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Canadian Rail 211 1969

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Canadian Rail 211 1969

1VO. 211
J~1VE 19&9

fact •••••• Mid the shreik of tug whistles,the pioneer train of the Can­
adian Pacific Railway Short Line steamed into the I.C.R. depot at 3.15
(standard time). With these words,the newspapers of Saint John,New Br-
unswick,dated June 3,1889,announced to the citizens of Saint John and
to the Maritime Provinces,that the Canadian Pacifics line from Montreal,
through northern Maine to the Bay of Fundy was open and that the travel­
ling distance between these cities would henceforth be reduced by more
than two hundred miles!
BEFORE THE ERA OF THE RAILWAY,the eastern seaboard of British
North America was virtually isolated from the then-separate provinces of
Canada East (Quebec) and Canada West (Ontario) and the trade of the mar­
itime regions was more directed to the New England portion of the United
States than to the Canadas. As early as 1851,a scheme had been proposed
to build an intercolonial railway,to join the Canadas and the Mari­
times,but,by the time of Canadas confederation in 1867,the line had not
yet been constructed. However,in 1871,the completion of the European and
North American Railway,from New Brunswick to Portland,in the neighbouring
State of Maine,made possible an all-rail journey,albeit with a change of
gauge,from Montreal,via the Grand Trunk to Portland,thence to Bangor and
the E. & N.A.,onward to Saint John,Moncton and east to Halifax. Five
years later,in 1876,the famous Intercolonial Railway was completed, but
as it followed the valley of the St. Lawrence River for many miles north­
eastward before turning south to New Brunswick,the length of the line was
excessive and the journey consequently prolonged.
THE REASON FOR BUILDING the Intercolonial Railway in this dir­
action waa,of course,to have a railway running through Canada in its en­
tirety and well away from the United States boundary,but this stipulation
so lengthened the line as to cause much extra cost and inconvenience. The
city of Saint John was especially affected,as the rail line from Montreal
was 745 miles lonq,whereas the direct distance as the crow flies was
and is scarcely 450 miles. A. glance at the map quickly reveals that a
straight line from Montreal to Saint John passes through the vast wild­
erness of northern Maine,the territory ceded to the United States by the
Webster-Ashburton Treaty of 1842 •
. : .. : .. :..: .. :..: .. : .. : .. : … :.
~ New Brunswick Railways no.24 poses on the Cantilever Bridge over the
Reversing Falls of the St. John River,about 1885. No. 24 hauls a train
of new box cars over the bridqe which was in use from 1885 to 1921.
Photo courtesy Maj. C.W.Anderson.

~ ~~,..
co. •

Scarcely had Confederation become a fact when farsighted in­
d~strialists and politicians were envisioning a short line through the
wilderness,to link Montreal with Saint John. In 1870,the St. Francis and
Megantic International Railway was chartered to build a part of this
line. It was to run from Sherbrooke,Quebec,a city about 100 miles from
Montreal,to the town of Megantic,some 75 miles to the east. Clearinq for
the line began in 1870-71,but it was not completed until 1879, after wh­
ich time it was renamed the International Railway Company,in 1885,and in
1887,was sold to the Atlantic and North-West Railway,a subsidiary of the
Canadian Pacific Railway, But tan years befora,the line through Maine
not begun immediately and the l~hole idea of what was to be the Short
Line was still a nream of the future.
THE FIRST HALF OF THE 1880s saw tha construction of the Can­
adian Pacifics transcontinental railway,from Montreal to the Pacific Co­
ast and it was not long after the completion of this line before this
dynamic new Company was casting its corporate eye eastwarn,with a view
to making the railway a truly coast-to-coast system, By early 1885,before
the transcontinental line was completed, the idea of a short line to New
Brunswick was revived and plans were being made to enable the C.P.R. to
sponsor this venture. Needless to say,when the Grand Trunk Railway of­
ficials heard of this impending competition to their Portland lina,they
did all in their power to block the scheme.
THE GENERAL MANAGER OF THE G.T.RJoseph (later Sir Joseph)
Hickson,in a letter dated April.15,1885,violently attacked the proposed
short line,on the grounds that it would pass through a state of the Uni­
ted States,-a strange argument since the G.T.R. line to the eastern sea­
coast itself terminated at Portland,in the State of Mainel After pOint­
ing out the possible dangers of the line being severed,in the event of
hostilities between Canada and the United States and the extra delays due
to customs and immigration procedures at the International Boundary,the
G.T.R.President declared that a route between Rivi~ra du Loup on the St.
Lawrence and Edmunston,New Brunswick,in the valley of the St, John Rive~
would do as well. Soon thereafter, this line,the Temiscouata Railway, wa~
built,but it never became a main line. In conclusirrn,Hickson had this to
say,as a parting shot: There is no justification for the short line thr­
ough the State of Maine,apart from tha promotion of personal interests ,
ought not,for one moment,to enter consideration,when such a matter
is being discussed, Despite the pot-shots and strong arguments, the
facts were clear. In western Canada,the Canadian PaCific had gone to much
extra expense to construct a line wet I-north of the International boun­
dary,since it was a vital lifeline of the Dominion. In the .east,the case
was much different,for the Intercolonial Railway could still be used,even
if the short line were blocked. Furthermore,Canada-United States rela­
tions had much improved since the late 1860ff and so,by 1885,the time was
ripe for the construction of the Short Line.
ONCE THE CANADIAN PACIFIC had trains in regular service be­
tween Montreel and the Pacific,in mid-1886,the ahort lina schem~ began
to move at an ever-increesing tempo. By 1887,the International Railway
Company had been acquired and a new lina from Montreal to Sharbrook~ was
being built. Among the impressive enginearing works of the naw line ware
the St. Lawrence River Bridge,from Lachine to Caughnawaga,the 3,770-foot
trestle spanning the north branch of the Missisquoi River at Eastman,and
the 3,900-foot trestle, across the Cherry River swamp,neer Magog, The 8th.
of August, 1887,marked the-opening of the Montreal-Farnham portion and
the following spring,the new line sntered Sherbrooks.Hsrs,it connected
with the International RsihJay and thus was complsted the entire route
from Montreal to Megantic,just fifteen miles· away from the International
, The scene at McAdam Junction as it appeared about the time of the op­
~ ening of the Canadian Pacifics Short Line. Two beautiful coaches of
the New Brunswick Railway grace the station platform.
