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Canadian Rail 236 1971

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Canadian Rail 236 1971

1VO. 23&

Gilles Chevrier.
vThen you have a story to
tell, you should begin at
the beginning.
FOR ME,THE BEGINNING OF THIS STORY years,Vlhen my family moved into the second house from the railway
tracks in the little country village of St-Lazare-de-Vaudreuil,some
thirty miles Test of Montreal,on the main line of the Canadian Pa­
cific RailvTay; Hith some luck, you can find it on a road map of the
Province of Quebec. This main line of railway runs weshTard to Be­
dell,Sm1ths Falls,Peterborough -or via Belleville -to Toronto.
Before very long,my boyish curiosity took me first to the
railway line and then to the little red station, straight into the
friendly home of ~1onsieur and Madame DAmour; Monsieur DAmour being
in fact the Canadian PaCific Rail~ay s agent at St-Lazare. He ac-
tually lived in the little red station -an idea which filled me
;-Tith pleasant wonder -4ith his life and daughter. As Madamoiselle
D Amour 1ms at this time a1;lay at convent school, I VIas taken in as
an adopted son by these kind people.
Grandfathers are generally the source of profound and un­
limi ted knovlledge and dsdon for grandsons and my own grandfather ,
Tho is alive even to this day,excelled in this regard. When I was
able to understand, he told me how the station at St-Lazare 11ad been
built in 1886, hen the Canadian Pacifics line to Smiths Falls and
Toronto Ias being built. By September of 1887, the trains Here com­
ing and going from Montreal (Place Viger Station), via ~lontreal Jun-
ction (Montreal Hest of today) and Dorion,past St-Iazare,on their
day to and from Toronto.
sketch of the Canadian Pacific RailwayS station at St-Lazare­
de-Vaudreuil, Q.uebec, by Mr. Philip Mason. A westbound passenger
train, hauled by a standard 2800-series Hudson roars through
tile station. Inside the front cover is a picture of ·the station
taken in the summer of 1970 by Philip Mason.
He also described a fearful day in March, 19
lIhen 19 cars
of fast freight Number 906 derailed in front of the station, serious­
ly damaging the ticket office and causing great fright to the agent.
l,1uch .. later in my story,I found an old station cash-book,
dated 1945 and discovered to n~ surprise that the revenue for that
year at St-Lazare was $ 261,141.38 -not a bad figure and indeed
much better than the revenUes in more recent years.
But this is getting ahead of my story.
As soon as I was big enough, hardly a day went by that I
ViaS not at the station, helping Mr. D I Amour or one of his successors,
unloading freight and express and llaving to all the train crews on
those trains that did not stop,as well as those that did.
In all of my years of unofficial employment at the Gare
St-Lazare, the number of passenger trains l1hich stopped never ex­
ceeded four daily -r.10nday to Saturday -with only two on Sundays •
The night sleeping car expresses -Numbers 21 & 22 -to and from
Toronto and Chicago, seldom stopped at St-Lazare, although I vias told
that Train 21 1Iestbound did stop a few times,to entrain passengers
for Toronto.
Mr. DAmour soon taught me to tell the time by the big
Seth Thomas clock in the operator s office -somet11ing that a good
railroader should be able to dol He also taught me the meanings of
the different hand-signals that the train crews used. Hyenthusias­
tic llaves to the engineers and firemen generally resulted in a cou­
ple of toots
of the Ilhistle in acknollledgement and, by that time,
my relatives ,,,ere making bets that I would be eit11er a conductor or
an engineer on the Canadian Pacific RaihlaY.
Hhen I first came to know the station at St-Lazare,it lias
one-storey building. From the platform, one could enter the freigh.t
(and express) shed at the ~Iest end, or the pied the eastern portion, together 1,1i th the agent I s office. From the
agentls office,a short passage led to the kitchen, the parlour, the
bathroom and -in the beginning -two bedrooms.
v~en Caretaker-Agent Monsieur G.E.Seguin moved in, with his
I-life and two children, there was enough space for everyone. But as
the family grew,Mr. Seguin asked the Company to provide an addition­
al bedroom for his grOl-ling family. A third bedroom Has then created
by borrowing some of the l-Tai ting room. This additional bedroom just sufficient to alloH one room for the boys and one for tl1e gir­
ls. l-n1en Mr. Seguin left his position in 19
f2,his family had in­
creased to eight. In the face of this important increase in the size
of the Seguin family, the Company l-dllingly provided the additional
St-Lazare Station was a good place to raise a family. Mr.
and Mrs. Besner had two children born to them in tllis station-dv/el-
ling and Mr. and Mrs. Chagnon raised four children, including tl10
little girls,born in the little red station,,lhenMr. Chagnon las
caretaker-agent from 1949 to 1956.
