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Canadian Rail 302 1977

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Canadian Rail 302 1977



No. 302

A 1943 scene on Beaubien Street as trolley coach no. ~005 is
loading at the curb. This first group of coach was originally
painted pale yellow with green trim. Photo courtesy HUeTC
transit commission Hr. J.G. Chamberlan.
J!I:larch 23, 1:153 in north central tlontreal a typical day, children
~Iplaying. rows of duplexes and trolleybusses. The overhead wires
have long disappeared as has K.T.C. 4029 which is now plying the st
reets of Mexico City. Photo courtesy MUCTC transit com­
~fsslon Hr. J.G, Chamberlan.
last JrQ~leys
(From time to time, CANADIAN RAIL pre­
sented articles on the various classes
of streetcars that dominated the streets
of Montreal until 1959. The following
is a brief illustrated account of an­
other type of electric surface transit
vehicle, this one with two trolley poles,
that survived the railborne vehicle for
another seven years in the Canadian
The Montreal Tramways Company inaugurated trolley coach
service on the BEAUBIEN line on March 29th, 1937, replacing a bus
route started on December 7th, 1931. Trolley wire was installed,
and seven English-built AEC/MCW units purchased to provide the
basic service; gasoline buses supplemented the electrics in rush
hours. The newly-acquired trolley buses were numbered 4000 to
4006. The BEAUBIEN route was selected for this experiment as it
was thought that it would provide an ideal testing ground for
trolley coaches, under conditions best suited for that type of
vehicle. Whil~ relatively short, 3.5 miles, the line was a heavy
cross-town feeder, running on flat terrain, except for the railway
underpass on St. Lawrence Boulevard, with numerous intersections
and frequent passenger stops. The coaches originally had to wye
at the East end of the line, while reversing at the other end of
the line was carried out via a long one-way loop, around several
city blocks. Due to very severe physical restrictions, no free
open running was possible over any part_of the route. This short
but interesting trolley coach system operated for 10 years with­
out significant,changes, the combination bus-trolley coach pro­
viding excellent service, especially with the heavy work traffic
imposed by World War II.
In )947, following a demonstration by Canadian Ca~s new
T-44 electric coach, the Company began a modernization program,
and an order was placed with the Canadian Car and Foundry Company
Limited, for 40 vehicles. Upon delivery, these units were used to
supplement the,original coaches on the 26-BEAUBIEN route, while
the l-AMHERST. line was being prepared or conversion from street­
car to trolley coach operations. However, it was not until Jan­
uary 29th, 1949 that the quiet buses commenced operations to St.
Gregoire Street only. On April 25th following the Christophe­
Colomb Street segment was opened as route no. 1, and the complete
changeover was ma~e. The original route to St. Gr~goire, design­
ated as lA, remained as a,~ush-hour service.
No. 4001 patiently awaiting a call for duty at the Depot in the
days of the M~treal Tramways Company.
It is interesting to note that. back ~n 1948. for some
reason ten additional vehicles intended for Montr~a1 were diver­
ted to Toronto. As TTC Numbers 9075-9084, they remained in ser­
vice until 1971-72, when their electrical equipment was requisi­
tioned for the modernization program.
In 1950, a second purchase of 40 CC&F vehicles was made.
but it was not until January 14th. 1951 that they entered revenue
service on the 95-BELANGER route. The Montreal Tramways Company
became the Montreal Transportation Commission on June 16th, of the
same year. Among the responsibilities conferred upon the new Com­
mission was the gradual replacement of tramways by buses and trol­
ley coaches; however, the emphasis was put more on the first type
of vehicles and in 1952 the last purchase of trolley coaches was
received, as an additional group of 25 CC&F units were delivered.
Placed in service on the 94-FRONTENAC route on June 22nd of the
same year, they brought the total of these CC&F/Brill trackless
trolleys operating in Montr~al to 105, of one class and two sub­
classes, numbered consecutively from 4010 to 4114 and operating on
four regular routes. Durin9 the same year. the two English-built
vehicles that were on the active roster at the time of the MTC
takeover were withdrawn from service and scrapped. These units.
with their dual rear axle. were most comfortable. Among their
many desirable characteristics. their 80-ampere-hour battery, in
addition to providing bus lighting. could be used to propel the
vehicle for short distances. A distance of two miles. at a speed
of 1 m.p.h., could be obtained from a fully-charged battery. This
facility was very useful for turning around in case of traffic
jams, or for shunting in shop or yard areas.
