TIl OIIT ELLICE
(We are particularly pleased to
welcome back to the pages of
CANADIAN RA1L Mr. R.M.Binns, a
former frequent contributor of
articles on Montreals street
cars,now resident in Victorie,
B.C. It is hoped that this ac
count will be the first of se
veral documenting the West
Coast street railway history.)
BY THE VERY NATURE OF THEIR OPERATIONS, electric atreet railways
in Canadian and United States cities were not subject to disssterous ac
cidents. Passengers injured by falling while boarding or descending from
the cars were by far the most frequent type of accident,but these injur
ies were usually of a minor nature. Operating in an environment ehaTed
with many vehicles of other types,collisions were,of course, common, but
the street car rider emerged unscathed from the vast majority of such en
counters. Transit managements could claim,with statistical proof, that the
safest pl~ce on the streets was inside a street car.
NEVERTHELESS, SOMETIMES BECAUSE OF particular local conditions, as
well as hazards of topography, climate or other aituations,serioue acci
dents,resulting in many injuries and much loss of life did occasionally
occur. The derailment and overturning of a runaway car on a hill was par
haps typical of the more aerious accidants,but there were othere,some of
an almost bizarre but nonetheleas tragic nature. One such was the split
ting of a switch by a Chicago p.C.C.car in 195o,reaulting in a collision
with a gasoline tank truck. In a matter of momants,thirty-three passen
gers died in the ensuing explosion and conflagration.
WH ILE IT IS NOT PLEASANT TO DWELL ON DISASTERS, the caae of the
Point Ellice Bridge affair deserves some examination for hiatorical rea
sons. For the record,it still stands as tha worst straet car cataatropha
in terms of fatalities, ever to occur in Canada or tha United States. It
is strange that a record of this kind ehoul& have been eetablishad almoet
at tha beginning of the electric street railway er~,-1896 and so inap
propriately in the small residential community of Victoria,8ritish Co
lumbia. It is noteworthy that street railway technology wae not directly
involved in the accident,-neither the failure of CaT equipmant nor d81
alection of duty by operating personnel, but aimply the collapSB of a
STANDING TODAY AT THE EAST END pf the present-day Bay Street Br
idge at Point Ellice,-a modern steel viaduct built in 1957,it is diffi
cult to visualize the same spot seventy-three years ago. Instead of many
industries and commercial establishments, there were fine residences, trees,
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gardens and green lawns sloping down to the waters edge. The location is
on an arm of tidal water,extending some three miles northwest from Vic
torias Inner Harbour and practically encircling the municipality of Es
quimault. At Point Ellice,-named,in 1846,for Edl~ard Ellice of the Hudson
Bay Company,the channel is about 550 feet wide. The first bridge at this
site was built in 1861. It was replaced by another in 1872. Then,on March
26,1885,the Provincial Government of Aritish Columbia called for tenders
for the construction of a combination bridge to cross the Arm at Point
Ellice,-the work to include the removal of the old bridge. The contract
was awarded to the San Francisco Bridge Company of California,U.S.A., and a
subcontract for the iron work was given to the Albion Iron Works of
Victoria,8.C. This elegant and substantial structure was completed on August
21,1885,and waa opened to the public the following day.
THERE WERE FOUR SPANS: two through Pratt-truss spans in the cen
tre each 150 feet long and a deck span of 120 feet at each end,with about
50 feet of wooden approach as on each bank,making a total length of 640
feet. The trusses restad on six Cushing patent piers,consisting of iron
cylinders filled with concrete. The roadway was a wooden platform twenty
feet wide,with a generous 7-foot sidewalk cantilevered outside the trus
ses on each side. The total cost was about $ 10,000. So much for the
AT THAT TIME,THE POINT ELLICE BRIDGE afforded the only convenient
road access to Esquimault and the Imperial Naval Establiahment, some two
miles away. The principal British navel station in the north Pacific sin
ce the baginning of the Colony in the 184os,E~quimault was an important
element in the life and development of Victoria. The bridge at Point El
lice was intended to accommodate the considerable wagon and carriage tr
affic to and from the navy base and the Esquimault area,in general.
IN 189o,A NEW FORM OF TRANSPORTATION came to the area,the elec-
tric tramway. Financed by English interests,it commenced operations on
February 22nd. of that yaar. While there wera earlier experiments with
electric car operation in the eastern Canadian cities of Windsor and St.
Catherines,Dnt.,Victoria was probably the first city in Canada to intro
duce this mode of street transportation on a practical scale. By the end
of 189o,there were about eight miles of single-track line in operation.one
of the first and probably most important was the Esquimault line, for
which a track was laid along the north side of the Point Ellice bridge
roadway. The street cars in use were typical of the period, being light
single-truck closed cars with open platforms and,while the bridge had not
been designed for rail traffic of any kind, there seemed to be no reason
to doubt that these vehicles,running smoothly on rails,could not be car
ried with perfect safety.
IN 1891,THE CITY LIMITS OF VICTORIA were extended across the Arm
for a distance of about one-half a mile,on the Esquimault side. In con
sequence, the Point Ellice bridge was turned over to the City of Victoria,
which then became responsible for its maintenance.
THE FIRST SIGN OF TROUBLE CAME on May 24th.,1893,when the bridge
was less than eight years old. While a street car was c~ossing with e·
capacity load of excursionists from the neighbouring State of Washington,
there was a failure in the roadway structure, causing the track to sag
about three feet. The car crossed safely however, but some several weeks were
afterwards required to make repairs. Auger holes were bored in some
of the bridge timbere to ascertain the condition of the wood. The follow
ing year, $ 1,000. was spent by the City on unspecified repairs to the br
idge. By 1896,street car traffic end horse~drewn vehicles had increased
considerably and 90me independent engineers and a segment of the public
began to be apprehensive about the safety of the bridge. The drivers of
~ Q.. >~ ..J 🙂 ;5
horse-drawn vehicles were duly warned to proceed at a walking paca on ac
count of the vibration set up by trotting horses.
IN 1896,THE CITY OF VICTORIA was celebrating ths Birthday of the
Great Queen,in a manner befitting the namesaks of so wiss and powsrful a
Soverign. Thoss wsre the great days of Empirs snd ths people of Vancouvsr
Island wsre surely among the most enthusiastic and loyal subjscts of Her
Majestys far-flung rsalm. May the 24th. fell on a Sunday thet year, so
the major celebrations were scheduled for the following two days. The City
was in gala dresa~ stores and schools clossd and a general air of festivi
ty was abroad. Many visitors had crowded into the City,-at that time bo
asting a population of about 3o,000,from Vancouvsr and other mainland po
inta in Britiah Columbia and tha naighbouring State of Washington. Monday
May 25th. was a happy day. A great rsgatta was held on the Selkirk Waters
just above Point Ellice,in which local crews,sailors from the warshipa at
Esquimault and sxpert Indian paddlsrs took part. Thousands want to see
this gala sports pageant,travslling by strest cars,carricges,wagons and
TUESDAY,MAY 26TH. ,PROMISED TO BE even more excitingJ The main
fsature of this second day was to be a sham battle and naval and military
Bxsrcises,as well as sports,et Macaulay POint,Esquimault,where Her Majes
tys sailors and soldisrs wsre cooperating to make the show an outstan
ding success. Adding to the intsrest was the participation of the local
militia in the affair. The day itself dawned bright and warm and every
one who could,aimed to enjoy the colourful programme. By noon, the traf
fic of carriages,wagons,bicyclss and street cars was thundering across
PDi~t Ellics bridge~without the least thought of danger an~,sogrsat was
the resulting vibration that the windows in nesrby houses rattled.