There have been no changes in the building layout since
1956,the year I began my formal acquaintance with the Gare st-
Lazare. The freight shed is today used as a place to store the
laffi mower ar.d garden tools and there is so much extra space that
the sectior.-iller. sometimes leave their equipmer.t here,over r.ight •
On cold days in linter, the sectior. foremar:: and his men take their
lunch in the vlaiting-room. On rainy summer days,it is a good place
for the lunch-break.
Sometimes,I use the little agents office as an office, but
qith the memory of the derailment of freight Number 906 in my mind,
I am usuall~r more comfortable elseHhere.
But agair:: I have got off the track of my story.
About three years after we had moved to st-Lazare Station,
my parents bought a small farm about a mile and a half from the
village and the statior.,thinking probably that at this distance, I
would be safer both from the rail11ay and my predicted future with
it. Ho
ever, my enthusiasm was still strong enough to make me lalk
the three mile round-trip almost every afternoon after school, to
see good-looking Canadian Pacific engine number l20l,pulling Train
29 (tIle Smiths Falls local) or. its my we st to Smiths Falls, Ontario.
That beautiful eng1r::e had such an unusual whistle and such a fine-.
quality tone to her bell that I could not then -nor can I now –
find words to describe hO~1 pleasant these sounds <{ere to my ear.
As I grew up in and around the station of St-Lazare-de
Vaudreuil,my fascination 1Ilith and enthusiasm for the Canadian Pa­
cific Railmy did not diminish, despite the fact that I could often
see the smoke and hear the 1IIhistles of trains on Canadian Nationals
main line, a feJ miles to the south. The reader -rill therefore not
be surprised at the next development in the story.
On April 30,1956 -twenty-three days after my eighteenth
birthday and one -reeI( after my final examinations at the business
college I had attended – I I-JaS hired by the Canadian Pacific Rail­
way Company as Acting Caretaker-Agent of the Gare st-Lazare, for a
temporary period of two and a half months.
Hhat a thrilll r-iY dream of many years had finally become
reality. I ·Tas a genuine rai hJay employee and,Ilhat was better st­
ill, I was VTorkir::g for the greatest raihlay in Canada I
After a short training period in express rates,~aybilling
and accour.ting and ticket selling and after having listened atten­
tively to all of the warnings and cautions: IINever leave your office
wi thout lockir::g the door; liDo not leave your cash-dravTer open for
any reason at any time II ; liDo not smoke in the freight shed II ; IIUse the
express cart safelyll; etc.,my good friend Monsieur F. Chagnon sign­
ed the transfer form, gave me the I(eys and said, Good luckl You are
in charge. II
Heavens I What a heavy responsibility, but ,,/hat a
joyl I was Le Chef de la Gare St-Lazare, if or::ly on ar::
Hhat a thrill to become the representative of the
Canadian Pacific Railway Company in your own home-town1 The
patron that came into my office vias (WOUld you believe?) a

looking blonde young lady vii th blue eyes, ~ho asked me for a one-vlay
ticket to Montreal -price,$ 1.00. I was so flustered and nervous
when she gave me that $ 2 bill that I gave her change for a IIfive1
It is unnecessary to say that greater attention ·/as given thereafter
when sel11ng other tickets.
The f1rst passenger train that was scheduled to stop at
limy station was Train 30 -Smiths Falls to Montreal -Jhich came
in on time,vdth that beautiful engine Number 1201 on the head-end,
hauling heavyweight steel passenger equ1pment. As soon as the en­
gineer Nhistled off,I called the traditional All aboard for Mon­
treal: en voiture pour Montreal
U –
in an uncertain,Heak voice -and
Number 1201 and
her tra1n rumbled out of the station, gathering spe­
ed on the do~~ade of St-Lazare Hill,toward Vaudreuil-Dorion and
The thousand-pound tare-weight express cart nov/ had to be
pulled over the westbound main line from the eastbound platform, to
the freight shed. It was loaded -11 th 10 boxes of baby chicks, one
carton of furniture and 2 bags of stray/berry plants, among other ar­
ticles. The express business was important to a small agency and it
meant extra revenue to the Agent,since agents usually worked on a
basis. Thus,the more business gained for the Company, the
greater the reward in the pay-cheque]
One day when I was unusually speedy in unloading the daily
shipment of milk-cans from Green Valley – a small tOvm 25.6 miles to
the Nest, in th.e direction of Smiths Falls -the brakeman checked
his watch, as I Has giving the highball.
Not so tast,young man,he said,Ne are ahead of time and
still have 15 seconds on the schedule. There really isnt any great
hurry,for,you see,I still have thirty-one years and some minutes to
go before taking my pension!
On November 17,1956, I was promoted to regular Caretaker­
Agent at St-Lazare Station, after spending the summer as vacation-re­
lief assistant-agent here and there on the vlinchester Subdivision •
My return to my home-town coinCided vdth my occupation of the Gare
st-Lazare,Nhere I established my residence with my widowed mother
and a cousin.