Photo courtesy Maj. C.W.Anderson •
. : .. : .. : .. : .. : .. : .. : .. : .. : .. :.
idge had been constructed in 1885,spanning the Reversing Falls of the
St. John River,affording the then New Brunswick Railway direct entrance
into the Provincial metropolis and a connection with the Intercolonial
Railway from Moncton. During 1887 and 1888,construction crel.Os pushed th­
rough the rugged,wild,remote hinterlands of Maine,towards the village of
Mattawamkeag and a connection with the Maine Centrel Railroad. Running
rights over 56 miles of this railroad to Vanceboro would take Canadian
Pacific trains to a connection with the New Brunswick Railway leading to
McAdam and thence to Saint John. In the spring of 1889,the rails were at
last joined and, following official inspection,by the beginning of June,
all was in readiness for the grand opening of the Short Line.
THE EVENING OF SUNDAY, JUNE 2,1889,was one of more than usual
activity at Canadian Pacifics new Windsor Street station at Montr~al.In
the station were several hundred persons,including many Company officials,
who had come to witness the departure of the inaugural train to travel on
the Short Line. Among the 20 first-class passengers on the train were re­
presentatives of many Maritime newspapers,present in Montr~al especially
to report this event.Engine no. 174,formerly no. 25 of the Toronto ,Grey
and Bruce Railway was on the head-end of a four car train,consisting of
a Crossen-built combination baggage-mail-express car,a combination colo­
nist car and smoker,a first-class buffet and the sleeping car CALGARY,
resplendent in white mahogany and red plush. Promptly at 8.30 p.m.,Con­
ductor John Cunningham shouted All aboardl,Engineer James Wells open-
ed the throttle, the train slowly pulled out of the station amid the loud
cheers of those present and started its historic 481-mile journey to the
eastern shores of Canada •
A first-class narrow-vestibule coach, built by the Crossen Car Company
in July 189rJ,for the Montreal-Saint John Short Line service. This
car,later converted to cafe car no. 42 and boarding car 407869, survived
until 1968. Photo courtesy James A. Shields.

! An extraordinary picture of the sumptuous interior of one of the four
built for the Short Line service by Barney & Smith,in 1890.The sleeper
SHERBROOKE,considerably rebuilt inside,has been preserved as the Brit­
ish Columbia by a group in Vancouver, B.C. Photo courtesy J.A.Shields •
• : .. )+: .. : .. :..: .. : .. )+:.
layed there for 20 minutes,due to a hot-box on the rear truck of the
buffet CaT. Onward,the lost time was made up and,despiteanother hot-box
at Magog,arrival at Sherbrooke at 12.25 a.m. wae only eight minutes be­
hind the schedule. On the difficult Sherbrooke to Megantic stretch, yet
another hot-box resulted in a 3D-minute late arrival. Engines were ch­
anged at Megantic and no. 360 (similar to no. 390 and today CPs no.Z9 )
was put on. Up,up and over the height of land, crossing the International
Boundary,scheduled epeed was maintained through Greenville,Maine (6.40 a.
m.,30 minutes late) and Brownville Junction (7.50 a.m.,25 minutes late).
Then,aFter a change of engines to no,28 (simiLar to no. 22,now Winnipeg
no. 3),continued,fast running put the train into Mattawamkeag at
9.26 e.m. ,just 16 minutes late. This stretch of high-speed running pro­
ved unfortunate, for although 11 tt Ie discomfort was caused to the passen­
gers,a 25-minute delay ensued at the junction with the Maine Central,due
to the engines works getting heated,owing to the rapid jouDney over
the lineA. The trip over the Maine Central trackage and on to McAdam was
elower,due to numerous delays,one in particular, an encounter with a horde
of migrating caterpillars which,when crushed beneath the wheels,so lubri­
cated the rails as to virtually immobilize the whole train!
longing to the New Brunswick Railway. Engineer Thomes McKenna and fire­
man Frederick McLellan climbed into the cab and,at 12.5B p.m.,ona hour
and thirty eight minutes late,the train pulled out of McAdam,on the last
lap of its eventful trip. The 84 miles to Saint John were scheduled to
be covered in three hours,but in a great effort to make up the lost time
on this inaugural journey,Tom McKenna drove his engine as hard as he was
able, over the curving, hilly line and made the trip in 2 hours and 17 min­
utes, only seven minutes more than the Atlantic Limited takes for the
same run todayl
AS A RESULT OF THIS FINAL DISPLAY of speed,and in the absence
of further invasions of caterpillars, the train made up 43 of the lost min-
utes and arrived in Saint John at 3.15 p.m.,just 55 minutes late. The
streets surrounding the Intercolonial Railway station were packed with an
estimated 1,500 people and,as the train crossed Mill Street and came to a
etop in the station, the crowd broke into loud and continued cheering,wh­
ich was echoed by the whistles of vessels in the nearby harbour and loco­
motives in the station. Within minutes,an I.C.R. engine had been coupled
on to take the train onward over the I.C.R. to Moncton,Truro ~nd Hali­
fex. That same night,the first westbound through train departed over the
Short Line,so bringing to a close one of the most memorable days in the
history of the City of Saint John.
Canadian Pacifics remarkable bridge over the St. Lawrence River,
85 it appeared in March,1887,while under construction. It was re­
built in 1913. Photo courtesy F.Angus.
Engineer Tom ~cK8nna smiles down from the cab of 2598,on the
day of his retirement in 1913. He brought the fir~t Short Line train
into Saint John,N.B. on June 3,1889. Photo courtesy Maj. C.W.Anderson •
.. : .. : .. : .. : … : .. : .. : .. : .. : .. :.
ONCE THE SHORT LINE WAS OPEN for business,through traffic at
once developed and,with Saint John now only 481 miles from Montreal, the
actual traffic between the two important cities increased. The volume of
freight carried during the succeeding winter vindicated the judgement of
the men who had planned the Short Line and,in a measure, rectified the
fisteen-year set-back,due to the location of the Intercolonial. As orig­
inally planned,the Short Line thereafter continued as the driving force
which,over the years,has marle the City of Saint John,New Brunswick, one
of the leading winter seaports on Canadas eBstern coast.
The CP time-table is vintage 1891,but it is probably very similar to
that issued for the opening of the Short Line in 1889.
QO~~D~~ . 90~ ~.
lflJed Low Sbeb WNn ::J: IEun 8bel.f Loeal M1J;ed
EJ:PE ,Exp. ZIp. Local EXPj
:::::::::-:::::: ……. ~ 1M Lv …. Hall(nx …. Al 11.IOI~ =:::r.:=
………………… 2.U 118 •••. Sbub&nac … 410 .•.• t,58 ••.•.•……. X:::::·
………….. , ………………… T.uro …….. .1 …………. ·E.
iij •••••••.•••• ·.iii~I~IIII~I •••••• ~,
.00 I …… ·I ….. } – li ……… _ .. · …… if 3 I …… · ……. ,.31
l~::) ::::::l::::::Ft ~:~ rii ::B;~~:nr!o;::7i:} ;:~ ~:::::: ::::::: u:
The ubiquitous artists sketch of a snow-plow train,come to grief on
the Short Line at Harvey Pond in January,1894. The engines are typ­
ical of the New Brunswick Railway locomotives of the time.