CAMPBELLS CoRNER,oN GOVERNMENT STREET in Victoria,was the main
loading ~nd transfer point for the Esquimault street cars. At about 1. 30
p.m.,a large group of chesrful holiday-makers crowded aboard cars No.6
and No. 16,of the Consolidated Railway and Light Company. Both of these
cars were of the closed type with open pletforms,but No. 16 wae something
special. In all accounts it is referred to as the large car or the Rhea
car. For soms now-obscure rsason,it was slso known a3 ths theatre •
csr. It had nine windows to a side,compsred with six on the othere.No de
tails are BVailsble,but it is highly probsble it waB on double trucks of
the maximum traction type. It appears to have been the only one of its
kind owned by the Company.
CROWDED WITH PASSENGER5,THE SMALLER CAR No.6, started for Ea
quimault. Ons account says that No. 6 was pulling a trailsr. It wes fol
lowsd immediately by No. 16,hsavily loaded,with many passengera crowded
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together on the platForms. In fact,some venturesom~ youths had to be dis
suaded from climbing on to the roof of the carl
NO.16 STOPPED AT THE POWER HOUSE on Store Street,where the crew
was changed~ Conductor Talbot and Motorman George Farr took over, and
a few more
passengers managed to squeeze aboerd. Inside, the passengers
complained about the stuffiness in the car and Talbot assisted in open
ing some of the windows,as he forced hie way through the crowded aisle,
collecting and ringing up fares. He is reported to have remarked to a
friend, II If we get over the Bridge, we ll be lucky I I~hether he had a pre
monition of dis8ster,or was just making a facetious remark will never be
known,but they were not destined to be lucky.
MR. JOHN CAMERON,A SURVIVOR OF THE ACCIDENT,testifying before the
Coroner,described what happened. He was standing on the front platform of
the car,beside Motorman George Farr. Before reaching Point Ellice bridge,
Farr noticed two boys who had perched precariously on the frant right
car step. He stopped the car and ordered them off,telling them that they
might get hurt,as the side of the car passed close to the bridge struc
ture. Thus those two boys were saved by Farrs thouqhtfulness,minutes be
fore he himself perished. Cameron said he noticed that they were getting
close to Car No.6 and suggested to Motorman Farr that he increaser the
distance between them. Farr slowed down and No. 6 was just off the bridge
and starting to climb the western slope when No. 16 came on to the first
centre span. On the bridge at the same moment was a vehicle drawn by two
horees,two one-horse carriages,a bicyclist and several pedestrians. In
Cameron t s own words: I~hen the bi g car got on the span some 30 or 40 feet,
something snapped and the car dropped about 18 inches,then ran on for
about 15 feet. There came another cracking sound and the whole thing went
down,the car canting to the right. The motorman leaned over to see what
the matter. He never looked up again,for the Whole roadbed gave I~ay
and,in the fall,he was struck on the head by timbers and irons from the
truss. To the stunned horror of onlookers on the shore,the car plunged
headlong into 50 feet of water,amid a crashing tangle of wood and iron
MOST OF THE SURVIVORS WERE THOSE on the outside platforms, like
Mr. Cameron. Those inside the car had little chance of survival, although
due to the fortunate circumstance that some windows were open, some were
able to make their escape. Also,fortunately,the accident was witnessed by
many peo~~ in the vicinity and small boats were available for immediate
rescue efforts. Many are the stories of heroic rescues,miraculous escapes
and the untiring efforts of people who worked to the limit of exhaustion
in attempts to revive the unconscious survivors. This dreadful tragedy was
all the more shocking because of the number of children who perished.Need
less to say,the dayls celebrations were immediately cancelled and what be
gan as a day of pleasure was transformed into one of gloom and sorrow.
HUNDREDS OF PEOPLE GATHERED at the shattered ends of the broken
bridge and saw body after body raised to the surface, by divers. Before
sundown that day,48 bodies hed been recovered. Work continued all night,
but owing to the tangled mass of wreckage, the remaining ~ victims were
not recovered until the following day,making a total of 55 men, women and
childran killed. The fate of thosa in the other vehiclas on the bridge at
the time is not recorded clearly,but it appears that all of them, e~cept
one boy,managed to escape with their lives. Of the survivors, 27 were re
ported to be more or lees seriouely injured. The total number of passen
gers on car No. 16 when it went down has never been accurately establish
ed. Estimatee are varied,from 100 to 142 persons, but it was probably sli
ghtly over 100. When the car was recovered from ths waters of the Arm,the
fare register showed 98 fares paid for, that trip, but it was claimed that
Conductor Talbot had not finished his collections before the dreadful
THAT THERE HAD BEEN THE GROSSEST CARELESSNESS on the part of
those responsible for the maintenance of the bridge waa the general con
census. The official inquiry lasted for several weeks and it wae clearly
eetablished by experts that the cause of tha collapse wes rotted timbers
in the floor structure,which gave wey and br.ought down the whole spen. As
a result,there followed a seemingly endlese succession of claims cases,in
terwoven with appesle,cross-appsals,motions and injunctions. Eventually,a
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test case wss brought before the Court snd a special jury, to dstermine
liability. The case was tried in Vancouver,becauBe of the difficulty of
empanelling an unbiased jury in Victoria. Judgement was given against the
City of Victoria,as having sole responsibility for the bridge and knowing
its bad condition,having failed to make proper repairs. The jury absolved
the Consolidated Railway and Light Company from bleme. In retrospect, one
might wonder if the overloading of the car,-a problem which was to plague
street railwey companies everywhere for many yeers to come,was not, in
some measure,a contributing factor in this particular tragedy.
FOLLOWING TWO TEST CASES,No FEWER THAN sixty-eeven actions were
instituted against the City of Victoria and it was several years before
all claims were finally settled,after a decision on appaal to tha Privy
Council in England,in 1899. There,the Earl of Halsbury,commenting on the
evidence of responsibility,said,The boring of holes (in 1893) and lea
ving them so as to collect water,was calculated to rot this beamithat for
a period of three years it was left in that condition collecting water,~nd
if the evidencs is to be believed,disfusing a state of rotteness all thr
ough the bsam .
