it Was Omer Lavallee who took over when Allan Toohey
left for South Africa, and during the succeeding ten years almost
single-handedly turned out over one hundred and ten editions. In
1959 David Henderson took charge of the production details and busi­
ness management, and three years later, Anthony Clegg became Edito~
William Pharoah, originally responsible for the popular Notes and
News Section, has been Editor during more recent times.
And now, we feel like the parents of three girls, whose third
daughter is betrothed to be married. Naturally, we wish her every
success •.•• naturally, we shall follow her future with interest and
good wishes …. but her upkeep, like that of her two sisters, is
now the responsibility of someone else. Her happiness and well­
being can best be achieved without the undue interference of her
To paraphrase from Page 223 of Canadian Rail for 1964 •••••••
Eigh teen years of continuous publi ca tion is qui te a milestone •••••
Thank you so much for your support •… Now we look to a new Editor­
ial Committee to give us future issues of Canadian Rail that will
be even bigger and better –with more of everything we like ..•• a-
bout railways. (A.C.)
William Pharoah, Editor.
Anthony Clegg, Associate Editor.
David Henderson, Chairman,
PUblications Commi ttee.
the cover
The Wonder of the Agel!
A reconstruction of the scene which greeted
the fi rst engine bull t in Ontario as it was moved
through Toronto, for servioe on the
Ontario, Simcoe & Huron Railway.
(From Can. Nat. Rys. Magazine).
______ ·1
–:Rl-fL ~-
CANADIAN RAIL: Published monthly (except July/AUf,ust cOClbined) by
the Publications Comnittee, Canadian Railroad Historical
Association, P.O. Box 22, Station B, Montreal 2, Canada.
Associate Membership –including 11 issues
of Canadian Rail, (1967 issues) S 4.00
D.R. Henderson, Chairman Anthony Clegg VlilliaM
l1illia, Pharoah
Anthony CleCe;
Derek Booth
Murray Dear.
J.A.Beatty, 4982 Queen Mary Road, Montreal, Quebec.
OTTAI,A BRANCH, Major S.R.Elliot, secretary, Box 352, Term. A, ottawa, Ont.
ROCKY r.OUNTAIN BRAJlCH: V.H .Coley, Sec; 11243-72nd Ave., Edmonton, Alta.
SASKATCHEWAN, J.S.Nicolson, 2306 Arnold St., Saskatoon, Sask.
OTTAWA VALLEY, K.F.Chivers, Apt.3, 67 Somerset St. W., Ottawa, Ont.
FAR EAST, ILD.McKeown, c/o Osaka TOBabori) YMCA,
2 -chome, Nishi-ku, Osaka, Japan.
BRITISH ISLES, J.H.Sanders, 67 I,illol< Way, Ampthill, Beds., England.
PACIFIC COAST: Peter Cox, 293611. 28th Avenue, Vancouver, B.C.
Copyrif,ht 1967 Printed in Canada
on Canadian paper

Demande en ligne