Lets take a closer look at these interesting vehicles
which could be found in only one other city in North America at
the time. This was Edmonton, Alberta. where three similar units
operated for many years. Among other equipment, they had regen­
erative and dynamic brakes. Good installation of electrical con­
ductors prevented severe body char~ing and no difficulties were
experienced in keeping current leakages to an extremely low level
of less than 3/10 of a milli aMp. For the reader not familiar
with the term, body charging was an old nroblem with trolley
coaches, especially in their early years, where passengers re­
ceived electrical shocks from the vehicle bodies, caused by
grounds (short-circuits) of varieu resistance between the wiring and body. Ample
heaters gave passengers a most comfortable ride
even on ~·10ntreals coldest Jays; Ilowever, an additional heater had
to be installed in the drivers compartment. No serious mainten­
ance problems were ever experienced, although the differencials in
their six-wheel design were more difficult to maintain. One
serious drawback was their 90 H.P. motor which proved to be too
small for the job, and quite often they overheated un~er heavy
loads and frequent stops. In their first months of service, they
were plagued with frequent dewirements, especially in the railway
underpass; after a brief investigation, the cause was found to be
too-flexible trolley poles •.. Stiffer poles were installed, no
doubt coming from the streetcar parts stockroom:
Traffic peaked in 1953, when trolley coaches ran
3,474,139 miles; despite the apparently impressive figure, it re­
presented only 7% of total system mileage, streetcar and bus mile-
In the mid-fifties Montreals buses Here del ivered with sinGle
seats on one side to ease passage through vehicles; this wa~ not
an innovation as it was one of the features of the 1937 trolley
coaches. Interior of 4003 looks quite modern and comfortable
for a transit vehicle of that period.
ages amounting to 49 and 44% respectively. During the following
years, the original trolley coach routes were extended and revised
to adjust to the new bus routes established after the gradual re­
placement of streetcar lines in Montr~al. The BEAUBIEN route was
extended from 6th Avenue to a new loop at 12th Avenue in Rosemont.
The northern terminal of the FRONTENAC line, at Bon Air, was moved
to Tillemont Street and later to modern looping facil ities at
Metropolitan Boulevard, the whole system reaching a maximum of
28.8 miles. All routes had rush-hour and short-turn service and,
especially during the last years, the trolley coaches were supple­
mented by motor buses in this service. Also in their last years
of service, winter excepted, the trolley coaches were operated on
weekdays only, wili 1 e di esel buses took over on Saturdays and Sun­
days. The performance of troll ey coaches duri ng Montreals wi nters
was very satisfactory. Traction was excellent, and they never used
chains. On a few occasions, sleet on t~e trolley wires was trouble­
some; sleet cutters were used at times, but with short headways,
the passage of the current-collecting shoes usually prevented accu­
mulation of ice. In very bad weather, a few coaches were kept
running all night. One of the worst times was on February 11th,
1965, when all the units operating on the system had to be towed
to the Depot and replaced with diesels, due to freezing rain and a
major power failure in the city. The first vehicles were equipped
with steel trolley-shoes, necessitating the lubrication of the
wires. A change was made to carbon insert shoes in 1939.
With the demise of the streetcar system in 1959, it be­
came evident that trolley coaches would not survive them very long.
However, despite strong opposition probably from the same people
who found streetcars outdated and especially inflexible, the Trans­
portation Commission being pleased with their trouble-free opera­
tion kept the trolley coaches on the road, with no immediate plans
to dispose of them. In early 1966, plans were made by the Roads
Department of Montreal for the creation of one-way streets in order
to improve traffic conditions in various sections of the city. Of
course, some of the streets involved had trolley coach overhead
wires! After much discussion at the MTC, a decision was taken to
phase out the whole system and on February 8th came the fatal news
for the trolley coaches ..• All of them would be withdrawn from
service by June 24th, 1966. Removal of all overhead wires, special
works, and poles, judged as unsightly by many, was not the only
factor that influenced this decision. The age of the installations
and vehicles, the necessity of keeping sub-stations for the conver­
sion of power to 600 volts D.C., several miles of feeders for a
rather small network and, of course, imminent restructuration of
surface transportation and the anticipated surplus of diesel buses
resulting from the opening of the METRO were also taken into ac­
count. At the time of the announcement, 103 of the 105 vehicles
were still serviceable, Numbers 4054 and 4088 having been retired
following accidents and cannibalized for parts.
On Easter weekend (April 11th), replacement of the elec­
tric vehicles on the 94-FRONTENAC and 95-BELANGER routes occured.
Discontinuance of service on the last two routes, the l-AMHERST
CHRISTOPHE-COLOMB and 26-BEAUBIEN, came in the early hours of
Saturday, June 18th, when trolley coach number 4095 (Route No.1)
returned to the Depot just after 2 A.M., ending a period of 29
years of regular service in Montreal. Coach no. 4050 had just
pulled in a few minutes earlier, having completed the last BEAU­
[HEN run.
Just out of the Youville Shops with a new paint job … and a
new color scheme too! From now on, trolley coaches were to be
painted in the cream and red colors of the one-man streetcars.
By special arrangement, power was restored in the after­
noon of Sunday, June 19th, and a farewell tour of the surviving
routes was made by a group of traction and motor bus enthusiasts.