THE POINT ELLICE BRIDGE DISASTER was a profound shock to Victor
ia and was not soon forgotten. Even today,it is not uncommon to sse it
referred to in the press,in connection with the passing of some survivor,
or in the reminiscences of an old resident. The guides on the sightseeing
boats,passing under the present bridgs,briefly recount to tourists this
WHILE NOT STRICTLY PART OF THIS REVIEl~ of Canadas most disas
terous street railway accident,it is interesting to note the subsequent
developments. For soms months after the tragedy,s fsrry service was oper
ated bstween the two shores. Also,the public was permitted to use the Es
quimault and Nanaimo Railway bridge,further south,which had been tempor
arily decked over. Meanwhile a temporary pile bridge was built just south
of the old structure and opened to traffic in December,1896.The Vic~oria
Colonist reported: After a long and vexatious delay to the citizens of
the western suburbs,the tramcars will be run through,without trsnsfer, on
the Esquimault side,crossing the Arm for the first time since the tragedy
of May last. Yesterday an official test was made with an ordinary tramcar
heavily freighted with iron and lead ballast.
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THE T£MPDRARY BRIDGE,18 FEET WIDE,turned out to be fairly perman
ent,for the citizens frowned on the spending of any more money at Point
Ellice and the City Fathers could not make up their minds. The arguments
about a new bridge raged for several years. In July,1900,the remains of
the old bridge were dynamited and in November,1901,a contract for a new
bridge was awarded to the Puget Sound Bridge and Dredgi~g Company of Se
attle,Washington. Ratepayers violently objected to giving work to a United
States firm and the contract was cancelled. The following year,a bid from
local firm,Victoria Machinery Depot,was accepted and a four-span,through
truss bridge,on concrete piers,was built at the old location and opened on
April 18th.,1904. After over forty years service under ever-increasing vol
umes and weight of traffic,this bridge became suspect and,in 1946, ther~
was agitation for its replacement,but it was not until 1957 that the pre
sent structure was built,using the same piers,reconditioned and strength
Note: Students of early electric street car
design will notice,in the accompany
ing photos,the absence of a conven
tional comtroller on the car platform.
Like the first Vancouver cars, early
Victoria cars had the power control
mounted under the platform and ac
tuated by a handle and vertical sh
aft outside the dash.
Information and photographs for this article were obtained
from the Provincial Archives of British Columbia,Victoria,B.C.
c ::rc :co :xc
:::xc :c :: C ;a c: :::
The Association acknowledges,with thanks,the
receipt of the following exchange publications
during the year 1968:
THE NEWSLETTER Upper Canada Railway Society Toronto,Ont.
THE WESTERN RAILROADER San Mateo,Calif.,U.S.A.
THE RAILWAY OBSERVER Ry.Correspondance & Travel Soc., London,Eng.
DO~UMENTATIONSDIENST Deutsche Bundesbahn Frankfurt(Main) ,Germany.
SMO~E AND CINDE~S
ERA HEADLI GHTS
Tennessee Valley RR Museum
Puget Sound Ry.Hist.Society
Electric Railroaders Assn.
Chattanooga, Tenn. ,USA.
New York N.Y., USA.
BAY AREA ELECTRIC RR.REVIEW Bay Area Electric RR.Assn.,San Francisco.
TRA~TION GAZETTE Orange Empire Tolley Museum Perris,Calif.,USA.
THE 470 The 470 Railroad Club Portland,Maine, USA.
THE BULLETIN National Railway Historical Soc.,Philadelphia,USA.
NOS VICINAUX Soc. Nationale des Chemins de Fer Bruxelles,Belgium.
KEEPING TRACK Headquarters Bureau Montreal, que.
Canadian National Railways
Mil CO Q liS
A history of
Mountain Park Railway.
][ n all of Canada,at any given time,there
have never been more than half-a-dozen
incline railways. Those which come to
mind are in Quebec City,Port Stanley,
and Niagara Falls,Ont. There were also
inclined lines et Montmorency Falls,Ste
Anne-de-Beaupre and up Mount Royal , in
mid-Montreal. It is tha last-mentioned
with which this article is concerned. It
also considers various other proposals
and plans put forward to help fill the
void left after the closure of tha Mt. Royal
incline line,in 1918.
On May 24,1876,Xavier l~ebreraceived permission from the City of
Montreal to build an incline railway up the southeast slope of Mount Roy
al. It was to start from Fletchers Field above Park Avenue and its up
par station was about a thousand yards east of the present site of the
well-known Chalet. The line was to be called the Mountain Psrk Railway.
It opened early in 1884. Two parallel broad-gauge tracks sloped
sharply up from Fletchers Field at an angle approaching 45 degrees. The
tracks were built for the major part of the incline on a wooden trestle
and running on each track was a single opan car,hauled up and lowered by
cable. At the bass of the incline,where today the Cantral Fire Alarm
Headquarters bullding stands,stood the tickat office and winch-house. The
winch-housa contained the boiler,staam engina and winding drum ovar which
tha cable passed,which pulled the cars up the incline. Cars ware operated
from the winch-house and the oper~tor at the top tarminal could signal
tha engineer below to start the cars,by ringing a bell. At the top of the
incline was B small octagonal cabin where tickets for tha downward jour
ney could be purchased and also a large wooden pavillion. Before the care
started in eithar direction,the doore of the cars were locked by the at
Business for the incline railwey must have been lucrative for, in
1886,a new and separate incline was built from the base station easterly
to Park Avenue, a distance of some 1,500 yalfDs. The operation of this line
was also by cable,but was in no way connected to the upper line. In fact,
operations on the two lines were not synchronized,so that the chancss were
that upon completion of the first part of the ride,the passenger would be
obliged to wait for the upper incline car to descend. Ths lower incline
railway was laid on conventional ballasted track and used whet appear sus
piciously like converted horse cars from the neighbouring Montreal Strset
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Railway. At the base station on Park Avenue there was a pleasant little
station,again not unlike something from the street railway. The lower in
cline shared its upper terminus with the mountain line.
As noted,the lower incline cars were very similar to the horse cars
of the city streets. They had a small platform at each end and access to
the interior was gained through sliding doors. Inside,there were longitu
dinal seats,upholstered in red plush. In contrast,the upper incline cars,
if indeed they could be so described,were of stepped construction and had
three compartiments,one slightly above the other,with wooden benches the
width of the car. They seem to have been constructed with much use of un-
sightly heavy mesh wire. They were yellow in colour and had a ~liding
wire mesh door on one side only.They were so spaced on the cable that
when the ascending car was firmly in the upper station arrival dock, the
descending car was also firmly in tha lower station arrival dock.
If one felt energetic,one could use the footpath which followed tha
incline all the way to the top,by means of a magnificent flight of stairs.
Fares on the incline cars were,for adults, 5 cents up and 3 cents down.For
children,a lower tarrif of 3 cents up and 1 cent down prevailed. At var
ious times in the lines history,it was possible to transfer at no extra
charge to the cars of the Montreal Street Railway,which ran along Park Av
enue. At other times,it was not. At all times,inmates of charitable in
stitutions and orphan asylums travelled free on the line. During all of
the lines history,there was never en accident of any kind.
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In 189o,the Mountain Park Railway propoeed to lengthen its lower
line across Fletchers Field so that mothers and children shopping down
town could have easier access to the Mountain. Nothing ever came of it.