My various experiences as Caretaker-Agent at the Gare st­
Lazare -and, indeed, they Nere various -Jere so nwnerous that they
1ould probably fill a book of 500 pages or more.
To me, this position was everything I could desire. It vias
not a demanding job. I could flirt with all the pretty girls from
the village who came to buy tickets to the big city of Montreal. It
was even possible to sleep until 30 minutes before the days work
There was no problem of getting to and from work -of
.. : … : .. : .. : … : .. : … :.
Mr. Chevriers :avourite engine -CPR Number 1201 -hauling Train
29,stands at tile semaphore signals at Montreal Hest,Qu6.,on March
rr,1951. Photo C.R.H.A .-E.A .Toohey Coll.
Getting away smartly, Number 1201 bauls Train 29 -The Perth Local­
west over the bridge spanning the freight line of the Adirondack
Subdivision. Photo CRHA -E.A.Toobey Collection.
. ,
that you can be sure. There was no electricity bill,no telephone
bill, no ~ater bill, no municipal tax, no school tax and no heating
. bill. And the rent? lvell, the rent was the great sum of $ 5.00 per
month I
HOlever,such a good life also has its little inconvenien­
ces. Have you ever tried sleeping in a bedroom which is just thirty
feet a lith a public road-crossing just 250 feet to the west? And up to
13 trains passing during one single night, including the overnight
sleeping car expresses -Trains 21 & 22 -sometimes in two sections
each-roaring through the station at 65 to 70 miles per hour, with
enormous 4-8-4
s (engines Number 3100 & 3101) on the head-end?
Hell,I can tell you that the whistling and roaring
enough to
aken anyone, includ ing my dear grandfather, who than slightly deaf. The building used to shalte so much that I
absolutely convinced that the roof Nould fall down on my bed.
l And
there was always the memory of my grandfathers story about the de­
railment of fast freight Number 9061 But
after a few 1leeks, vIe began to notice that our sleep
was not so disturbed at night by these trains as it used to be .How­
ever,we still had to straighten the pictures on the walls in the
parlour every morning and occasionally, a srnall piece of plaster was
found on the office floor or there Vias a new crack in the ceiling •
Le Jour de l An -NevI Year 1 s Day -vras still the occasion
for a big celebration among the families of St-Lazare Station in
1957 and the passenger traffic on the railway certainly proved it.
The Montreal-Toronto local laS 31 minutes late and, detraining over
100 passengers -which required the engineer to pull up the train
a couple of hundred feet to set down the rear-end passengers on the
small station platform -did not llelp matters any.
But this crowd was nothing to compare for Train 36 at 6.13 p.m.,as a railway strike threatened for the
next day -Jant:..ary 2,1958. The passengers lere packed in the small
station waiting-room like sardines and there lere a fe! outside in
the bitter cold, too. After the train had departed -later in the
evening at about 11.30 p.m. -there was a knock on the kitchen door,
just as I .. las gOing to bed. The man at the door identified himself
as the driver of a local autobus, lage in the 18-below Heather. He,poor fellol,
as looking for a pl­
ace could send out a rescue bus. Although this represented the competi­
tion,I las too soft-hearted to refuse to help and so the coffee-pot
was put on the stove and soon everyone was in much better spirits.
The relief bus did not arrive that night and so we all
stayed up until morning. I took advantage of the opportunity to make
out all my express, freight and ticket reports, which were ready for
Shipment to Montreal on the January 2 morning local -lhich did in
fact run -along ,·lith the majority of the stranded passengers. This
laS the last passenger train to stop at St-Lazare Station before the
Then there llaS an interval of nine days ~li thout trains, but
it seemed to me as though it was nine years. My mother and I llad
trouble sleeping on those nights Then there ·/ere no trains rumbling
through the Gare st-Lazare. It was altogether too quiet I
Early in March, 1957, the bad times for lailvlaY passenger
service had arrived and the notice cancelling except Sunday Trains
29 & 30 -Montreal to Smiths Falls -appeared. It :las to take effect
Effective 12.01 A.M., April 24, 1960, trains 35
and 36 between
Hontreal, Quebec, and Toronto, Ontario,
and train 282 between Smiths Falls, Ontario, and
Montreal, Quebec, are discontinued. Trains 35 and 36
-lill last operate April 23, 1960. Train 282 will last
operate April 17, 1960.
Please consult public timetables for other train
service between these points effective above time and
Smiths Falls, Ontario.
March 28, 1 9 6 O.
at 12.01 a.m.,April 28. This was the beginning of the end. We lost
more than 50% of our passenger and express business. One year later,
the position of Caretaker-Agent at St-Lazare station became Care­
taker only. This latter position was awarded to my mother, after a
very last-minute agreement. Shortly after that, the Sunday-only Mon­
treal to Smiths Falls local was discontinued. The last passenger tr­
ain to stop at St-Lazare Station ffiS the Toronto-Montreal Train 36
at 6.13 p.m.,on April 23,1960.