The trip featured photo stops and movie runpasts, a demonstration
of speed capabil ities and even a spectacular dewirement, staged
for the benefit of the photographers. Upon returning to the
Depot St-Oenis, the group was taken for a tour of the Be11echasse
Street power house and was able to witness the openin9 of switches
that stopped the power in all the overhead wiring forever, except
for the circuits for the shop anJ adjoining storage yard. Unit
no. 4108 was used on this special trip, and thus became the last
electric-power surface transit vehicle to operate under wires in
revenue service in Montreal, marking the END OF AN ERA started in
1892, when the first electric streetcar, the Rocket, operated
on the city streets. The lower portion of the AMHERST line was
part of the first electric-car route. It may be interesting to
point out here that it was the first time (and also the last)
that an HTG trolley coach was chartered.
Removal of these electric coaches made four sub-stations
surplus. The structures, dating from the streetcar era, were dis­
mantled and the properties sold. For the period extending from
May 1st, 1965 to April 30th, 196C, trolley coach power consumption
was 12,108,660 K.W. Hours. This figure certainly looks high, if
compared with your domestic consumption; however, it is interesting
to note that for the same period four years later, the METRO figure
reached the 155,804,407 K.W.H. mark!
Montreal trolley coaches were always operated from the
St-Denis Division carhouse. However, a certain. number of vehicles
were assigned to the Mount Royal carbarn for a while, to ease an
acute storage problem at the first location, still filled to capa­
city with streetcars. At St-Denis, the original trolley coach
fleet of 1937 was stored in a section of the carbarn but, as the
fleet increased, the coaches were switched from one building to
A familiar scene for many years along Beaubien Street as no. 4037
picks up passengers along the line. The Montreal area readers
will certainly recognize a well-known showbusiness and TV comedian
among the boarding passenger! The date: April 1953. Photo
courtesy MUCTC transit commission Mr. J.G, Chamberlan.
another and finally left outside, parked in long lines in the stor­
age yard along St-Denis Street and going into the shops only for
routine checks and maintenance. Minor repairs were performed at
the division shop, but the coaches had to be taken to the Youville
Car Shops for major repairs, overhauls, and painting. No doub1e­
wire overhead existed between St-Denis and Youville Depots, or
within the latter complex and all movements of vehicles required
the help of a tow-truck.
The trolley coaches were originally painted an attrac­
tive pale yellow with olive-green trim. After a few experiments,
it was decided to finish them in the colors of the one-man street­
cars: cream with red trim. In the final years of operation, a
modified paint scheme, consisting of an all silver-grey color
above the belt-line, was applied to some units, but others re­
tained their elaborate red trim to the end.
A meet between two Canadian Car transit vehicles as streetcar no. 1942 (a
graduate of 1926) and trolley coach no. 4013 (1947 vintage)~
are travelling on Craig Street at the foot of Serri. The snowy ~
scene dates from 1953. Photo courtesy MUCTC transit commission
Mr. J. G. C h a mb e r 1 an.

Representatives of the postwar class and subclasses at the Depot
St-Denis, a month before total abandonment of system. Note the
inverted windshield wipers on coach no. 4036.
The roomy interior of the CCF/Brill T-44 trolley coach is shown in
this photo. The photo also testifies of the good condition
of the vehicles at the time of their retirement. This particular
coach is our no. 4042.
Lorraine Latour (the authors wife) was among the few persons who
witnessed the retirement of the last trolley coach. She captured
on film THE END OF AN ERA, as no. 4108 entered Depot St. Denis
for the last time, Sunday, June 19th. 1966.
Our trolley coach enjoys a quiet retirement in the company of MTC
1959. one of the last streetcars to run in Montreal.
Montreal trolley coaches were classified in the same
category as streetcars and did not come under the requirements of
the Motor Vehicle Act. They did not have licence plates and oper­
ators were not required by law to have a drivers permit; never­
theless, they always did!
Coach Number 4089 was the first of the group to leave
the MTC, purchased by Autobus Deshaies Ltee, of Deschai110ns, P.Q.
This company planned to convert the vehicle to diesel-electric
propulsion but, after some experiments, the idea and the coach
were scrapped in February, 1969.
Following ~he farew-e-11-tour, a suggestion was made to
the-then Montreal Transporation Commission that one of these vehi­
cles be preserved. The MTC reacted favorably, and unit number 4042
was selected for addition to the comprehensive collection of Mont­
real transit equipment at the Canadian Railway Museum, arriving
there on April 28th, 1967. A model T-44, this trolley coach repre­
sents the type of postwar vehicle that was seen in all Canadian
cities operating electric buses. Built to a length of 35-7, and a
generous width of 8-G (wider than any of the Montreal street­
cars, and the METRO cars), it is powered by a 600v. D.C. -140 H.P.
motor with all propulsion and control equipment by General Electric.