In 1895,the line requested permission to operate at night with the aid
of electric lights,but the City turned down the proposal.
The Mountain Park Railway operated by virtue of a franchise from
the City of Montreal. The original franchise expired in 1900 and,for some
reason,the Company did not seek to have its franchise renewed,but
continued to operate illegally. The City ordered the Company either to
renew the franchise or to dismantle the line. Gut there cannot have been
too much sting in this admonition,for the line continued to operate with
out franchise until 1906. A change of mind must have occurred, either at
City Hall or within the Companys Board of Directors,for in 1906 and a
gain in 1912,the Mountain Park Railway sought renewal of its franchises.
During the first World War,traffic on the incline fell off badly
and did not increase and,in 1918,when the time came to renew the fran-
chise,the Company chose instead to liquidate its assets. The line stood
disused for a year,much to the annoyance of the citizens of Montreal, who
had now to climb the adjacent steps,while beside them the rails grew pro
gressively rustier. Finally in 1919,the line was sold to the Consumers Me
tal Company for I 55,000 and was dismantled. Today,all that remains of a
once-famous line is the concrete foundations for the upper station and
the grading of the lower incline above Park Avenue,carefully disguised by
Victorian band-stand placed thereon,presumably in partial compensation
to the populace of Montreal for the loss of their incline railway.The Cen
tral Fire Alarm Headquarters building sits imposingly on the site of the
The closure of the inclined Mountain Park Railway was the signal
for a long and continuing series of plans and proposals for an alternate
means of access to the summit of Mount Royal. The most ambitious scheme
the one which came nearest to realization was that of Monsieur L. T.
J.Decaile,-The flontMetro. In 1933,he proposed building of a subway from
station underneath Dominion Square to a point directly beneath the pr-
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esent Chalet,where a Rotunde would be built,-a vast dome,cut out of the
granite of the mountain. Directly under this dome,there was to be a bear
pitl Trains would arrive by two tracks,to the south of the Rotonde; on
the north side,there was to be a short passage leading to high-speed ele
vetors which would take passengers to the surface and the mountein Chalet.
On the other two sides of the Rotunde, an aquarium and e licensed res
taurant were to be built.
The MontMetro itself was to consist of two tracks without the lux
ury of a turn-around loop or any maintenance facilities on the surface.
It may even have been planned to have the two lines totally seperate from
each other,since only a pair of three-car trains was proposed. These
trains were to complete their journeys in two minutes,which sounds quite
astounding until one considers that the projected line was in fact prob
ably little over a mile long. The journey would therefore involve speeds
of about 30 miles per hour,common in subways.
At Dominion Square,a station was planned the entrance of which
would in no way interfere with the park-like atmosphere. One imagines a
structure with some sort of ornate entrance, trying to copy the design
of the Sun Life Building on the one side and the Windsor Hotel on the oth
er,with possibly th~ Public Washrooms in between I
The lookout at the Chalet on the Mountain was to be extended to be
come a half-mile long boardwalk. The City of Montreal was to pay for the
project. This proposal alone should have sealed the fate of the MontMetro.
However, the City was at that time involved in a vigorous public works
programme,to stave off unemployment due to the general depreesion and so
a few excavations were made. A holding company was formed and elaborate
plans appeared in the press for a while,but by the time of the outbreak of
the Second Worls W~r,it was safe to say that the project had been entirely
forgotten. Had this scheme come to fruition,it would probably have been
Montreal, rather than Toronto, that would have had the dubious honour to be
Canadas first city to boast a subway.
Ernest Zbindens Funicular.
On January 18,1947,the Executive Committee of the City of Montreal
told the Public Works Committee to prepare a report on the feasibility of
a funicular railway up Mount Royal. It was probably as a result of this
report that on June 8 of the same year,Mr. Ernest Zbinden announced his
proposal for a funicular railway. It was to run from the top of Peel Str
eet to the Mountain Chalet. Its qrade was to be 64 degrees and its length
487 feet. Built on a masonry or concrete viaduct for most of the way, its
two cars would share a common middle rail for most of the line, with a
fOlJr-track passing section in the middle. This track layout was the more
common practice on such lines. The older Mountain Park Railway, being
double-track all the way,was unusual in this respect.
The cars ~Jere to hold sixty passengers each and I~ere to be equip
ped with automatic brakes that would be applied when the car travelled in
excess of a certain speed or when there was an electrical failure. The
line would be staffed by three men,-,a mechanic and two trainmen. The lat
ter would ride the cars and collect the fares. The cost of the line wes
estimated at i 16,000. This proposal probably satisfied the Citys august
Executive Committee, yet the line was never built and the public,as usual,
remained unsatisfied. Ernest Zbindens Funicular was the last practical
proposal for bringing Montrealers to the top of the Mountain. 5ubsequent
ones seldom got beyond the stage of first suqgestions or remained pipe
A P0t..P-0urri .E.f..J:roposals.
In 1949,La Soci~te Saint Jean-Gaptiste suggested building a funi
cular to the illuminated cross on the eastern summit of Mount Royal.
Probably the most bizarre proposal came from Mr. Max Seigler on
23,1952. Mr. Seigler suggested equipping motor buses with special
apparatus on the roof,so that they could be lifted bodily through the air
to the top of the mountain,in the manner of an aerial tramway car. This
was to be known as Montreals Skyway.
It was probably this proposal which led Monsieur L. Caron, less than
a month later,to propose the closure of the M.T.C.s existing mountain tr
aml~ay line and its replacement with an aerial tramuJay. Earlier this same
year, the Parks and Playgrounds Committee of the City had suggested the re
building of the old incline railway from Fletchers Field.
In 1954,the City Councillors urged that the old mountain line,clo
sed in 1919,be rebuilt and this sparked off fresh discussions. Mr. C. Ha
rry Kolbek recommended the use of a series of covered escalators up the
Mountain as an economy measure.
In the same year, the Citys Executive Committee commissioned a
group of New York landscape artists to redesign Mount Royal Park on the
Mountains top, especially the eastern slope,to rid it of degenerates and
perverts. Among the architects recommendations was the building of a
mineature railway around the summit,the construction of Mr. Kolbeks es
calators and the closure of the scenic M.T.C.mountain tramway line,coming
up the east side from Park Avenue and Mount Royal Street and descending to
Cote des NeigesRoad,on the western side. Nothing came of these proposals.
The fact remains that with only Rememb~ance Road and Boulevarde Cam
illien-Houde,in fact the old Montreal Tramways Company right-of-way as
means of access to the top of the Mountain and,on top of that,a half-mile
walk to the Chalet,the present day finds the citizens of Greater Montreal
less conveniently served than our grandparents,who could ride almost to
the summit for a fraction of the cost and could enjoy a finer view,as well.
Oh Progress I
THE MANLY ART
The following interesting letter has been
received from Mr. Alfred Bingham, a ra
tire9 former railroad amployee,now living
in Burnaby,British Columbia. We are very
gratefui to Mr. Bingham for providing a
glimpse of Canadian railway construction.