Reproduction courtesy New Brunswick Museum •
. : .. : .. :+: .. >+: .. : .. : ..
Possibly the first sleeping car to cross .Canada from coast to cosst,
the Calgary shown here at Vancouver about 1890,a 12-section 1-drsw­
ing room sleeper,buHt by Barney & Smith in .1885,was on the first tr­
ain to Saint John,via the Short Line. Photo·courtesy J.A.Shields~
significant importance and the line has always been oriented towards th­
rough trainee The schedule of passanger traine was soon speeded up,after
the line wes opened,from nearly 17 hours in 1889 to 15 hours and 20 min­
utes in 1899 and today,the Atlantic Limited of CP RAIL makes the run
in 13 hours ~d 20 minutes. This might seem en sxcessively slow schedule,
but ons must travel over the line to understand why.
way and trust that it may find plenty of work to do~. So editorialized the
newspapers of Saint John in 1889 and the ensuing 80 years have proved the
welcome to be more than justified. With the opening of the Short Line and
the subsequent acquisition of the New Brunswick Railway,the Canadian Pa­
cific became the first truly coast-to-coast railway in North America.
While those that planned and built this route have long since gone to
their respective rewards and most of ths locomotives and cars of 1889
wsre scrapped many years ago,the Short Line still finds plenty of work
to do,of e magnitude undreamed of in 1889. From the stainless-steel cars
of the Atlantic Limitsd to the hundred-car freight trains,which roll
through ths woods snd by the lakes of this very picturesque and still
wild region,traffic flows daily along this important rail artery. As we
celebrate the Eightieth Anniversary of the Short Line,we trust that it
will continue to serve as a vitai east-west rail link for many years to
…… … :..: ….
The Intercolonial Railway station at Saint John,N.B.,built in 1884,was
ths scene of the arrival of the first C.P.R.train in 1889. This relic
survived until 1930,when it wes demolished and the present station was
built. Photo courtesy F. Angus.
S. S. Worthen.
~or about twenty years after 1853, William
Mason of the Mason Machine Works, Taunton,
Massachusetts, U.S.A., continued to build
locomotives after the style of what has been
called the American standard, that
is to say, an engine with a leading truck
of four wheels, followed by four driving
wheels. The drivers were usually 60 inches
or more in diameter.
By and large, these engines were very slippery, since
there was not enough weight on the drivers to provide the necessary
adhesion. In the 1860s, much thought was given to the economical
construction of railways in North Amer ica, and it soon became ob­
vious that a railway of a gauge less than standard It (4 feet 8i
inches) could be constructed at considerable savings in capital
cost. Therefore, many miles of railway in the United States had been and were
being built to a narrow gauge of 3 feet 6 inches.
It was abundantly clear that when the American Standard
4-4-0 was scaled down to a track gauge of 3 feet 6 inches or less,
there was a proportional loss of tractive effort. The solution to
this problem was to design a locomotive which would have a greater
proportion of its weight on the driving wheelsl and would also have
drivers of a lesser proportional diameter. It should be noted in
passing, that the first attempt to provide more power per driving
axle had been made in 1832, by Horatio Allen. In that year, Allen
had built, by the West Point Foundry, (New York, N.Y.), the South Car
0 lina, for t he South Caro lina Canal & Rallr oad Company. It had
two boilers, back to back, on a single frame. It was not a success
because the weight of the locomotive was too great for the track
and it suffered the same failure as the equally famous Lion on
the Delaware and Hudson, a few years earlier.
The idea of two boilers on one frame was further develo­
ped, and in 1852, John Cockerill, of Seraing, entered an
0-4-4-0 double-boilered engine in the famous Semmering Trials of
that year. In 1865
Robert F. Fairlie, locomotive superintendent of
the Londonderry ana Colraine Railway 1n Ireland, built the first of
the locomotive type which afterwards bore his name. This first
Fairlie was a double-ended 0-4-0 plus 0-4-0 for the Neath & Brecon
Railway, and was named Progress.
Robert Fairlies idea appealed to Mr. Mason or Massachu­
setts but its performance on-United States railroads was open to
question since the driving axles were rigidly attached to the engine
frame. If the driving units could be made independent of the main frame,
then they would be free to follow the ups and downs and sharp
curves which characterised the undulating roadbeds of the North
! Another 0-4-4,no. 7,was built for the New Brunswick Railway in 1874
~ by William Mason. Photo courtesy Railway & Locomotive Hist.Society.
American railways, -both standard and narrow gauge. William Mason
therefore built the driving axles as a truck or bogie which was
independent in motion from the main frame of the engine. This made
the driving assembly a sort of oversized leading truck, which could
follow the curvature of the track. In effect, this power truck ac­
complished for Masons engine what the addition of the four-wheeled
leading truck did for the 0-4-0 locomotive type about 1830.
The locomotive
tender -if it could be properly described,
was also mounted on the main frame but was carried by a fOUr-wheeled
trailing truck on the early models, and on a six-wheeled truck on
some of the later models. The earlier Mason bogies did not have a
leading truck on the power unit, but as the engines became larger,
the wear on the flanges of the leading pair of drivers necessitated
such an addition. Thus these engines started as 0-4-4Ts, went
through 0-6-4Ts to 0-6-6~s and in some cases ended up as 2-6-6Ts.
Of particular interest to Canadian Railway historians is
the letter from Mr.P.A .Logan of the New Brunswick Railway commenting on
the performance of Mr. Masons bogie engines on that railroad.
This line was originally incorporated in October, 1835, as the St.
Andrews and Quebec Railway, to start at St. Andrews, New Brunswick.
In Oatober, 1847, ground was first broken for its construction. In
March, 1851, the first cargo of rails and the locomotive Pioneer
arrived from Newport, Monmouthshire
England. By 1874, the railroad
had reached Woodstock, N.B., and w th its branches, had about 100
miles of line; but let Mr. Logan describe the railway:
This road is one hundred miles in length. The first 28
miles the grades are short, about one mile in length and
60 feet to the mile. One-half of this 28 miles is of
curves of 800 ft. radius. The next five miles the grade
is 85 feet to the mile with curves of 650 feet radius.