Canadian Car also produced a forty-foot model but the MTC, despite
its heavy routes, retained the first model and its slightly modi­
fied version, the T-44A. In addition to all its fine characteris­
tics, the T-44 was always noted for its comfortable warmth during
our severe winters. (A techinical description and photo of our
trolley coach was published in the June 1967 issue of CANADIAN
RA I L ) .
news of the abandonment of trolley coach operation was
made public, it was also announced that a sale would send 100 of
the units to the Belgian Congo, for service in its capital city.
The agreement failed and the vehicles remained in dead storage for
nearly three months, while efforts were being made to find inte­
rested buyers. It must be remembered that, at the time, there was
not much of a market for used trolley coaches, as compared with
todays renewed interest in this pollution-free vehicle! Through
the Transport Parts Company of Chicago, Ill., a sale was made to
Mexico City, and the same 100 units left the Depot St-Denis during
the fall of 1966, nUlOber 4087 being the last of the group to leave
the property. Taken to the Viger freight yards, they left Canada
aboard Canadian Pacific Railway flat cars. One of the conditions
of sale was that all units were to be delivered in operating con­
dition, and they were! After the long journey that took them
through Detroit, Chicago, St. Louis and Laredo, they arrived at the
Mexico City freight terminal of the National Railways of Mexico.
Each one of them travelled the approximate 10-mi1e distance to the
Tetepi1co Shops of the Servicio de Transportes E1ectricos del Dis­
trito Federal unJer its own power. After having been shopped,
painted, and renumbered consecutively in the 3300-series, the first
30 units entered revenue service on a new 4.78-ki10meter line, Po­
litechnico-Unidad Independencia, October 6th, 1967. A report of
their first day of operation mentioned that they all performed very
well, although two of them, nos. 3306 and 3307 (ex-MTC 4016 and 4017) became a
bit temperamental! The first one overheated at the
peak of the morning rush, while the latter developed a very noisy
rear axle, even elOitting a burning odor; after short pauses, both
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first photo shows some of the buses tightly secured to the
flatcars ready to leave Place Viger, while in the second, CP
RAIL 6622 takes another group to St. Luke Yards and the manifest
freight that will take them south! On their transfer to St. Luke,
they all passed at the foot of the St. Denis property as if they
wanted to say a final good bye!
Far from its AMHERST or BEAUBIEN route, former MTC 4044 glides
along one of the avenues in the Mexican capital.
vehicles went back to work in order to maintain the 5-minute head­
way of the 1 ine. All units were subsequently placed in service,
although it was reported that some were firebombed in the student
riots of 1968. The remaining coaches went through a major refur­
bishing a coupled of years ago, and the STE seems to be most
pleased with them.
Today, the familiar image of the Depot St-Denis has
changed a lot since the trolley coach days. The old depot has
glven way to a new bus garage. Even the installations known as
St-Denis South which housed the old divisional offices were torn
down and a network of connecting roadways was built across the
property. Of course, all yard overhead wires have been removed,
the cannibalized trolley coaches were taken to the Cremazie
Shops, stripped and sold for scrap. Traces of the trolley coach
era have all but vanished from the city. All the vehicles are
gone except for one unit, no. 4067, which is kept by the Montreal
Urban Community Transit Commission. The coach, still in pood con­
dition, is currently stored at the Cremazie bus shops. As for the
trolley coach routes, they have_~een either changed or abandoned,
following the opening of the METRO.
Montreal had the distinction of having operated the first
modern trolley coach system in Canada, and of being the only city
in the Province of Quebec where this type of vehicle was used.
They will be long remembered by the travelling public of Montreal,
even in this era of the METRO and the streamlined diesel bus!
4000 -4006 A.E.C./t4.C.W. 1937 Electric 7
4010 -4049 CCF/Bri11 1947 T-44 40
4050 -4089 CCF/Bril1 1950 T-44 40
4090 -4114
CANADIAN CAR 1952 T-44A 25
Trolley coaches followed streetcars into retirement and
histories, such as the one you have just read, have been repeated
many times in North America until people became conscious of in­
creasing noise and air pollution, especially in large cities. They then remembered
that the bus with the sticks on the roof was
quiet, pollution free and still quite efficient and capable of
moving many people in heavy traffic at a surprisingly good speed.
With Torontos decision to modernize its whole fleet (152 vehicles),
trolley coaches now have not only a past, they also have a future.
Other cities have shown renewed interest in them, and streamlined
electric coaches are currently rolling off the assembly line bound
for Edmonton, Vancouver, San Francisco, etc •.•
In concluding this article, without making any judgments
as to whether or not these fine vehicles were removed too soon, we
may wonder if electric traction wil.l ever return to the streets of
Montr~al. The idea has been brought up at various occasions; how­
ever, only time will tell. If such should prove to be the case,
you will have just read PART ONE of the Montreal Trolley Coach
The year 1977 will see the 45th anniversary of the found­
ing of the C.R.H.A. on March 15, 1932 at the Chateau Ramezey in
Montreal. It is perhaps opportune then to revi ew the structure of
the C.R.H.A. as we enter 1977.