Express shipments to and from St-Lazare Station continued
to be picked up by C.P.R. highway truck until 1969,but this service
was not as popular -11th the clients and the patronage decreased to
the extent that the Company decided to close the station altogether
on August 31,1969.
To me, the Gare st-Lazare represented a good, comfortable
home and I -las very reluctant to think of moving to another location.
So I applied to the canadian Pacific Rail1>/ay Company to rent the sta­
tion as a d~relling and to become a tenant of this large corporation.
The lease ~las finally signed, with a good many clauses being neces­
sary to designate what I was to expect from my big landlord,in re­
turn for the monthly rental. The arrangement which was concluded is
sti~l satisfactory to me and I am glad that I am able to go on liv­
ing in my home beside the railway.
Someone once asked me what ~rere the business hours at the
Gare st-Lazare. Really, there were never any formal business hours,
except when the passenger trains were operating. Even then,if a cus­
tomer could not come to the station during the hours of the day
he came in the evening,as he could always be sure of finding some­
there as late as 8.00 p.rn.,even if it were only a matter of the
delivery of a shipment of express or the purchase of a railway money
This tradition of offering unusual service to the citizens
of the small town of St-Lazare Station has not changed much, even in
1971. This is still the place where complicated income tax forms are
completed every year,neighbourhood accounts are verified and other
minor financial troubles are settled during the evening, over a cup
of coffee.
Although there is no longer an official chef-de-gare
St-Lazare,the numerous freight trains that rumble past, east and west,
never fail to receive a detailed inspection and a wave to the crews,
when I am on the scene. And in all those years of inspecting trains
since 1956,I have been able to report only one hot-box on a passen­
ger train and several on freights, which speaks -rell for the standard
of maintenance which these cars receive.
Now that I am working for CP RAIL in the department of the
Auditor of Freight Revenues,Windsor Station,Montreal,you might think
that my interest in the operation of the railway has declined. Not
at all. Mr. V.E .Everitt, a former superintendent of the V1nchester
SUbdivision at Smiths Falls once said that I had continued to belong
to the Winchester Subdivision family. I am very proud of this honour
and I intend to remair. worthy of it.
Smiths Falls, November 14, 1968.
Notice is hereby given that application has been made
to the Canadian Transport Commission for approval of a proposed
Customer Service Centre to be located at ottawa, Ontario;
(Walkley Yard) the establishment of l/hich will result in the re-
moval of the Caretaker at St. Lazare, Quebec.
For further information, please consult Mr. C. H. Rump,
Secretary, Railway Transport Committee, Canadian Transport
Commission, ottawa., Ontario, or your local lIunicipal Official.
During my care~r as Caretaker-Agent,I had my little vic­
tories, such as the time in 1958 Ilhen I was able to persuade a cus­
tomer to ship his express behTeen London, Ontario and st-Lazare by
rail, Thich added almost $ 1,500 per annum to the Companys revenues.
And every year,an honest attempt was made to get the B.C.plywood tr­
affic back on the rails and sometimes such attempts were success­
~ On a warm daJ (Saturday) in early summer,CP RAIL Unit 1375;; trundles
the Cornwall lrJayfreJ.ght through the station at St-Lazare, Quebec.,
while Mr. Chevrier and other CRI-[A members watch it go b,Y.
Photo courtesy Philip l4ason.

Living in the Gare St-Lazare is pleasar.t most of the time
and, I must say, this fir.ter has been better, nOH that I have been able
to convince the creVls on the snow-plo~1 extras Hest that there really
is someone living in the Gare St-Lazare. Formerly, they used to go
through. the station at a good speed and the snmT ar.d ice fle, in
every direction. They didr. t break a single lindo·[ this past ~Tinter.
Right no! in 1971, I ·[ould like to do all that is neces-
sary to make this ir.teresting habitation my home forevermore. I
Hould like to get married and raise my family right here and con-
tinue being, for as long as the good God intends, the Chef de la
Gare St-Lazare II.
Some of the Former Chefs de Gare
for the C.P.R. at St-Lazare Station,
Mr. VI.J .Hunter
MIne. Marguerite Brasseur (11ife of the
Mons. J. Napoleon
Mons. J.C.Besner
Mons. G.E.Seguin
Mons. R. DAmour
H.P .Pearl
Mons. ].J .Beaudry
Mons. J.F.Chagnon
Hons. G. Chevrier
Nons. G. Chevrier
l>1adame Chevrier
Agent & Operator
Agent & Operator
Agent & Operator
Acting Caretaker-Agent
Caretaker -Age nt
No official dates
No official dates
No official oates
1920 -1925
1925 -1942 1942
19L~G -1949
19I~9 -1956
April 30,1956
November 17,1956
April 30,195&
August 31,1969
—–Cuuu.uan (?aLiju
Mr. Gill,.!; C-~ c/o III:cHc.r of Fret j,t P.,.av6nuas,
ClJladiUl ;acif.!.c !Veil.)
i/inchC! St;·.U.(;:,
~:ont.real, Cueb;:-;:.