The next five miles the grades are 75 and 85 feet with
The 0-6-6 model of the Mason Bogie pictured here on the Canada Atlan­
tic Railway at Killaloe,Ont.,is numbered 4,but was originally no. 8
and was
built for the Burlington and Lamoille Railroad and named
Mansfield. Photo C.R.H.A. ,W. G.Cola Collection.

curves of 750 feet radius. The next nine miles are
grades of 53 and 65 ft. and about one quarter of this
length the curves are 850 feet radius. The next 39 miles
the grades are short, the longest, not exceeding three­
quarters of a mile and with grades of 50 feet. About
three-quarters of this 39 miles the curves are 1000 feet
radius. The engines run the 100 miles in 6 hours and 30
minutes in passenger service, and 7 hours and 45 minutes
for freight.
Table I gives some figures supplied by Mr. Logan, relative
to engine performance for the period September -November, 1874. Ob­
viously, Mr. Logan was well satisfied with the job which Mr. Masons 0-4-4T
bogies were doing.
The Mason Machine Works records indicate that four Mason
bogies were delivered to the New Brunswick Railway. Also, an ad­
ditiona13 were delivered to the Rivi~re du Loup Railway. While
this latter line is not mentioned in J.M. & Edward Trouts Railways
of Canada 1870-1 or Dormans Statutory History of The Steam and
Electric Railways of Canada, 1836-1937, it may be assumed that the
Rivi~re du Loup Railway was the intended extension of the New
Brunswick Railway beyond its northern terminus at Edmunston, N. B. These
engines, added to those of the New Brunswick Railway, would
make a total of seven engines, as shown in Mr. Logans table.
One of the standard -gauge Mason bogie 0-6-6T type
(builders No. 586 -July, 1877) -was sold to the Burlington and
Lamoille Railroad – a short line in northwestern Vermont. This en­
gine was named the Mansfield and joined an o-4-4T Mason bogie –
(builders No. 580, April! 1877) the Burlington. Mr. F.G. B~ll
of the Burlington & Lamoi le had this to say of the two engines:
You know the first thing engineers will do if an engine gets
stalled in a snowdrift, is to reverse them until they slip and work thelll
out in that way. But it is not so with the Mans­
field. I have stopped her in a snowdrift, where the snow was
higher than the cab, and where you could not see her drivers,
the snow had filled up so. All I had to do was to reverse once
or twice and she went along all right •• I think the Mansfield
will pull one-third more cars than any 16×24 engine in this
vicinity. The heaviest train the Burlington, -(which has a 17×24
cylinder) ever pulled was a train consisting of 7 six­
teen ton box cars of coal, wIth 24000 Ibs. each, and two empty
flat cars, and could not keep her from slipping on the heavy
grades without sand ••••••••• In closing, I must say that I have been
running or building engines upwards of 20 years, and I
think the Mansfield the most powerful freight engine I ever saw
hitched to a train of her dimens ions.
Just across the International Boundary the Canada Atlantic
Railway began construction from Coteau, on the St. Lawrence River,
towards Ottawa, in 1880. Progress was rapid and the first C. A. R.
train puffed 1nto~ Ottawa on September 13, 1882. A short spur from Coteau du
Lac to the north bank of the St. Lawrence River, provided
access to a car ferry, which ran to Clark Island, where the railway
resumed its way to Valleyfield. Not pausing there, the line was
built rapidly to Lacolle, and this 43 mile section was opened on
July 1, 1884.
A close-up of Canada Atlantic 0-5-5 Mason Bogie no. B at Coteau,Que.,
in 1BB5. She was scrapped as G.T.R. 1312 in 1905.
Photo C.R.H.A.,W.G.Cole Collection.
About 1886 Mr. D.C.Linsley,
Atlantic, was also connected with the
as a sort of experiment, he arranged
be brought to the rails of the C.A.R.
of these trials is described in his
Works, dated May 21, 1886:
who was Manager of the Canada
Burlington and Lamoillet and
for the 0-6-6T Mansfield to
for some trials. The success
letter to the Mason Machine
I have at last had an exhibition freight train run over the
finished portion of this road and mailed you Saturday, the
reporters account of the trip. I think you cannot but feel
pleased at the manner in which the Mansfield behaved her­
self in the reports sent you. But the performance was even a good
deal better than the reports given it. The train had
not been weighed at the time it was run. It was agreed to
call the load 450 tons. I had the train weighed and the
gross weight was 792 tons (net) and the tare 312 tons show­
ing a live load of 480 net tons. But there was one feature
of the trip which does not at all appear in the reports and
indeed was not then noticed and which, in my judgment, adds
very greatly to the credit of the performances. It is this.
The Mansfield hauled this train from Alexandria to St.
Polycarpe, a distance of 19 miles over an undulating country
against maximum grades of 30 feet in 55 minutes, including
one stop of several minutes at Glen Robertson. There was
something more of descending than ascending grade as St.
Polycarpe is lower than Alexandria, but not very much. The
two mile run in 4.17 min., was about 4 miles before reaching
St. Polycarpe. Tbe highest steam pressure on gauge was 140
lbs. and the lowest 125. I shall have the time made noticed
by the press and will send you a copy. Do you know of any
better performance than this? I cannot now recall any.
Many of the 148 bogie
engines, delivered by the Mason
Machine Works, were supplied to narrow-gauge railroads. In view of
8urlin~ton and LamoillB Railroads MansfiBld,picturBd at the Mason
Machine Works,Taunton,Mass.rin 1878. She bBcame Canada Atlantics no.
8,then first no. 4,thBn 724 and finally Grand Trunk Railway no. 1312.
Photo C.R.H.A.,W.G.CoIB CollBction •
.. :-: .. : .. : .. : .. : .. : .. : .. :-:.
the performance of the standard-gauge Mansfield on the Canada At­
lantic Railway it is a little surprising that one or two additional
locomotives were not ordered.
* * * * * * *
Railway & Locomotive Historical Society, Bulletin No. 40, (1936)
Boston, Mass., U,S.A. C, E. Fisher.
Mason Machine Works Records, Old Colony Historical Society,
Taunton, Mass., U.S.A.
Mr. R.
F. Corley, Peterborough, Onto
CANADIAN RAIL, June, 1964.
Personal communication.
New Brunswick Railway
Steam Looomoti
ve Operation -September-November. 18zlt.
4 number 2
3 5 6 7
iameter 10 12 12 12 12 12 12
Stroke 15 16 16 16 16 16 16
. .
Another view of Burlington and Lamoillels 0-6-6 uMansfield on ff wood-
en trestle over a tributaTy of the Lamoille River,in northwestern Ver-
mont,about 1879. Photo C.R.H.A.,W.G.Cole Collection.