On a recent Canadian Broadcasting Corporation TV programme,I was interes
ted to learn of the Canadian Railway Museum,a project of the Canadian
Railroad Historical Association. In the same programme,thare was s pic
ture of the Canadian Nationals train near Mt. Robaon,B.C.,and this inter
eeted me because I helped to build that part of the railway in 1912. It
was then called the Grand Trunk Pacific Railway. I,together with hundreds
of other men,lived in box-cars (bunk-cars) and worked 10 hours s day.With
a hard-driving foreman, the wages were 10 cents an hour. The men came from
Poland,Russia,Frsnce,Spain,Scotland,England,the United States and many
other countries. There were also a few Canadians. Thesa latter ware there
to save a dollar or two,for they intended to go on to the Peace Rivar co
untry to settle on land there. A few of them hikad overland to gat there.
Some of these men were very strong. Men from Sweden would fill 100 one
yard hoppers with sand or gravel,in a dey. Thie work wae done on contract.
All of the men washed up befnre going to their meals in the cook-house and
at the end of the day,stretched out on their bunks with every part of th
eir bodies exhausted by the hard work of the day.
Sundays were used for mending overalls,boots and gloves,ss
well as haircutting and shaving. I quit work when we reeched a place cal
led Fort George and I still have two photos of that place,at that time.
It wes a short street of tents and the pictures were taken by a travel
ling photographer, who developed his negatives overnight and sold es many
prints of ths pictures as he could,the following day. The number that he
disposed of did not exceed ten.
At the age of 19,1 was about five feet tall and weighed 130
pounde. Therefore,I was given the job of bolting up the reils and I also
did aome track work. For me,it was a great adventure. I wae enthralled by
the beeuty of the country and the excitement of seeing the track move al
owly along,at the rate of a mile and a half a day. Every day produced an
other wonderful scens. Bears were plentiful and came to the camp for food
every day and it was quite possible to run into one in the dark.
The First World War startad in 1914,temporarily atopping
all railway work and later,many milas were torn up and sent to the rail
way corps in France. Tha roadmaeter at Fort Georga at that time waa Mr.
Willis and the section foreman was Mr. Dyson. Tha man in charge of all
operations was callad Fog-Horn McDonald. Hs was later put in charge of
tha Canadian Railway Engineers,in France. Ha could ehout louder than Paul
Bunyan and his voice would actually echo several times among the mountains.
When he ahouted to the leading hand-car gang to go to work in the morning,
they went I And I mean went I
R A I L
There were a number of treatle bridges built and the trains
loaded with eteel rails for the track-laying gsng went very slowly,aimost
creeping along,et times. If the trestle started to swing,they changed the
epead in e hurryl Thare were wooden barrels filled with water on some of
these trestles,in case of fire,and once I was caught in the middle of tha
trestle when B train came eround the bend. I had no choice but to get in
to the barrel,foi I did not hSve the nerve to stand beside or on top of
it,while the train went past ebout 12 inches from my noeel
Some time later,I went to Moose Jaw,Sask.,end worked on tha
dou~ling of the treck for the Canadian Pacific. While I was there,the lata
Mr. Muir,-afterwards President of the Royal Bank of Canada,came out from
Scotland and started working in the only bank in town for $ 6 a week. I was making
$ 10 a week and thought I was in the big money. I correspon
ded with Mr. Muir many years later when he returned to Canada,sfter a trip
to Mainland China and the U.S.S.R. I was on board ship in the Atlantic 0-
cean,when word came on the ships wireless that Mr. Muir had died. I was
very sorry to hear of his death,as I had intended to visit him to discuse
trade with China,which was of interest to me. A few
days before Mr. Muira death,my wife and I had aail
ed from Quebec City on the S.S.RVNDAM,from Wolfes Cove. We had an oppor
tunity to spand a few days in the City. Coming from Vancouver,it waa like
a different country and very old,like some of the old cities in Europe. I
have lived in the Vancouver district since 1919 and have seen the
cities and municipalities grow into great cities. History has only
begun,in this area.
I am very pleased to hear that you are collecting and pre
serving part of the history of Canada. I am fortunate that I have seen
the railways of Canada, from coest to coast and have actually participated
in their construction and development. The best of good fortune to you and
ell the members of the Aesociation and Museum.
(signed) Alfred Bingham.
NEW CONTRACTS AND HIGHER FREIGHT RATES-
The Railway Association of Canada announced on February 27, that
increases in freight rates of from 4 to 8% will apply to traffic moved in
Canade,beginning April 1. This follows the signing,in late February,of an
agreement between the railways and five shop craft unions, representing an
eetimated 20,000 workers. The agreement is similar to one signed in Dec-
ember,1968,with representatives of 75,080 non-operating employees, but
differs in application of fringe benefits and skill differentials. The
agreement is.effective until December 31,1970 and retroactive to January
1,1969. The early signing of the contracts is in distinct contrast to the
previous contract negotiations,which ended in compulsory arbitration, im
posed by an Act of Parliament,following a 9-day strike. The former con
tract period of three years was already half expired before agreement was
Another transportation rate increase wes made by the Grand Trunk
Western Railroed on February 26. All one-way and commutation passenger fa
res were increased by 10%. The GTW operates suburban services between De
troit and Pontiac,Michigan.
AROUND AND ABOUT-
Canadian National Railways transferred its car-ferry S.S.SCoTIA
II from the Cape Tormentine,N.8.-Borden,P.E.I. service to the Windsor,
Ont.-Detroit,Mich. service in January,1969. The S.S.SCoTIA II joins the
8ge~ng.~ar-ferries S.S.HURoN and S.S.LANSDOWNE in the Detroit-Windsor im
port~nt high-wide freight service,essential to interline exchange of
high-cube box cars and auto-frame rack flats. The S.S.LANSDOWNE is a vet
eran side-wheeler,one of the last of her type in existence.
Mr. Phillip Fine of Moncton,N.B. writes that he has been trying
to determine the status of 8 4.6-mile spur, constructed a year or two ago,
from CNs Cape Tormentine -Sackville,N.B. branch. This spur was sup
posed to serve the projected rail-road causeway to Prince Edward Island.
Built by CN,the 4.6 miles were then turned over to the Federal Government
has not subsequently made a decision about the project.Although Mr.
Fine has not seen any reil movements over the spur recently,it is assumed
that some equipment traversed the line during its construction. To locate
the spur,Mr. Fine directs that the inquisitive should find mileage 31.1
on the Tor~entine Sub.,and then project a straight 1ine from this point
to Cape Jourmain on Northumberland Strait,about 3 miles north of the pre
sent ferry terminal at Cape Tormentine.
Accidente continue to plague various areas of the CN system. The main
line east from Montreal to Levis and the Maritimes,via Drummondv111e
has been the scene of three derailments 1n;a month,as passenger train No.