Ioronto, rWbt. 16, !.966.
The re&r end era ….. of Tr,d.n Ex+,rr>. 5011 East J July
19. -.-;a.5 nlvoll a hot box sil! by a then unkno~n person at St., r.a6uHlns ill t.ho car bei~8 set off 2.t Vaw::lrcull.
have sir.ce 1)(,6n 1nfon:.~d t.t!2.t· you Uti the parson
r.!sPO~lo1e and I · .. -vuld like to t.1ke t.his opport,lnit,:. of exter:ding
~, apprecLat.ion for )Our procpt nct.icn in t.hb inst.a.!l.ce. YO.ll
interost. 1n the safe O::~2t.ion of our lU!il·.tay is DlOst ,::o;r;:Jor;o:!,~blo.
Yours trl!.;I.
T H 1 R D SEC T ION ———–

Bob Loat of Calgary,Albert.a,sends us anot.her selection of photos
for the latest edition of DIESELS HF~ST.
Leading the selection is a full-face view of CP RAIL Number 8655,
taken at Alyth Yard,Calgary on December 5,1970.
Next in tl)e consist is CP RAIL Train 987 at Bengal, near Calgary.The
power on this occasion ~TaS No. 3002,3003,8802,L~42( and 8837;8/11/70.
To Vancouver Island for the next shot,where,on the wye at Victoria,
B.C.,he observed Canadian National Raill-laYs Unit no. 1000.27/7/6l.
On Harch 23,1969,the Keith Turn on CP HAILs Laggan Sub. was Extra
West 8514, with 8510 aSSisting. Photographed on the Laggan Sub. at
5th. Street He st, Calgar y •
Hay bacl~ east -at London,Ontario,on March 18, 1967, Bob took a pic­
ture of CP RAILs No. 4020,backed by 4404 and Bessemer & Lake Erie
No. 7l6A on lease.
Train 718 -the Acme Hixed -had Unit 8409 on the head -end on Oc­
tober 8,1966, when Bob snapped Jler at the Coach Yard Lead at Calgary.
Text: S.S .Horthen
Photograph: HilHam Lachenal
To the casual observer, the accompanying photograph might
seem to be just another picture of a foreign-looking (most probably
French) steam locomotive.
But to the more careful enthusiast, this mikado -class 141
S.N.C.F. number 141 R 1257, is revealed as one of an order for
1,340 such 2-S-2s,placed by the Soci6te National des Chemins de fer
Fran~ais with North American steam locomotive builders in the post­
World War II period of 1946-l94S.
Monsieur William Lachenal,press representative of Grenoble,
France,has kindly sent this photograph for CANADIAN RAIL. It was
taken in the yards of the S.N.C.F. at Grenoble,in southeastern Fran­
ce,at Eastertime,197l.
Mons. Lachenal pOints out that,of the 1,340 mikados order­
ed,lOO were built by the Montreal Locomotive Works Limited,Montreal,
Quebec and 40 by the Canadian Locomotive Company Limited, Kingston,
The locomotives built by the Montreal Locomotive Works re­
ceived road numbers 1201 to 1301 and those built by the Canadian Lo­
comotive Company were numbered 1301 to 1340. The subject of M. La­
chenals photograph was therefore built by MLW.
Only 1,)23 of the total number ordered were delivered, 16
MLW-built engines (nos. 1220-1235) being lost at sea, ,,,hen the Lib­
erty ship S.S.BELPAMELA sank, far off the coast of Newfoundland, on
April 23,1947 and one locomotive (no. 1241) falling overboard into
the harbour at Marseilles,when she was being unloaded.
It is probable that this type of steam locomotive will be
the last to operate on the S.N.C.F. 1hen the age of stearn come s to
an end with the advent of complete electric or diesel-electric en­
gine operation in 1972.
Recently,the S.N.C.F. donated 141 R 1199 -one of the or­
der for 460 locomotives placed lith Baldwin in 1945 -to the Pacif­
ic Southwest Railway Museum Association of San Diego,California.
Another class 141 R is proposed for preservation and res­
toration at the Musee FranQais du Chemin de fer at Mulhouse (Haut
Rhin),when this class becomes redundant. The unit to be selected is
required to have box-pox drivers and to be one of the oil-burning
locomotives of this class.