.: .. : .. : .. : .. : .. : .. : .. : .. : .. :.
Miles run 3,841 3,615 3,659 6,062 3,937 6,535 8,581
2,228 passenger 1,099 2,874 5,705 6,618 16,402
freight 14,370 21,988 16,482 35,156 15,865 33,176 19,513
used-tons 101 81 70 120 80 110 126
Wood used-cords -not any –
—- –
Oil used-quarts 480 378 340 404
332 405 466
used-1bs. 104 70 53 89 72 67 91
Repairs-ordinary $70.78 $106.37 180.19 121.02 68.64 188.80 133.92
Repairs-extraordinary – – – – – – – -not any – – – – – – – – – – –
Ay:tb!2:1:§ ,ll2:tS:1ii:
Builders no. 487 509 510 526 527 531 532
Builders date 3-1873 8-1873 8-1873 4-1874 5-1874 6-1874 7-1874
Went to uncertain CPR CPR CPR unctn. unctn. unctn.
NBR nos. 2,6!7 and 8 were variously sent to Newfoundland and Prince
Edward Island. Two went to the P.E.I. Railway and one or more to
the Harbour Grace Railway in Newfoundland. The exact distribution
is unknown.
Burlington and Lamoille Railroad IlMansfie1d became Canada Atlantic
Railway first no. 8, then first no. 4 and finally 724.
Mason bogie 0-4-4 no, 3 of the Rivi~re du Loup Railway,the extension
of the New Brunswick Railway, No, 3 was built in 1873,became C,P,R,
no. 531,was retired in 1881 and scrapped in 1895,
Photo courtesy Maj, C,W,Anderson,
, • ••• • • i -. I . • ~ ., • I ., ..
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• • • I ••
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Fred Angus
~ n December 7,1968,the Canadian Railway
Museum took delivery of Canadian Nat­
ional Reilways Colonist car 2737,
one of only two colonist cars re­
maining in Canada and, apart from this
significance, having an interesting
history of its own, going back more than
half a century.
The sleepers which were called colonist cars were first bui­
It in the latter part of the nineteenth century,at the time when western
Canade wes opened up to settler~, On long train journeys, usually occupy­
ing several days,special sleeping cars were provided for emigrant pas­
sengers,travelling on coach class tickets. No extra fare was charged in
these cars,but pessengers were expected to supply their own bedding, food
and cooking utensils. Until relatively recent times,the colonist car was
an important element in the long-distance passenger trains in Canada.
CN 2737 was built in 1911 by the Pullman Company in Chicago,
Ill.,as a 12-section,1-drawing room standard sleeping car and was named
CHESTERFIELD. It was one of lot number 2893,-fiFty cars assigned For
operation on the New Vork Central System. This series was one of the
earliest groups of all-steel Pullman equipment,the First of the series
having been introduced the previous year. Between 1910 and 1922,just un­
der 3,000 cars of an almost identical appearance were built and placed
in service on many railway lines,so that this was one of the largest
classes of sleeping cars ever in operation.
The CHESTERFIELD served Pullman and N.V.C. For many years,run­
ning on that lines Famous name-trains in the heyday of passenger train
travel. Then,in 1941,along with many other Pullmans of comparable age,it
was sold to the Canadian National Railways,converted to a colonist car
and used in troop-train service in World War II.
In the post-war years, the day of the colonist car was clearly
over and such cars gradually disappeared From the sleeper Fleets of both
of Canadas major railways. By the 1950s,no cars originally built as
colonist cars,remained as such and,by 1957,the entire Canadian roster of
colonist cars consisted of C.N.R. 2737 and 2904,-the latter a similar
but much more recent (1928) car. These two survivors were used occasion­
ally in non-revenue service until 1958,when they were Finally retired.
CN 2737 not only represents a type of car which helped to take
new Canadians to the West,in the early twentieth century,but also one
which transported troops to and From Canadas ocean ports,during the
second World War. In addition, it is one of the oldest steel passenger
cars remaInIng and,although extensively rebuilt inside, it is a living
memento of the Famous crack pullman trains of halF a century ago •
. : .. : .. : .. : .. : .. : .. : .. : .. :.
Canadian Railway Museums ex CN colonist car 2737 passes the station
at Delson,Que.,on the way to the Museum. Photo courtesy F. Angus.

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A simple, intimate ceremony on a sunny Sunday
afternoon last summer was,for at least one
man,the culmination of three years of devot­
ed research, negotiation and persuaaion. For
others,it was an occasion to honor their an­
cestors and their town,-a town which has
been associated with a very particular enter­
prise for more than one hundred snd ten hap­
py years. The Town is Island Pond,Vermont and
the enterprise is now the Champlain
Division of Canadian National RBilways~ once
the Grand Trunk and befora that,the Atlantic
and St. Lawrence Railroad. The man who has a
genius for hard work and negotiations, ia Mr. John
Carbonneau, President of the Ialand Pond
Historical Society.
It is far from easy to make all of the arrangements sssential
to the location and er~ction of a marker to indicate a specific historic
site,to designate an historic event or to honor an historic personage.The
erection and location of such monuments and markers are today very care –
fully controlled by specific governmental agencies,to whom this responsi­
bility ie rightfully delegated. For this reason,Mr. Carbonneau ~nd the
Island Pond Hietorical Society had to do a very great deal of research,to
prove to the State of Vermonts Board of Historic Sites,at Montpelier,the
State capital, that an historic marker really ought to be erected at all.
Weighing all of the avaiLable evidence and deciding on the
justification for the erection of the marker was equally important.should
it be done? Could the Society present a convincing case? Could their
President,working from a base in Tampa,Florida,consolidats all of the ne­
cessary documsntation ? Thenks to the tireless work of the Society, its
~resident and its friends,Mr. Carbonneau was at last able to present the
documentation,eseential to tne persuasion of the Board and in June, 1968 Mr.
Richard G. Titus,Supervisor of Historic sites,state of Vermont,infor­
med Mr. Carbonneau that the marker and its inscription had been approved.,
Dignitaries and speeches at the dedication. Guests on the left include Mr.
John Andrea
ssen,Archlvits,McGill University,Mr. s.s,Worthen,Director,Cana­
dian Railroad Historical Association,Mr. E. Leblanc,Press Bureau,st.Lawre­nee Regio
n,Canadian National Railways and Mr. A. Olynyk,Manager,Champlain
Area,CNR. Photo courtesy Canadian National Railways.