21 ran off the track in heavy snow near Drummondvilla,on January 2 and
freight traina piled up at Manseau January 17 and Sts-Eulalie February 1,
R A I L
last. Passenger train No. 123 (Campbellton,N.B.-Montreal) was derailed
near Montmagny,~ue.,on January 10. South on the CV,a head-on collision at
Milton,Vt.,on January 6,between freight trains Nos. 491 and 540, resulted
in heavy damage to Central Vermonts unit No. 4924 and GTW units Nos.1509
and 1510. A rear-end collision be~ween two freight trains at Brant ford ,
ont.,January 2o,damaged CN unit No. 3236,demolished a caboose and derail
ed four cars.
Alas! No steam to Bay City! Richard Jensens ex-GTW pacific
No •. 5629,stored out-of-doors at GTWs Milwaukee Junction (Detroit,Mich.
service area since September,1968,was all fired up for a February 22 ex
cursion to Bay City,Mich.,but was unable to proceed because of a broken
steam line to the vital electric generator. Nevertheless,the trip operated
behind diesel power,for as it was partly run at night, it could not haVe
operated without a headlight.
Tourist lines do have their troubles. A phenomenon of the Phila
delphia,PA area has been the proliferation of tourist steam train oper
ations,over the last two years. Some of these operations own their own
trackage (Strasburg R.R.) but others have leased running rights on seldom
used branch lines of major carriers. One such was the Wawa and Concordvil
le Railroad,whose two-year lease on a former PRR branch line was not re
newed by the PENN CENTRAL at the end of 1968,leaving the W. & C. with two
locomotives and eight cars,but no track or stations. The line carried as
many as 65,000 passengers last year,but has remained in the red. Neigh
bouring property-owners had also brought suit against the W. & C., alleg
ing that excursion trains were n6t· proper railroad use. This was rumored
to be the reason for the non-renewal of the leasD by P C who do not wish
to be involved.
Winnipeg Hydros famous No. 3,ex-CPR 4-4-o,may yet become a film
celebrity! A film version of the well-known school-boy classic series,Tom
Swift,to be made by 20th. Century Fox Corporation,will include a sequence
purportedly occurring in the U.S.S.R.s Siberia and the film-making Com
pany is negotiating with the Vintage Locomotive Society of Winnipeg, pro
prietors of No. 3,not to transport the engine to Siberia,but to use it in
its native environment. Manitobas snow-swept prairie l~ill stand-in for
the frozen steppes of bleak Siberia (no difficulty there!). The sequence
,~ill obviously have to be shot during the winter of 1969-70 for a planned
premi~re during 1970. Winnipeg interests,headed by indefatigable Alderman
Leonard E. Cannonball Claydon are nudging 20th. Century Fox for the
world premi~re of the film in Winnipeg,in Manftobas Centennial Year-197o.
~leant~hile,the Vintage Locomotive Society apparently engineered in Fenruary
a horse-trade,whereby they acquired two vintage wicker-seated gas-Iamped
ex-CP passenger coaches from Greater Winnipeg Water District Railway, in
exchange for Coach 1355,donated to the Society by CP RAIL. At least, that
is the way it was reported in the Winnipeg FREE PRESS. On the heels of th
is dicker came an offer from Canadian National,long-time benefactor of
the Society,of an additional number of old cars (types not stated) to go
with the engine. Things are certainly looking up for Messrs.John LePage
Younger and Alderman Claydonl
Canadian National has retired all remaining CR-12 class road-
swltchers,numbered between 1600 and 1659,with gaps due to prior scrapping.
Also, the last three units of the old Newfoundland Railway, Nos. 775, 776_and
777,class ER-4,were sold November 8,1968,to F. Libbey & Associates, loca
ted in Atlanta,GA,U.S.A.
CP RAIL diesel electric unit No. 8729 will apparently be scrapped
following serious damage by fire. Unit No. 8744 was painted in the new
colour scheme,following its rebuilding. Unit No. 4041 has been regeared to
89 m.p.h. and renumbered No. 1432,in addition to being repainted in the
new style. It will replace unit No. 1415 in passenger service.
R AI L
ACI -Automatic Car Identification to the uninitiated,loves num
bers but hates letters! CNs fleet of RDC units gave it a colossal case
of gastric upset. So,CN is beginning e messive renumbering job. The As
sociation of American Railroads has set Jenuary 1,1970 as the terminal or
latest date for completion of KARTRAK labelling of equipment in inter
Change service. Many railways will elso use the system to keep track (sic)
of motive power units and passenger cars. Trackside electronic scanners
will translste the various colourad plastic strip combinations on csr
sides into a signal coda,indicating the ownership and number of each car
snd feed it into data processing equipment. This is the digeeter which
thrives on a diet of digits but belches on a ladle of letters. Each car
owner has en assigned number code,but elphabetically-designated units are
taboo and must be renumbered. Thus CNa TURBO sets,RDCs,Boosters and El
actric units ere being rsdesignated as follows:
TURBO Power Dome Car TURBOCLUB P 100 to P 104 125 to 129
TURBO Power Dome Car TURBOCUX P 200 to P 204 150 to 154
TURBO Trailer Unita TURBOCLUB T 100 to T 104 200 to 204
TURBO Coa~h-8uffeteriae T 300 to T 304 225 to 229
TURBO Coach Trailers:56-seat T 200,202,203,205,206, 250 to 259
TUR80 Coach Trailers:54-seat T 201,204,207,210,213 260 to 264
Booster Units celf 8 1 to 8 15 300 to 314
RDC-1 Passenger,control equip. D 100 to D 118 6100 to 6118
RDC-2 Passenger & baggage D 200 to D 206 6200 to 6206
RDC-3 Passenger,baggage & mail D 302 6302
RDC-3 Paessnger,~aggage or expo D 350 to D 356 6350 to 6356
RDC-4 Meil,baggage or expreSB D-401 6401
RDC-4 Mail,baggags or express D 450 to D 453 6450 to 6453
RDC-4 Mail,baggage or express D 475 6475
RDC-9 Passengsr,non-control D 500 to D 506 6000 to 6006
Locomotives,electric,8-8 100 to 105 6710 to 6715
Locomotive~,electric 8-8 180 to 188 6716 to 6724
Locomotives,electric 8-8 200 to 202 6725 to 6727
Cars,Passenger,electric M 1 to M 6 6730 to 6735
Trailer Cars,passenger,electric T 1 to T 7 6739 to 6749
to T 12
Work Car,dieseltBlectric zons D 1 15709
Business Car (Can.Trans.Commn.) ACADIA 6
8usiness Car BONAVENTURE 98
businees care will retain their names,in eddition to their
nsw numbers. Differences in designation of RDC-3 and RDC-4 unita result
from differing arrangements of baggage/express and msil compartmsnts.
Now,isnt that a nice,tidy arrangement? But what about GO TRANSIT cars?
oh wsll,they only run in e very limited area,so it ia unlikely that ACr or
AAR will ever find out that they havent been renumbered. But Heaven help
the computer if someone sometime unwittingly feeds into the works the for
bidden and indigeBtible letter-number combinationl
MOTIVE POWER AND ROLLING STOCK-
Canadian National has ordered 300 mechanical refrigeretor
from Hawkar Sidderley Canada Limited. The 7o-ton cars will be built
Trenton,N.S. end wil~ cost $ 11 million. Deliveries are to begin in
CP RAIL has placed an order with MLW-Worthington Limited for· 51
diessl locomotives to cost $ 19 million. Deliveries are to commence dur
ing August,1969. Possible numbers are 4508 to 4558,clase DRF-30d.Possible
use,-trans-Rocky Mountain unit-traina.