Perhaps number 141 R 1257 will be that locomotive for
she does have box-pox drivers and does burn oil -and perhaps she
will be named MADEl-1OISELLE CANADA -the name that the cheminots of
Grenoble have affectionately bestowed on her. From J-M Leclercq.

Editorial Staff CANADIAN HAIL
building company, Societes ALSTHOM et MTE. announced an
order from the Peoples Republic of China for 50 units
for heavy freight service in very severe climatic con­
ditions. The new units will weigh 138 tonnes and will
develop 4,000 hp. from a single diesel prime-mover, to
be built by the Societe Alsacienne de Constructions Me­
This is the third order to be bUilt for the railways of
The PeopleS Republic of China by Societe ALSTHOM and
S.A.C.M. The
first, completed in 1958,was for 25 mono­
phase C-C electric locomotives of 6,000 hp., weighing
138 tonnes. The second ~~s completed in April,1970 and
was for 40 monophase C-C electric locomotives, ~Ieighing
138 tonnes and rated at 7,300 hp. From J-M Leclercq.
$ 4 million worth of container cars were ordered in mid­
summer by Canadian National Railways from Hawker-Siddeley
Lim1ted,of Trenton,N.S. These 85-foot cars are being tur­
ned out at the rate of 5 per day and the total order (235)

lll take a little roore than 50 days to complete. The new
cars will be sent to CNs container terminals immediately
on receipt. From Phillip Fine.
Summer Seventy-One sailings between North Sydney,N.S. and
Port aux Basques,Nfld. were increased from 4 to 6 daily,
RIER was handling highway trucks and drivers. Upper-deck
ramps were provided at North Sydney and Port aux Basques and
an end-loading dock was built at the latter port.The
M.V.AMBROSE SHEA was on the North Sydney-Argentia run,
lOrking the main N.S .-Nfld. service on Sundays and acting
as a stand-by to that service.
No reservations were required for daytime runs, but they
were still requested for overnight services. The JOHN HAM­
ILTON GRAY was added to increase rail-ferry capacity and
to stand in for the FREDERICK CARTER when the latter went
for her annual refit. From Phillip Fine.
By July,1971,Maritime ferry service was really booming.
During May,numbers of vehicles using the Northumberland
Strait services were up 6.5% over 1970 totals, with pas­
senger totals up 9.6% over the same period last year.Both
of the hlO ne,.., ships -M.V .HOLIDAY ISLAND and M.V .VACA­
TIONLAND -were in service. The great test was yet to
come in mid-July and early August, ·/hen thousands of va­
cationers flock to the sunny shores of Cavendish.
From Phillip Fine.
North American railways of the Seventies seem to have ear­
ned for themselves the unenviable reputation of being ut­
terly heartless. HO1ever, infrequently there is an event
which helps to disprove this alleged unconcern.
In February, 1971 -in the depths of the sub-Arctic winter­
Miss Brenda Clark, daughter of Sectiorunan and Mrs. John
Clark of the i1hite Pass and Yukon Route,Skaguay, Alaska,
suffered an attack of hat was initially diagnosed as ap­
pendicitis. Skagway not normally having a resident doctor,
emergency cases are taken to the nearest city having emer­
gency facilities. On the day in question, darkness and wea­
ther conditions prevented the doctor in Haines from fly­
ing in to Skagway. The United States Coast Guard at Jun­
eau,Alaska,ias five hours away,w1th a five-hour return
vlP&YR Superintendent D.W .Pepper determined that we.ather
conditions over the hill (to Bennett and Ylhitehorse)were
so fierce as to prohibit the use of a tracJ<;, motor car. He
therefore immediately called an extra train crew and ex­
actly one hour later,a special emergency train,consis­
ting of a diesel unit and a combination baggage-coach un­
der the direction of Cond uctor Don Barry, left Skagway 1i th
Brenda as the only passenger. The Dispatcher held the
1,n1itehorse-Bel.nett freight turn at Bennett, until the spe­
cial arrived and freigh.t Conductor McKela left his consist
there,picking up the combo for the omlard trip to White­
horse. The special arrived there only 4 hours and 25 min­
utes after leaving Skagway.
Brenda Has taken to the ,,/hitehorse General Hospital where
her illness laS diagnosed as an acute polynephri tic con­
di tion of the kidr.eys. Treatment las instituted at once
and Brenda Ilas able to ret urn home ,i thin the leek.
In a letter to the Office of the Vice-President Operations,
Mr. 1-1.P .Taylor, Mr. and Mrs. Clark /rote: II He canr.ot thar.k
the 1/hi te Pass in the Yulmn and the United States enough
for their generosi ty •
And all this in Anno Domini 19711 tlP&Y CONTAINER ROUTE NEWS.