Although the C.R.H.A. was founded in 1932, it was not
until August 22, 1941 that it was incorporated under the laws of
Canada as a non-profit corporation under the name CANADIAN RAILROAD
HISTORICAL ASSOCIATION. The purposes and objects of the C.R.H.A.
were set out in its charter as the coll ecti on, the preservati on,
the exhibition and distribution of information, relics, documents
and other historical matter, relating to railways, locomotives and any
other means of transportation in Canada for the mutual benefit
of collectors of Canadian transportation history. The operations
of the corporation to be carried on throughout the Dominion of
Canada and elsewhere.
I believe that in 1977 we can properly claim success in
meeting the purposes and objects of our Association set out above.
The Association now has six branches and three representatives
across Canada and six representatives in various countries around
the world.
At St. Constant, Quebec, the Association has built the
largest railway museum in Canada if not North America. Our Rocky Mountain Branch
in conjunction with the Alberta Pioneer Railway
Association is building a fine museum outside of Edmonton to house
their growing collection of locomotives and cars. Our Ottawa
Branch has maintained the railway exhibit at the Musuem of Science
and Technology in Ottawa since this museum opened in 1966. Our
Toronto and York Division has developed an excellent railway dis­
play at the Harbourfront Development in downtown Toronto and our
energetic Windsor and Essex Division have started the restoration
of the Essex Station. The Association now owns a collection of
over 125 locomotives, passenger and freight cars and street-cars,
one of the largest collections of its type in the world. Indeed,
we now operate thirteen pieces of equipment or just over 10% of
the entire collection and last year we carried over 15,000 passen­
gers in our vehicles.
We have preserved two railway stations. We possess the
finest collection of artifacts relatin~ to Canadian railways as
well as a large library of books, periodicals, timetables, plans
and other documents relating to railroads in general with a special
emphasis on Canadian railroads. In addition, we have on display at
St. Constant a large operating 0 gauge model railway and many
live steam models of various gauges of railway rolling stock.
The association publishes Canadian Rail which is distri­
buted to over 2,000 readers each month and is Canadas leading
railway enthusiasts magazine. Our branches supplement Canadian
Rail with their own very good publications; The Marker Rocky Mountain
Branch, The Branch Line Ottawa Branch, The Turnout
Toronto and York Division, The Sandhouse Pacific Coast Branch,
and The Semaphore Windsor-Essex Division.
All of the Branches and the Montreal members carryon
local activities such as trips, meetings and discussions, e~c.
Clearly then, all members of the Association can be proud
of the C.R.H.A. as we head into 1977.
In 1976 11e set a new membership record of 1,794 paid up
members. We are slowly approaching our goal of 2,000 members.
This increase can be attributed to the growth of our branches, the
promotion of new members at the Canadian Railway Museum and the
distribution of Canadian Rail through hobby shops across Canada and a
very efficient membership service.
Since January 196R the back page of Canadian Rail has had
the inscription Editor; 5.5. Worthen. Sandy Worthen ~as now
decided to retire as Editor of Canadian Rail and as a director of
the Association effective December 31,1976. A quick review of the
issues of Canadian Rail produced under Sandys careful eye indicate
clearly why this magazine is consirlered the best railway enthusi­
asts magazine in Canada and why Sandy is considered such a top­
notch editor. Sandys term as editor of Canadian Rail was a fit­
ting climax to his long and distinguished career with our Associa­
tion. He first joined the C.R.H.A. as a member in 1941. He served
as Secretary during the years 1947 and 1948, President from 1949
through 1952, lJirector 1953 and 1954, President 1955-1956, Director
1957, Vice-President 1959 and 1960, Director 1961, Chairman of the
Reorganization Committee 1962, Director, Archivist (until 1968),
Liason Officer with Expo 1967 1973, Director 1964-1976, Spokesman
of Museum Commission 1965-1968, Editor Canadian Rail 1968-1976,
+Little can be said about Sandy Worthens contribution to the CRHA
that couldnt be read in the pages of CANADIAN RAIL which he has
edited for the past nine years. Caught in a more relaxful mood by Jim
Shaughnessy back in 1952 we find our EDITOR EMERITUS waiting
for the train.
Branch Liason Officer 1973-1975. He wrote the By-Laws of the
Branches as well as the By-Laws for the Canadian Railway Museum
Commission and he served as the first spokesman of the Commission. Sandy
did a great deal of the work in setting up the Associations
archives and in the acquisition and binding of books and periodi­
cals for the library. On behalf of all of the members of the As­
sociation I would like to thank Sandy for his work on behalf of
the Association. Sandy is truly one of the Greats of the Asso­
The Association was privileged to host this years con­
vention of the IATM. Thanks to the cooperation of the Toronto and York
Division and the Ottawa Branch, this three city conference
was a huge success and brought a great deal of credit to your Asso­
Red Board for Roberval and Saguenays No. 20 as she pulls up to the
Hays Station platform with train to pick up the International Asso­
ciation of Transport Museums delegates. In the foreground is Mr.