R A I L
At the same time,an $ 18 million order was announced by CP RAIL,
for freight cars. National Steel Car will build 500 box cars, 100 refrig
ersto~ cars snd 54 special flat cars (for container traffic?). Marine
Industries Limited,Sorel,Que.,are to produce 100 flat cars and 180 gon
dolas. CP RAIL hss also callsd for tenders for the construction of 348
gondolas of special design, for western unit-train service.
An accelsrsted programme of repainting of passenger A units was
recently begun at CP RAILs Angus Shops. The first two passenger cars, CA
BOT MANOR and RIDING MOUNTAIN PARK were also outs hopped in the new color
schsme,during February. They have lstterboards in action rsd with the
MULTIMARK and CP RAIL at one end,near the door,in black snd whits. The old
below-window stripe has bsen eliminated. Car names are applied in the new
lettering style snd in action red.
Winter hss again precipitated a motive power shortage on CP RAIL
end again this year, units have been leased from Bessemer & Lake Erie and
Duluth,Missabe and Iron Range Railroads. Roger Boisvert of Trois Rivi~res
Que.,senda this information. These ore-hauling subsidiaries of U.S. Steel
have unite to spare in winter. B. & L.E. units 712A,714B,716A,716B,717A ,
725B,-all GM F7s,were assigned to
Eastern Region,while D.M.& I~~. SD-9 units 112,121,131,133,135,137,138,147
152 and 154 were assigned to ths Prairie Region. Atlantic Region of CP
RAIL ara u8ing leaaed Bangor & Aroostook Railroad GP-7a 72,73 and 74 and
78. The other blue shapes seen on CP RAILs Montreal-Wells River
Vt.,line are Boston & Maine Railroad units running through from Wells
River to Montreal-St. Luc Yard. Probsbly,when summer comes,mileage will
bs equalized by CP RAIL units operating through Wells River and White Ri
ver Junction to Boston,Mass.
Meanwhile,the Grand Trunk Western apparently hss not only
tive power shortage,but a caboose shortage as well snd has lessed
locomotives and cabooses from the Duluth,Missebe and Iron Range. In
tion,some SD-4oe are bSing run through from parent CN,-No. 5051
ssen westbound at Durand,Mich.,on Februery 22,1969,and some units are
so being run through from the A.T. & S.F.
Csnadian National has availed itself of the power potential of
eome new units produced by General Motors Diesel,London,ont.,for the Que
bec,North Shore and Labrador Railway. Of the SD-4o type, they are numbersd 200
to 205 snd will go east to Sept lIes as eoon as navigstion opens.
Canadian Traneport Commission inspectors heve been having a busy
time surveying paseenger servicee recently. Those who made the trip to
Newfoundland in February,to evaluate CNs new RoADCRUISER (EXPEDo?) ser
vice, were met at St. Johns by a crowd of placard-weving demonstretore • Seldom
hes such a demonstration been used for such a good cause. The en
thusiaste were all in favour of rsteining the railway ssrvicel Reports
reaching ths mainland revealed that the inspection team rode the train 31
miles saet to Holyrood end returned by bue to St. Johns. Their evaluation
of the two services was not made public. Despite these examinations, it
would seem that the April 15 terminal date for discontinuance of the re
nowned trens-island CARIBOU will be obaerved. In December,1968,the bueses
carried 6,299 passengers,while traina transported 3,378. This was the
first month of bue operation,with only a paTtial service. The current com
of the citizens of Howley and Millertown Junction heve neither been
requested nor received.
In a westerly direction,C.t.C.(sic) inspect ore snd some Members
of Canadas Parliament are busy unravelling complaints of reduction of tr-
121 R A I L
ain consist and consequent lack of space on CP RAILs CANADIAN. Seasonal
passenger traffic fluctuations have been suggested flS a possible reason
for the reduction in train size,if indeed it has been reduced.
CN Trains 178,179 and 171 were replaced by RAILINER service, ef
fective January 8,1969. The RAILINER,-a sinqle unit,operfltes daily in
stead of six days a week. This service,between nuebec and La Malbaie,Que.,
had its running time reduced by about 40 minutes.
The Delaware & Hudson withdrew its parlor car service,formerly
provided between Montreal and New York on Trains 34 & 35, The LAURENTIAN,
effective 20 January 1969. Hecently,ex-NYC roomette sleepers had been used
in this service.
About the best news to come from Britain in 1960,was the announ
cement that Mr. Alan Pegler,privileged owner and operator of ex-London &
North Eflstern Railway pacific FLYING SCOTSMAN (with two tenders) was ma
king plans to send the 4-6-2 and train to North America,in 1969. The
proposal was to create an exhibition train,with displflYs in its vehicles
promoting British goods. Up to six ex-L.N.E.R. brake compositee, two Pul
lman cars amd the former DEVON BELLE observation car were to house the
exhibits. The train was to be loaded at Liverpool Docks and initially was
to be off-loaded at the Port of Boston,where the tour was to commence. But
Fate,in the nature of a proposed east coast dock-workers strike in the U,
S.A. made a revision of plan necessary,and early in 1969,Mr,G.W.Jonston ,
Chief Boiler Inspector,Canadian National Railways,was asked to go to Br
itain,to take a considered look at FLYING SCOTSMANs boiler at Hunslet En-
gine Works,Limited,Leeds,where FLYING SCOTSMAN was being retubed and
equipped with a new firebox,in preparation for her trans-Atlantic trip.Mr,
Johnston inspected the boiler as a pressure vessel,a requirement prelim
inary to registration of the locomotive with the Canadian Transport Com
mission and the Interstate Commerce Commission in the United States.This
paved the way for off-loading engine and train at the Port of Halifax,N.
S.,and journey by rail to Boston via CN,CV and B. & M.
While preparations in Britain continued,with a projected April
arrival in Halifax,a tour start date of May 7 and an itinerary stretching
from Boston,to Hartford,New York,PhiladelphiB,Baltimore,Charlotte,Atlanta,
Dallas and Houston,with a terminal date of June 13,Mr. Pegler and friends
began conferences with involved U.S.railroade and I.C.C.authorities.After
some weeks delBy,the threat of the dock-strike disappeared and CN advised
Mr. Pegler that licensing applications would be deferred until a definite
commitment was received. Latest information is that whils negotiations in
the United States are progressing very favourably,participation by Brit
ish firms has been slow and to date,only one or two companies,-potential
exhibitors,have signed contracts and paid cash. Mr. Pegler is now contem
plating a tour postponement until about October 5,the interval being re
quired to whip up participation in Britain and conclude arrengements in
the United States. With practical forsthought,Mr. Peglar has already been
prudent enough to squash any speculation that FLYING SCOTSMAN (two tenders)
and train might remain in the United States. Having hauled several tens of
thousands of passengers on British Railways in 1968,Mr. Pegler has repeat
ad his intention of holding BR to its contract and operating FLYING SCOTS
MAN (two tenders) and train on BR rails until 1971. His parting comment:
FLYING SCOTSMAN goes to the States with a return ticket,or not at alII
From the West Coast,Peter Cox writes that spring may signal a
revival or resurrection of CP RAILe two veterans: Royal Hudson 2860 and
mike 3716,presently still stored at Vancouvers Drake Street Yard.While
No. 2860 has still not been paid for by the City of Vancouver,No, 3716
will be placed on permanent exhibition this fall at Port Coquitlam, Sha
was finally acquired by the municipality in exchange for a $ 5,000 plot
of land deeded in exchange to CP RAIL.