Canadian National Railways continued its train-offer ap­
plications by requesting permission from the Canadian Tr­
ansport Commission, early in June,to discontinue 15 passen­
ger train serv:; ces in several Car.adian provinces -said
services, the Company claimed, ,/ere losing $ 4.1 million an­
nually. Largest portion of $ 2.2 accrued from operation of
Ottalta-Toronto services; via Napanee and Ottawa-Brockville
runs, connecting with Montreal-Toronto stopping trains.
other Ontario services in the application ~lere Hearst-Na­
kina, Hornepayne-Mani touvladge and Sioux Lookout-Thunder
Bay -local runs through territory not readily served by
highways ( se e yo ur road -map) •
In La Belle Province (Quebec), CN proposed to terminate
passenger train services from Quebec to La Malbaie, as 1lell
as those on the Qeebec-Lyster-Rich1l10nd,Montreal-Sherbrooke­
Coaticook and Deux Montagnes-Grenville lines.
Dauphin-Hinnipegosis passenger trains in Manitoba are up
for axing,as are those from Flin-Flon to Cranberry (bus
service),Portage la Prairie-Osborne Lake and The Pas­
Lynn Lake.
Proposed for termination in Saskatchewan are the Regina-Sas­
katoon-prince Albert run, to ·[D.ich add the Prince Albert-Hud­
son Bay, Alta. service.
The only Albertan serv;1ce on the block is that betlleen Ed­
monton and North Battleford,Sask.
CN still believes that passenger services in the Quebec­
Hontreal-Toronto-fo1indsor corridor should be able to pay
for themselves and there are also a fevl small lines in On­
tario and NeIfound land, presently sporting pas senger service,
which have not been ir.cluded in the application for dis-
continuance. From F.A.Kemp.
Canadian National has ordered five hundred 70-ton unsul­
ated box cars from National Steel Car Corporation, Hamil­
ton,Ontario,to cost about $ 11 million. The new cars will
be equipped with moveable bulkheads and will be used to
transport grocery products. Delivery is expected to start
in mid-December,1971 and terminate in February, 1972.
Added to a previous order for container cars are sixty
more 85-foot,4-container flats from Hawker-Siddeley of
Trenton,Nova Scotia. Delivery is set for January,1972.
This summer, the last remaining Canadian National mountain
observation car -old style -was trucked to its new home
at Calgarys Heritage Park,where it will be attached to
a train which carries passengers around the re-created
early 19th.-century village. This observation car was or­
iginally built by the Pullman Company of Chicago, Illinois,
U.S.A. and was purchased second-hand by Canadian National
in 1916. Don Law -CN s KEEPING TRACK.
Any of our readers who have been meandering through the
Maritimes this year must surely have seen the Miners
Museum at Glace Bay,Nova Scotia. The Museum was opened
in the summer of 1968 by His Excellency Governor General
Rolland Mitchener and the railway display portion fea­
tures a steam locomotive,a coach and a caboose.
Engine no. 17,a product of the American Locomotive Com­
pany,was built in 1903. The 2-6-0 has 19×26 cylinders,
52-inch drivers and a rigid wheelbase of 13 feet 2 in •
Nova Scotia Steel and Coal Company put the prairie to
work hauling coal and iron between Sydney Mines and
North Sydney. Number 17 is said to have been named Si­
mon A. Fraser at first.
When Number 17 was sold to the Bras dOr Coal Company,she was
assigned to service at the Four Star Mine at Broughton and
hauled coal trains from the mine to the junction with the
Sydney & Louisburg Railway. Early in 1966,Number 17 was with­
drawn from service. Later that same year she was hauled dead
to Glace Bay,where she was stored on a siding in Number 20
Colliery yard for a time. When the display site at the Miners
Museum was ready,a truck hauled Number 17 over temporary track
to her present location.
Passenger car Number 10,a first-class coach, was built in
1894 by an as-yet unidentified builder. By 1918, the
Sydney & Louisburg Railway purchased this coach from the
Delaware,Lackawanna & Hestern Railroad. Number 10, which
has a seating capacity of 64,was used in regular passen­
ger service on the S&L for several years, before being
relegated to less exalted service.
The van,numbered 5,is a product of the Sydney & Louisburgs own
shops at Glace Bay. It was built in 1927 on a pair of arch-bar
trucks which had been appropriated. from a weary coal car of
earlier vintage. Until tne S&L introduced steel cabooses,
wooden vans such as Number 5 saw regular service on the
tail-ends of most coal drags.
And if you missed the Cape Breton Miners Museum, surely
you found the R.C.Tibbetts Locomotive Collection at Tren­
ton,N.S. Certainly the largest aggregation of preserved
steam engines in the Atlantic Provinces,Mr. Tibbetts gr­
oup is headed by Number 7260,an ex-Drwruncnd Colleries 0-
6-0 (CANADIAN RAIL No. 201,July-August,1968) switcher ,
built by Canadian Locomotive Company of Kingston,Ontario,
in 1906. Another 2-6-0,Number 42,was built by the Ameri­
can Locomotive Company of Schenectady,Nel York, about 1900.