John Coiley, keeper of the National Railway Museum, York, U.K. All
photos in this sequence were taken .by our official photographer for
this special occasion Mr. John Welsh of Dorval.
The day might have been grey but spirits were high, here we see
Mr. and Mrs. Gottfried North and their two sons as CN oil electric
15824 prepares to depart for Barrington Station with a full load
of guests. Mr. North is the Director of the West German Postal
Museum at Frankfurt.
All delegates were presented with official Canadian Railway Museum
neck ties. Here we see from left to right; Mr. John Coiley: Mr.
Dieter Hoheifel Secretary of the IATM: Mr. Harvey Lippincott Di­
rector of the Bradley Air Museum located in Hartford Conn.: and
Mr. John Malcolm Director of the Tram Museum of New Zealand ac­
cepting the souveniers of their convention in Canada.
Sunday lunch was provided for the delegates in the Hays Memorial
Archives Building, sampling the goodies from left to right are;
Mr. and Mrs. Donald Storer, Director of the Aeronautical Museum,
Edinburgh Scotland: Mrs. North: Mrs. Gartner, representing the
East German Transport Museum, Dresden: and Carl-Axel Alrenius
Director of the Railway Museum of Denmark. Fo110wing their visit
to Montreal the delegates went on to visit Toronto and Ottawa
being hosted by our local branches on both occasions.
CAN A 0 I A N R A I I. WAY j.1U S E U r1 -ST. CO 1,1 S T /HI T
The number
of paying visitors to the museum fell quite
drastically in 1976 to 24,259 although total revenues were up from 1975 due
to an increase in the admission price. This reduction
was due partly to the teacher strike which reduced the number of
school children who traditionally visit the museum during the
months of May and June and partly to the adverse effects of the
Olympi c Games.
The volunteer members of the Association continued to
work every Saturday during the year at the museum (which is owned and
operated by the Association) and carried out an extensive
clean-up of the museum with excellent results. All materials and
supplies for the museum are now located in one place and more qreen
areas have been created. Trees and shrubs were planted, new drain­
age ditches installed and a new fire hydrant was located between
the two exhibit buildinQs. Over 1000 tons of limestone ballast
were delivered and spre~d on nearly all outside trackage. The ar­
rival of Roberval and Saguenay locomotive number 20 (the first RS-2
built in Canada) was especially timely to carry out this task. The
garage was enclosed and made secure and an emergency lighting sys­
tem was installed in the Hays Building. The restoration of loco­
motives and cars which are not in buildings was continued with
nearly all engines receiving new boiler lagging. A new wood deck
was installed on the Montreal Transportation Commissions electric
crane and the tender of the John Molson was repainted. The museum
loaned the Eaton Toyville Train including track, locomotives and
cars to the Toronto and York Division for use at the Harbourfront
Museum during Christmas and authorized a grant of $5,000 to this
Division to help carry out restoration of the equipment at this
museum. The Rocky Mountain Branch was loaned a pneumatic spike
driver to help with the completion of the track work at APRA Park
in Edmonton. The museum loaned pictures and artifacts to the
Winnipeg Art Gallery for a travelling display in the West as well
as pictures to the McCord Museum for a display in Montreal. Nego­
tiations were started with CPR to acquire running rights over one
mile of the CPR Candiac Spur next to the Museum property and a
request was made to the National Museums of Canada for a $3.8 mil­
lion grant to permit the orderly expansion of the Museum at St.
Con~tant over the next five years.
It is clear that the time has come to hire a permanent
director for the Canadian Railway Museum to care for the day to day
operations of the museum, to coordinate the activities carried
on in the museum and to promote and advertise the museum. The
Canadian Railway Museum has reached the ranks of the great mu­
seums of Canada and now deserves to have professional manage-ment
in its day to day operations.
It has been my privilege to act as your President
during the past five years. I have decided not to seek office
as President this year due to the demands of my expanding family
although I shall stay on the Board of Directors of the Associa­
tion. I have enjoyed my years as President and I would like to
publically thank my fellow directors for their help during this
period. I would also like to thank you, the members of the As­
sociation for your continued support of the purposes and objects
of the Association and the activities of our branches.