Today,you cen see the marker,eponsored by the Islend Pond
Historical Society,in the little perk,juet in front of the Grand Trunk
etetion et Island Pond. It commemoratee the accomplishment of a remerk –
eble men from the neighbouring St~te of Meine. John Arthur Poor,-erdent
disciple of railways,-his vision, his plan end its accomplishment, which wes
of inestimable importance to Canade,hae at last received public re­
cognition,by a Vermont Town •
. :-: … :..: … :..: ……..
(Left) Mr. A. Olynyk,CNs Champlain Area manager and V-P of Central
Vermont joins Mr. C.F.Maw,retired CN employee (age 87) end Mr. and
Fred Minard for official photographs. Mr. Minerd,e brisk 93,
is also a former CN man.
(Right) Mr. Ronald King,CN conductor from Montreal and Mr. Delmond
engineer of Portland,Maine,mingle (bottled) water from the
Atlantic (Ocean) and the St. Lawrence (Rlver),at the markers base.
Both photos courtesy Mr. J. CaTbonneau,jr.
Sunday, August 25, 1968
Island Pond
A. Poors dream of an
international railway linking
Canada and the United States
became a reality on July 18, 1853
the first through trains of
the Grand Trunk Railway met at
this Great Half-way Place.


Snbo,, ~. wo … ~~
490 I Mvc. ~el
Island Pond,in the Town of Brighton,hae,quite truly, been
part and percel of John A. Poors dream and its reelity for one hundred
and more years. In the later chronicles of the Canadian Main Line con­
cept,-exemplified in the Grand Trunk Railway, John A. Poors vision and
its realization in the Road to the Sea must represent the germinal e6-
sence,the point of departure,the origin of all that was to follow.
On the afternoon of August 25,1968,at a friendly ceremony,a
gathering of townspeople,attended by Town officials,railway dignitaries,
State and local representatives,the marker was dedicated. The Canadian
end United States flags snapped militarily in the brisk breBze.There were a few
appropriate speeches. Two local veteran reilwaymen participeted in
the unveiling. Bottles of weter from the Atlantic Ocean and the St. Law­
rence River were mingled at the foot of the marker. Pictures were taken.
To honour our famous men does us honour,also. Wharevar mar­
kers are raised to recognize the accomplishments of railway personegas,we
may all take pride in the occasion. The citizens of Island Pond and tha
officers and members of the Ialand Pond Historical Society have cause to
ba proud. Thay can sey that of all the towns and cities along the route of
that railwey which John Arthur Poor conceived and created,only their town
has,erectad in the station square,a monument to the man whose unique in­
fluence on the development of both New England and Caned a was immeasurable
and survivas to the latest generation.
Close-up of the marker erected to recell the accompliehment of John Arthur
Poor,of Portland,Maine. Photo courtesy Canadian National Railways.
B~ I! w. .. ~ i 11· lI!Rc
. … . . . . -. . . ..
. .. .. .., .
.r! A! L
:.. :. . .
. .
Captain Arthur R. Casey.
T here are times,these days,Luhen
one can hardly trust the evi­
dence of ones senses. Gone
forever are the days when firm
conclusions could be drawn from
personal observation.
It seems as though Canadian Pacifics corporate umhrella may have
sprung a few leaks,already. Pardon me. That should read CP, inasmuch
as u,e have been formly told that CP RAIL is the nebJ desiqnation for tHB
railway oart of the Corporation,while CP SHIPS stands for the ocean 6eg­
ment,CP HOTELS for the inn-keeping increment and CP AIR for the air line
Ouite a number of CP RAIL diesel locomotives have already appeared,
hauling trains across Canada and being sinqularly distinquished by the
MULTIMARK. Now,along comes an artists sketch of a CP SHIP,carryinq on
her sides,in ten-foot high letters,nothinq other than the designationCP
RAIL. Althouoh this ship is not yet built and this designation may be
changed he fore it is completed,nevertheless that is the way the publicity
shot of the artis~s renderinq appeared in the Saint John,New BrunswiCk,
newspapers. It is really very puzzling!
The ship pictured is,of course,the $ 8,000,000 replacement for the
S.S.PRINCESS OF ACADIA,presently on the Saint John,N.A. -Dighy,N.S. run.
Probably the technical explanation for this apparent corporate-identity
aberration lies in the fact that the new ship will actually be the link
between CP RAILs operations in New Brunswick and Nova Scotia and, for
administrative convenience,will be under the jurisdiction of the RAILway
part of CPo
Technical explanations notwithstanding,the reaction to this policy
from Company personnel presently operating CP SHIPS in British Columbian
coastal bJaters will not be exactly enthusiastic and how 1<1111 the Captain
of the tug-boat on Oakananan Lake feell
The new Bay of Fundy ship is obviously a very big ship (SHIP) and
it is equally very clearly and in large blhite letters designated CP RAIL
which permits some interestinq and humerous speculation. Shall we see a
long train of containers,movinq from the CP RAIL(SHIP) container-port ter-
minal at Wolfes Cove,nuebec,with all of those little boxes very care-
fully lahelled CP SHIPS? That lwould be a very unusual train I
Consider the case of the aircraft,-an executive jet,used by CP
RAILs industriel location service to show prospective customers certain
on-line locations,cominq in on the approach-landing path to Montreals
International Airport,luith the pilot saying to the tOlo.lflr: This is CP
RAIL, flight number tluo-oh-two •••••••••
~ ++++++++++
The lovely shape of things to camel CP RAILs as yet unnamed ship for
the Saint John-Digby run,plainly designated as CP RAIL,in spite of its
obvious application to trans-Bay of Fundy service. Photo courtesy CP RAIL.
Confusion creation possibilities are countless. A customer, who is
not aware of the corporate divisions,telephones the main offices of the
Company and asks,in the french lanquaqe,for Say-Pay-Ayre. The operator
replies politely,Oh non,monsieur. Ce nest pas Say-Pay-Ayre, cest Sey­
Pay-Rye !
As the man said to his boss, I dont care ,~hat you call me,as long
as you call me on pay-day! CP,by ,~hatever name,still !lmells as sldeet
to the shareholders and the staff,and is do1nq very well,thank you!
On April 14,the day on which Canadian Nationals Newfoundland
Area train 101, the Caribou,was to begin its last run, the Railway
Transport Committee of the Canadian Transport Commission announce that
it had directed CN to continue operation of the service of trains 101-102
until July 2,1969. The reason given was that traffic levels on the CNs
RoadcruiseI bus service had been so high that there were not enough
busses to handle all the passengers. The implication in this statement
suggests serious diversion of passengers from other means of transport
in Newfoundland. At any rate,if this trend continues, CN may be obliged
to keep the revived Newfie Buil.let in service, during the remainder of
the aummer. One wonders if the same result could not have been achieved
by a daily train service,possibly provided by self-propelled equipment,
on the fastest schedule possible over the Newfoundland Areas undulating
curvaceous track. In any event,summer vacationers are advised to make
their reservations early, if they wish to experience the thrill of a ride
on the Caribou in this,probably the last,summer of its operation.