A 2-6-4T as built,Number 42 was rebuilt to a 2-6-0 by tIle
Sydney & Louisburg Railway and became their number 17. In
addition,Mr. Tibbetts collection includes two 0-4-0 sa­
ddle-tank switchers,one of which is standard-gauge, while
the other is narrow-gauge -ex-Nova Scotia Steel and Coal
Companys Number 5.
The unnumbered 2-6-2 of the Drummond Colleries,Limited at
lestville,Nova Scotia, said to be named Georgia Peach ,
has not been reported on since 1968.
Both above items ex Scotian Railroad Society.
The following HAYBILLS courtesy of Phillip Fine.
Late last June,Canadian National Railways began the job
of layir.g 20.17 miles of 132-pour.d l€lded rail betweer.
mp. 40.11 and mp. 60.28 of the Springhill Subdivisior. ,
between Truro and Amherst,N.S. The rails were welded ir.
1,170-foot sections at the Butt-weld Site, Franklin Re-
clamation Yard,Moncton,N.B. and were transported to the
20-mile section on specially-adapted flat cars. Contin­
uous welded rail was also installed on the Hopewell Sub­
division between mp. 95.20 and 99.98 -on the line from
Truro to Havre Boucher,N.S.,on CNs Cape Breton line.
CP RAILs May of Fundy rail-ferry service,on the
new M.V.PRINCESS OF ACADIA, came in for a little
criticism during the midsummer rush, because of
late arrivals at terminii. CP RAIL justified th­
ese delays by pointing out that since the new
terminal facilities, essential to the expeditious
loading and unloading of the vessel, were not yet
ready for use, the existing, totally-inadequate
docking facilities must be used. Since these are
totally inadequate for the volume of traffic of­
fered,delays are unavoidable. A better on-time
performance is expected when the new docking fa­
cilities are completed.
The railway station at Saint John,New Brunswick,is no
longer Union and may not long be a station in the
accepted sense of the word. Canadian National now oper­
ates the only passenger service into the station, which
consists of a daily RAILINER from Moncton,N.B. CP RAILs
Atlantic Limited from Montreal terminates at a small,
newly-constructed station on Dever Road in West Saint
John,across the Saint John River from its former ter­
minal. With this reduction in passenger trains arriving
at Saint Johns station,it seems only a matter of time
before this sturdily-constructed,handsome structure is
demolished. The famous train-shed,adjacent to the sta­
tion,was torn down two years ago to permit construction
of the approaches to the Saint John Harbour Bridge and
the appended expressway, which is expected to be comple­
ted in 1973.
While Canadian National Railways new hotel in
downtown Moncton rises rapidly from the ruins of
recently-demolished buildings,in Halifax,the Com­
pany announced the impending construction of an
AUTOPORT,designed to receive and stage new auto­
mobiles delivered to the Port of Halifax by ocean­
going is concluded that this traffic will
continue westbound on CN bi and tri-level automo­
bile transport cars.
Canadian Pacific RailwayS Inspection Car no. M-243,photographed at
Hochelaga Yards,Montreal,Que.,on September 10,1949. A similar track
inspection car,Number M-235 of Canadian Pacific,is presently displ­
ayed at the Canadian Railway Museum,St-Constant,Que.
Photo crurA -E.A.Toohey Collection.
published by the
Associate Membership including 11 issues of
Canadian Rail 8.00 annually.
Cau[l(liau Hailway Mllselllll
iIusee FCoviailc Canadieu
Our 10th. Annl versary Notre lOem. AMlversalre.
O£TAWA W.R.Llnley. Secty •• P.O.Box 141, rermlnal A. Ottawa.
ROCKY r.OUNTAIN Hr.Dono.ld W.Scafe 12407 lansdowne Drive, Apto 101 Edmonton.
PACIFIC COAST HroBarrle Snnford.Secty.,P.O.Box 1006 Stn. A, Vancouver.
K.F.Chlvers, Apt. ),67 Somerset St. ~. .. Otta ….. a, Ontarlo.
J.S.Nlcholoson, 2)06 Arnold St., Saskatoon, Saskatchewan.
peter Cox, 609 Cottonwood Ave .. Coquitlam, BritIsh Coluffibia.
LD.I·~cKeom. 6-7. 4-chome. Yamate-cho.Suita City. Osaka, Japan.
J.H.Sanders, 67 Wlllo Way. Ampthill. Beds., England.
K.G.Younger, 267 Vernon Road, Winnlpeg. Y.anitoba.
!·lr. Donald W.Scafe,l2407 Lansdowne Drive, Apt. lOLEdmonton Alta,
Copyright 1971 Printed in Canada on Canad1an Paper

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