C. Stephen Cheasley
uUSlness car
States which own or lease operating railroads. New Hamp­
shire has leased that portion of the Maine Central Rail­
road which runs for 23 miles from North Stratford (connection with
the CN s Grand Trunk), through Colebrook and West Stewartstown, New
Hampshire to Beecher Falls, Vermont. This isolated portion of the
MeC, the victim of severe wash-outs about two years ago, has been
re-incorporated as the Stratford Railroad Company and service will
be provided, as required, by the Maine Central. Chief beneficiary of
this arrangement is the furniture factory in Beecher Falls.
would increase commuter fares by 11% effective 01 February
1977. Another, even more surprising statement followed.
The commuter division of Canadian Pacific Limited said that it would
reduce the number of passenger cars on its Montreal West Island com­
muter service by 15, effective 24 April 1977. These 15 cars are, in
fact, RDC Dayliner cars and CP RAIL said it intended to reorganize
its commuter services around a remaining 49 non-powered coaches,some
of them bi-levels, and 7 diesel units assigned to this service. This
reorganization would reduce passenger-carrying capacity by about
Mr. A.R.Campbell, General Manager of Passenger Services for CP
RAIL said that if financial relief was not forthcoming from Canadas
federal government, a further reduction in commuter services would
be necessary in 1978.
Canadian National Railways, which also planned to raise
commuter fares on 01 January 1977, was obliged to roll back
effective date of the increase to 01 June 1977, following a
audible public outcry.
conjunction with McClelland and Stewart Limited of Tor­
onto, published a book titled The Railway Game. A press
r~p~rt said that the book was produced under the editorial super-
v~s~on of Carleton Universitys Institute of Canadian Studies.
Professor Lukasiewicz was described as an internationally known
engineer by the Toronto Globe & Mails John Marshall. But the com­
parisons which Professor Lukas~ewicz makes are a little strained, to
say the least. Students of railways world-wide may be puzzled by the
Professors recitation of statistics pertaining to European and Uni­
ted States railways and their comparison with data from rail opera­
tions now at least two years out of date.
Nevertheless, Professor Lukasiewiczs opinions attracted the
attention of Minister of Transport Otto Lang, who asked both CN and
CP RAIL to provide written critiques of the books concepts. Mr. Lang
also asked Mr. Robert Potvin, a MOT public relations man, who has
been with the ministry about one year, to prepare a written evalua­
tion. Mr. Potvin told the Globe and Mails John Marshall that he had
not read the book, but he had talked to some people who had. He then
gave the departments views verbally.
Mr. D.E.Todd, CNs Manager of News Services, endorsed the books
aim of promoting public awareness and debate about the subject. He
also replied to many of the statements made and data cited as factual,
insofar as this was possible. Mr. Robert Rice, Assistant General Man­
ager of Public Relations for CP RAIL, did not bother to say anything
nice about The Railway Game, according to Mr. John Marshall. Ac­
cording to a report published simultaneously (January 04, 1977) and
written by John Marshall, CP said that Professor Lukasiewicz used a
chain of non-sequiturs to build his case and suggested that when the
Professor talked about subsidies to railways, he really should be
talking about subsidies to the users. In an aside, CP remarked that
the Professor appears to have a solution looking for a problem .••
As might have been expected, one of the key arguments in the
Professors book is that nationalization and unificationof Canadas
major railways is necessary, a proposal which has appeared ad nauseam
in publications about Canadas railways.
CNs response was that this solution does not account for the
benefits of commercial competition nor of the problems which could
stem from increased governmental control ••• including the likelihood
of greater costs to the taxpayer. Hear, hear~
CP insisted that there is now genuine competition and that full
compensation for losses on passengers and grain would provide the
kind of return on investment that would attract money for moderniza­
The Professor argued that there is no competition, so unifica­
tion is logical and that,because private capital cannot be raised for
modernization, it must come from the government under nationalization.
It is regrettable that Professor Lukasiewicz and McClelland and
Stewart Limited seem to have done very little towards the reasoned
resolution of an argument which has been raging for lo~ these twenty
years. On the other hand, in the words of the Rabbi, Without argu-
ment, no progress: S.S. Worthen.
are destined to be with us for quite some time yet. Can­
adians got their noses rubbed in it again, when Canadian
National Railways announced on 20 January 1977 that they had applied
for an increase in intercity passenger train fares by an average of
5%, effective February 01, 1977.
I n fa c t , the far e hi k e w 0 u 1 d be 1 -8% (1.0 to 8.0%) de pen din g 0 n
the date and area of travel. Charges for sleeping car accommodation
and meals were also adjusted to provide the same 5% overall in-
crease in revenues from these services.
Here are some nitty-gritty details of the proposed fare hikes:
From To ~ January,1977
Montreal Ste-Foy Coach Red $ 8.50
Montreal Ottawa 6.00
Montreal Toronto 17.25
Montreal Halifax 33.00
Montreal Vancouver 97.00
$ 9.25
In justifying the requested increases, Mr. Garth Campbell re-
minded the Canadian Transport Commission that wage costs had risen
by more than 8% since CNs last fare increase in February 1976.While
this is irrefutably true, it does not make the planned fare in­
creases one whit more palatable to the travelling public.
slightly antique but locally famous building between King,
Wellington, Simcoe and John Streets in Toronto. The crews
were demolishing the landmark to make way for the new Massey Hall
complex, without doubt a desirable undertaking. In 1914, the build­
ing was constructed as the general offices of the Dominion Express
Company, a subsidiary of the Canadian Pacific Railway Company. Later
on, in 1926, it became known as the CP Express building.