On April 8 the three-caT United States version of United Air­
craft Corporations TUASOtrain made its inaugural run from Boston to New
York (Grand Central Terminal) in four hours and 1 minute, about the same
time as required by conventional trains. U.S.Secretary of Transportetion
John A. Volpe,whose Department is subsidiring the operation of a Boston­
New York TURBOtrain in a two-year experiment, commented that a few
bugs have to be taken out and that whether it is successful depends
on whether PENN CENTRAL wants to make it successful and whether the pub­
lic is informed about it. If the railroad people make passengers feel
welcome,-if they dont make them wait an hour for a ticket, it will be
It is hOPEd that the time will be cut to two and a half hours
after the bugs are wotked out. The U.S.TURBOtrain consists of two pow­
er dome-cars,with a trailer unit in between them. Possibl~ addition of
another unit or units is contempleted if traffic developes sufficiently.
It is not known iF any winter modifications have been made, following the
Canadian Catastrophe of December,1968. A cold snap in southern New En­
gland next winter may produce some interesting results!
METROLINER MUSINGS •••••••••••.••••
The other projeqt of the U.S. Transportation Department has
apparently proved successful,et least with its passengers and the sell­
out loads have obliged PE~N CENTRAL to adopt procedures which have been
discarded by the airlines eerving the area long eince. Thes~ aTe advanced
reeervations and boarding paeses for all passengers. Most Washington-New
York-Boston a1r passenger traffic is handled on air-shuttle orair-bus
services,on which no reservations are required,plenes leeve when loaded,
and extra adrcraft are kept on stend-by for additional sections,if they
are beeded. Some airlines even collect fares on board, eliminating tick­
Shortly after the Metroliner service began in January,1969,
two curious report ere made a comparison trip between specified points in
downtown Weshington and Manhattan. The air traveller beat his railborne
competitors time by about 10 minutes,but spent most of his trip time
alternately hurrying and I~aiting (as is often the experience in air tra­
vel),while the Metroliner men enjoyed his journey,spending consider­
able time in the lounge section! Train arrival was on time and other re­
porters have noted that the time is frequently reduced by 4 or 3 minut­
es. The present service includes a stop at Philadelphia, but a non-stop
run of 2 hours and 35 minutes is being considered, as is through service
to New Haven from Washington, with a stop at one of the suburban stations
in Westchester County.
On March 27,the Canadian Department of Transport announced
the expropriation of a large area of land,centr8d about the village of
Ste-Scholastique,23 miles northwest of Montreal,quebec,for the proposed
new Montreal International Airport. The parcel of land measures nearly 70
square miles and is neatly bisected by CP RAILs busy Lachute Subdivision
and also includes part of the Ste-Agathe Subdivision and CNs Montfort
and Grenville Subdivisions. The expropriated land, extending from Ste­
Therese to near Lachute and from St-Benoit to St-Jerome,also has the a­
bandoned roadbed of CNs Hawkesbury-Joliette line,along one side. Not
all of the land will be required by the airport,but the Department is
obviously intending to control land use and to prevent building, close to
the ai~port. Such unhappy situations have occurred at both Montreal and
Toronto airports, preventing further development of airport facilities,as
well as resulting in a mild clamor from nearby residents abOut the noise
The rail lines,passing through the site selected, would be
amenable to high-speed rail-link development to Montreal. It is 28 miles
to St-Benoit and about the same to Ste-Monique from Canadian Nationals
Central Station,with psrt of the route electrified as far as Deux Mon­
tagnes. CP RAILs Ste-Scholastique station is 38.1 miles from Windsor
Station, but only 26.3 miles from Park Avenue Station, in the Citys north
end, near the Montreal EXPOs baseball stadium! The Department has not yet
indicated which part of the land will actually be used for the airport,or
where the terminal building will be located.
The limited passenger service on CNs Grenville Sub. was to
be again reduced, beginning April 27. Train 187 was changed from Wednesday
only,to Friday only. Train 188 runs on Monday instead of ThurSd~y and
Train 189,Saturdays only,was discontinued.
MLW-hJorthington,Limited,has received an order for 40 diesel­
electric locomotivee from the PAKISTAN EASTERN RAILWAY. Mr. Henry Valle,
President of MLW-Worthington,in announcing the order,did not specify the
type, horsepower of the units, nor the gauge. The Company recently comple­
ted an order of meter-gauge road-switchers ~or neighbouring India. A to­
tal of 95 units have been ordered from MLW-Worthington since January of
this year. .
Ottawa Transportation Commission has discontinued its Ottawa
Station bus route no. 21 and a free bus service is operated by queensway
Taxi Company, between the Station and the Chateau Laurier Hotel,in down­
town ottawa,apparently to hold its franchise at the Station. The o.T.C.
service,run on a fixed half-hourly schedule,often just missed connecting
with some trains and wae well-patronized only during the quebec Liquor
Board strike of 1968. This out-of-town station,easy to reach by car,
except during rush-hours, has always lmposed hardship on those using pub­
lic transport and a taxi ride to many parts of the City (when taxis are
available) can be as costly as the train trip from Montreal!
The new station, built for CP RAIL in Hull by the National Cap­
ital Commission,was opened in March and the adjacent Hull West station,
redundant,was demolished, the old signboards being temporarily erected in
front of the new building.
CP RAIL has dem~lished the old wooden shelters on the inbound
platforms at Beaurepaire and Valois,along Montreals Lakeshore and has
set up several metal-framed glass shelters at intervals along the plat­
forms. They are similar to GO TRANSIT-type shelters,but the lower panels
are finished in ACTION RED instead of GO GREEN. This is the fourth type
of shelter to be erected on the Montreal-Vaudreuil suburban line of CP
RAIL in the last ten years.
25 specially-modified, insulated boxcars are being prepared at
Angus Shops for transporting beer, produced by breweries in eestern Canada.
They will be of the normal 50-foot length, but their extra height will
provide almost twice the cubic capacity of ordinary boxcars.
Colour schemes are old and new. Diesel units aTe being paint­
ed both ways by CP RAILs Angus Shops,with 8700,4200 and SOoO-series lo­
comotives being given the new look,but only if they require repainting.