Now Mirisch Productions Inc. of Hollywood,makers of guess-what ,
to lease these veterans, together with a section of CP RAILs main
line in (of all places) Kicking Horse Pass,to make a big-budget film
called THE YARDS AT ESSENDORF -all about anti-facist partisans attacking
Garman railroads in World War II. Mirisch is willi~g to pay $ 10~000 per
hour,on location shooting and in exchange,wants to be assured that he can
have total possession of CP RAILs main stem for respectable periods of
Besides hiring the two steamers,Mirisch wants to lease 130 othe~
cars and will buy 12 additional cars for use in wreck scenes. GM of CP
RAILal:Pacific Region,Russell S. Allison says he would like to cooperate,
but his main concern must be for safety and uninterrupted normal train
Continuing the THINK BIG proceas,Robert E. Swanson,chief angin
eer for B.C.s Department of Commercial Transport predicts, If we get the
Winter Olympics at Garibaldi,the locomotives could be used to haul deily
excursions. The Pacific Great Eastern line has baen laid with 100 lb. rail
and there would be no trouble over axle loadings.
Unheppily,none of these plens include the Vancouver Railway Mus
eum Association,which was largely responsible for bringing the Royel Hud
son west,in the first place.
All through 1968 and in the opening months of 1969,the Editorial Steff
of CANADIAN RAIL was fighting the battle of the photo captions! After a
great deal of consideration,modified by some helpful opinions from the
reatlers,the format used in the March and April issues of CANADIAN RAIL
has been adopted. As yet,no reaction has bean forthcoming from our rea
ders. Do you feel strongly enough about it,-e1ther pro or con,to let
us know? We would welcome your comments and suggestions!
YOU CANT HARDLY GET THAT KIND NO MORE -the kind that is shown on the
cover this month. Car n~. 37 of the Sudbury-Copper Cliff Street Railway,
clattered up Notre Dame Street in Sudbury,Ontario,on April 16,1949. The
photograph was taken by the Associations long-time member,the late E.
Allan Toohey and is from his Collection, donated to the Association by hie
The Point Ellice Bridge,completed in 1885,is shown on page 98, as it ap
peared before the tramway track was installed in 1890.
On page 102 is shown one of the first Victoria, B.C. electric cars on the
After the disaster, car No. 16 of the Consolidated Railway and Light Com
pany was recovered from the waters of the Arm.The photograph on page 103 shows
its battered appearance.
The Point Ellice Bridge Disaster is portrayed on page 104,-the fateful
date was-May 26th.,1896.
The bridge shown on page 105 was built in 1904 to replace the collapsed
bridge at Point Ellice. The string of British Columbia Electric Railway
flat cars,loaded with rails,is presumably a static load test. The tem
porary pile bridge at tha lefft,waa erected as an interim means of cros
sing the Arm.
present-day Bay Street Bridge at Point Ellice,Victoria,B.C.,is sh
own on page 106. It was built in 1957.
Phillip Masons sketch on page 109 ShOWB one of the cars which operated
on the upper incline on Mount Royal. It had three compartments, stepwise
one ~bove the other and was yellow in colour.
The Authors second sketch,on page 110,shows a car from the lower part
on the mountain railway. It was a conventional shape,much like a horse
car and had red plush longitudinal seats.
Fred Angus supplied the photograph on page 112 of the upper incline.The
power house can be seen at the right and there ere the two cars plainly
visible on the incline.
West of Prince George,B.C.,in 1910,Grand Trunk Pacific Railways 4-4-0
no. 123 is shown on page 114. She was built by Montreal Locomotive Wor
ks in 1909,became CN 397 and was scrapped in October,1933.Photo from CN.
In the Spring of 1913,a Canadian Northern Alberta Railway construction
train proceeds carefully along the new track,somewhere weet of Edmonton,
Alta. The diminutive 4-4-0 pushes 1 flat of equipment,one of rails, six
cars of ties and hauls 1 wooden gondola, two freight cars converted to
crew cars and the inevitable caboose. Photo courtesy Canadian National.
At the top of page 116 is a view of the construction camp at Wolf Creek,
Alta.,in 1910. This was the Grand Trunk Pacific Railways camp at the
junction of the Creek with the McLeod River. Photo courtesy CanNatRys.
Grand Trunk Pacific no. 112 had the honour of hauling the first train
on the Prince Rupert line after the rails had been joined at Finmoore,
B.C. on April 7,1914. The line from Edmonton to Prince Rupert was open
for business,thereafter. Photo from C.R.H.A.,W.G.~ole Collection,ehown
at the bottom of page 116.
Former London and North Eastern Railwey pacific no. 4472,FLYING SCOTS
MAN (with two tenders) is shown on Plawsworth Viaduct, north of Durham,
September 10,1967. Photo courtesy Railway Magazine -John.M.Boyes.
Picture on page 122.
published rrlonthly except July & August cOrrlbined)
CANADIAN RAILROAD HISTORICAl ASSOCIATION ~~~,~~,~24u:~OD S
Associate Merrlbership including 11 issues of
Canadian Rail 8.00 annually.
EDITOR S.VVorthen PRODUCTION P.Murphy
DISTRIEUTION J.A.Eeatty & F.F.Angus
DIRECTOR OF MEMEERSHIP AND ERANCHES
Hr. J .A.Beatty. 4982 Queen r1ary Road, ~iontreal 248. Quebec, Canada.
~lr.M.lveson . Secty., P.O.BoX 352, Terminal A ottawa Onto
Nr. Donald W.Scafe 12407 Lansdowne Orlve, Apt. 101, Edmonton Alta.
K.F.Chivers. Apt. ). 67 Somerset St. W., ottawa, Ontario.
J .SoNicholson, 2)06 Arnold St., Saskatoon, Saskatchewan.
Peter Cox. 29)6 West 28tn. Ave •. vancouver, British Columbia.
W.D.NcKcown, 6-7. 4-chome, Yarnate-cho.Sutta. City. Osaka, Japan.
J .H.Sanders, 67 i.J111ow Nay. Ampthill. Beds .• England.
K.G.Younger, 267 Vernon Hoad, WllUllpeg. Nenltoba.
Nr. Donald W.Scofe, 12407 Lansdowne Drive, Apto 101, Edmonton Alta.
Copyright 1969 printed in Canada
on Canad ian paper