Because it once shared the King-Simcoe intersection with a ho­
tel, a school and St. Andrews Presbyterian Church, the corner be/
came known among early Toronto residents as Education, salvation,
damnation and transportation.
In 1977, demolition will require about 34 weeks.
in the Maritime Provinces, Canadian National Railways sh-
. op forces at Moncton, New Brunswick, have modified a num-
ber of RS 18 /DL 718 units to an A-1-A+A-1-A wheel arrangement from a
B+B configuration. The six-wheel trucks, which spread the diesels
weight over more axles, were salvaged from obsolete RSC 13s and RSC
24s; the rebuilt units have been derated to 1400 hp.
Details on renumbering/rebuilding are as follows:
New road
3843 3844 3845 3846 3847 3848 3849
3853 3855 3857 3858 3859
3861 3862 3864 3865 3866 3867 3868
3870 3871 3872 3873 3875 3876
Former road
1750 1751 1752 1753 1754 1755 1756 1757
1758 1759 1760 1761 1762
1764 1765 1766 1767 1768
1770 1771 1772 1773 1774 1775
1726 1725 1733 1700 1702 1801 1712 1800
1719 1724 1705 1701 1704
1715 1731 1734 1708 1710 1803 1728
1723 1722 1706 1721 1709 Outs hopped
AUG 1975 02
JUN 1976 24
OCT 1975 27
MAY 1976
10 JUL 1975
01 OCT 1975 05
DEC 1975 19
MAY 1976
NOV 1975 23
APR 1975 27
JAN 1976 04
MAY 1976 25
FEB 1976
04 JUL 1976
10 DEC 1975 17
DEC 1975 27
JUN 1975
31 MAR 1976 14
NOV 1975 24
MAR 1976
APR 1976 30
OCT 1975
18SEP 1975
21 NOV 1975 20
AUG 1975 14
APR 1976
3877 1776 1730 17 OCT 1976 3878 1777 1711 07
APR 1976 3879 1778 1718 09
MAR 1976
1779 1717 12
MAY 1976 3881 1780 1729 24
SEP 1976 3885 1781 1732 24
DEC 1976 3886 1782 1703
07 OCT 1976 3888 1783 1707 14
JAN 1976
3890 1784 1716
05 SEP 1976 3891 1785 1727 16
FEB 1976 3892 1786 1714 28
NOV 1976 3893 1787 1713 27
AUG 1975
These 38 modified units are assigned (Nos. 3843 through
3849) to Charlottetown, P.E.I., (Nos. 3852,53, 55, 57-59, 61, 62, 64-
68) to Moncton, N.B. and (Nos. 3870-73, 75-81, 85-86, 88, 90-93) to
Halifax, N.S. The information and photograph are from Pierre Patenaude.
The photograph is from the collection of Mr. George Parks.
had made a New Years resolution that the property just
had to operate in the black: Early in January, Morrison­
Knudsons manager delivered the ultimatum that either the State of
Vermonts Transportation Department would pay for the upgrading of
the line to Class II (25 mph) standards by the end of the summer or
M-K would decline further involvement. Currently, the speed limit
(if it can be so described) on the line is 8 mph and M-K management
feels that upgrading it only to Class I (10 mph) standards would be
futile. The States Transportation Departments plan did not project
Class II upgrading to be complete until 1983, which, apparently, is
too distant for M-K.
Meanwhile, the VNR is operating four ex-Long Island Rail­
road units that Rail Traction Corporation was storing at ihe Delaware
& Hudsons Colonie Yard lost summer. We thank THE CALL BOARD of the
Mohawk & Hudson Chapter, NRHS, for this latter information.
taking pictures in Ottawa Station and on the north side
of the Ottawa River. On 29 December 1976, Ken took the
accompanying night shot of Canadian National Railways Train 49, the
Cavalier in Ottawa Station, about to start its run to Toronto at
23 55. Ken calls our attention to the VIA monogram on unit Number
6763, a MLW FPA 4, surprising because the Company had intimQted that
these units would not carry the VIA logo.
The. next night, at 23 50, CNs Train 1, the Super Continental,
was ready to leave Ottawa for Winnigeg, Edmonton and Vancouver. The
thermometer registered a frigid -25 C.
with the cOllling of the New Year, Ken caught CP RAIL $ are train
Nu.ber 51, thundering across the wooden trestle on the Hilton Mines
spur from ~ileage 33.7 an the Waltham SiD southward to end of track
at Bristol Mines, 4.7 miles. The two units an the head-end scattered
the newly fallen snow in all directions, as they ru~bled over the
trestle on 05 January 1977.
No. 4021 at Craig & Berr;. Harch 18. 1953.
Canadian Rail
ISSN 0008 -487.5
is ptbished monthly by the
Canad … Railroad tis!oricalAssocialioo
Editor;5.5.-.tlen Production;P.-Uphy
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