On other units,the paint brush is laying on the familiar tuscan red, grey
and yellow,-more attractive but les33 obvious than the action red.Pas­
senger cars are all turned out in the new colour~,as are the 1400 & 1900
series diesel units which haul them. But freight car paint schemes are
still mixed up,with the new design and colours usually being applied to
the newer cars.
Montreals revived exhibition, Man and Hie World,the subject
of some speculation in various journals,will reopen on June 7,1969 and
the Express des Iles will operate on a somewhat shorter route. Frequent
train service will be provided between the ~musement centre of uLa Ronde~
the intermediete stop at Ile-Notre-Dame to the new terminus on Ile-Ste­
Helene. Here,crossover switches will allow reversing and return running
on normal right-hand trackage. A bus service is expected to run from
Montreal,via Cite du Havre and the Concordia Bridge,to Place
des Nations. From this location, visitors can walk to the Ile-Sta-Helene
Station of the Express des Iles for the trip through Man and His World~
Edmonton is to acquire some of the rectifier equipment for
its projected rapid transit line,but the deal for some of the cars seems
to have fallen through.
Where are the METRO critics of yesteryear? Officials of the
Toronto Transit Commission were in Montreal recently to examine the ar­
chitecture and decor of the METRO, apparently for possible application to
stations of Torontos Vonge Line extension, now under construction. It
must be noted here that,while the Toronto Subway stations are rather aus­
tere,they are considerably more convenient for the patrons, especially th­
ose transferring to and from surface transport. Most Montrealers would
probably trade in a few murals and tiles for motorized walkways along
the endless corridors and improved transfer points. These inconveniences
lessen the usefulness of METRO.
Meanwhile, residents along the new Victoria Line,recently in­
augurated in London,England,are already complaining of cracked walls and
falling plaster, together with countless sleepless nights,as the steel­
wheeled,steel-railed underground trains pursue their rumbing way through
the Citys subterranean regions.
Along the eastern seaboard of the United States, the Linden-
wold Line of the Delaware River Port Authority is e recently-opened ra­
pid transit line, running southwerd from Philadelphia,over the Dela~are
River. It incorporates a previously-existing subway and bridge line, from
16th. and Locust Streets in Phlladelphia,to Camden,New JeTseys Broadway
Station, thence using the right-of-way of the Camden-Haddonfield line of
former Pennsylvania-Reading-Seashore Lines,which was abandoned to permit
construction of the new line. A short section of completely new trackage
e~tends to the terminal at Lindenwold.
The line presently carries about 19,000 passengers daily and
has begun operation of rush-hour express trains and hourly owl service
between 1.00 and 5.00 a.m. The Port Authority planned to construct lines
to Fort Dix,Atlantic City and Burlington,N.J.,but this proposal was re­
jected by the Delaware Valley Regional Planning Commission, on the grounds
that it would not attract enough passengers to pay projected operating
costs. The Lindenwold Line also recently had a fire on one of its trains,
requiring complete evacuation, but without injuries to passengers.
LAST BUT NOT LEAST ••••……..•.••
Passenger train service between Pennsylvanias capital city
of Harrisburg and Buffalo, New Vork,is literally dying by inches as PENN
CENTRAL,having applied to discontinue daily trains 574 and 575,was dir­
ected by the Interstate Commerce Commission to maintain service for an
additional six-month period. These trains now operate on alternate days,
beginning April 6. Obviously,such a service will be of little use to re­
gular travellers,or even spasmodic ones,but it will certainly enjoy con­
siderable popular~ty among railway enthusiasts, for no other reason than
its extraordinary frequency.
Our Moncton,N.B.correspondant,Phillip Fine,writes that Canadian National
has called for tenders for the construction of an 18-room hostel on the
site of the former National Transcontinental station at Napadogan, N. B.
destroyed by fire last January.It seems likely that the structur~ will
also contain CTC booster facilities Be well as telephone and telegraph
communications equipment. The Swedish ship STENA DANICA,scheduled; for
introduction on CNs Northumberland Strait run this summer,is being mod­
ified at the Saint John Drydock and Shipbuildings plant at Saint John.
The Name will not be retained,but a new one has not yet been selected.CP
RAIL has placed an order with Hawker-Siddarley Canada Limited,Trenton,N.
S.,for 348 steel gondola cars,to be used in Crowsnest-Roberts Bank ceal
unit-train service. CapaCity of these cars is 105 tons. They have tapered
sides to fecilitate rapid unloading.
Doug Cummings of Vancouver,B.C.,writes that B.C.Hydro took delivery of
new SW-900m no. 911 Monday March 31st.,1969. It requires some few finish­
ing touches,such as painting,lettering,decalling,addition of cab fit­
tings,completion of foot-boards,some wiring work and other minor things
before entering service and acceptence of road-performance checks. This
could Qualify B.~.Hydro as a locomotive builder,maybe 7
GMD Sin A-2334,3/69 carries the new GM Mark of Excellence builders
plate,-the first GMD unit to carry it,although A-2335,a CN 50-40, deliv­
ered 2/69,while built earlier,was ordered later and that ordar;too, has
the new plate.
Canadian Pacifics mighty 4-8-4 no. 3101 rumbles across the trestle
high above Eastman,que.,on the head end of Train 39,-Saint John to
Montreal,via the Short Line. Photo courtesy J.J.Shaughnessy.
Transit Trend
lVeIC still jJ long way from my ideal ()f two tickets ror a hundrcd bllck~ ;.nd no -passengels at aWl!
published monthly exoept July & August oombined)
by the
Assooiate Membership inoluding 11 issues of
Canadian Rail 8.00 annually
Mr. J .A.Beatty, 4982 Queen Mary Road, Montreal 248, Quebec, Canada •.
OTTAWA Mr. M. lvasen , Sect1y., P.O.BoX 352, Terminal Art Ottawa Onto
ROCKY MOUNTAIN Mr. Donald W.Scafe 12407 Lansdowne Drive, Apt. 101. Edmonton Alta.
K.F.Chlvers, Apt. J, 67 Somerset St. W., ottawa, Ontario.
J .S.Nicholson, 2)06 Arnold St., Saskatoon, Saskatchewan.
Peter Cox, 2936 West 28th. Ave.; Vancouver. BrItIsh Columbia.
W.D.McKeown, 6-7. 4-chome, Yamate-cho,Sulta CIty. Osaka, Japan.
J .H.Sanders, 67 Willow Way, Ampthill, Beds .• England.
K.G.Younger, 267 Vernon Road, Winnipeg, Manitoba.
Mr. Donald W.SCafe, 12407 Lansdowne Drive, Apt. 101. Edmonton Alta.
Copyright 1969
printed in Canada
on Canad ian paper

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