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Canadian Rail 313 1978

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Canadian Rail 313 1978


Early on the morning of July 3,
1057 was caught in the process of assembling the sesquicentennial excursion
train alongside the
Speed River in Guelph, Ontario.
A little later in the day at
Goderich, Ontario 1057 is seen crossing the Maitland River Bridge
on one of the three side trips to
ISSN 0008 -4875
Published monthly by The Canadian
Railroad Historical Association
P.O. Box 22, Station B Montreal
Quebec Canada H3B 3J5
EDITOR: M. Peter Murphy
LAYOUT: Michel Paulet
L. M. Unwin, Secretary
1727 23rd Ave. N.W., Calgary Alberta
T2M lV6
D. E. Stoltz, Secretary
P. O. Box 141, Station A, Ottawa, Ontario
K1N 8Vl
R. Keillor, Secretary
P. O. Box 1006, Station A, Vancouver
British Columbia V6C 2Pl
C. K. Hatcher, Secretary
P. O. Box 6102, Station C, Edmonton
Al berta T5B 2NO
J. C. Kyle, Secretary
P. O. Box 5849, Terminal A, Toronto Ontario
M5W 1 P3
R. Ballard, Sr., Secretary
300 Cabana Road East, Windsor,
Ontario N9G lA2

KennethAw.Gansel· ….•…•……
Steam alld the
July 3rd (1977) marked the 150th anniversary of Goderich,
Ontario and also Guelph. Both towns arranged for a steam train ex­
cursion from Guelph to Goderich and return to celebrate the event.
Goderich is located on the shores of Lake Huron and is known for
its salt mine and harbour, this is the story of the excursion.
I arrived at Guelph at 7AM after departing from my home
in Niagara-on-the-Lake at 05:30. But still in time to see Credit
Valley Ry. steam engine 1057 (ex CPR) being coaled and watered.
The train was scheduled for a departure of 08:30 and it was moved
to the station at 08:00. This made for a rather nice photograph
of the train along the Speed River (which flows through Guelph)
wlih the;/train reflecte-din the still ivater aiJd morriillg light and as a
background the City of Guelph. I departed from Guelph short­
ly thereafter as I wanted to get a head start on the train and
pick out some good locations. Having chased 1057 on a trip to
Elmira some years back I was not totally unfamiliar with the area.
The location I picked was at Zebet Corners at the Grand
River as 1057 came speeding past I knew the chase would be on.
After passing through Elmira (well in excess of the local speed
limit) and thinking that on a Sunday morning no selfrespecting con­
stable would be working a radar trap as all I had seen that day were
horse drawn buggies with the Amish going to church.
The next stop was just West of Elmira at Wallenstein
where there is a trestle over a small valley of the Conestoga
River. After that point the railway line of CPs Goderich Sub­
division no longer followed the highway (#86) so it was the down
and over concession road routine to get over to Milverton where
the first water stop was to be held. After Milverton it was clear
sailing if you call being in the middle of a motorcade of railfans
on a dirt road going anywhere from 60 to 120 Km/h Clear! Well
having my fill of that I exited at McNaught for the 3rd photo loca­
tion of the trip, the line now passing through a rolling country
side dotted with farms.
The next water stop was to be at Blyth. A community which was
built as a water stop in the days of steam as there is
a stiff grade from Goderich uphill to this point. In fact the
water tank is still in use as part of the towns supply. However, due
to the mob of people, Blyth too was celebrating sesquicenten­
nial, I passed that up for a more remote setting on the Maitland
River near Auburn about 10 miles from Goderich. The area around
the Maitland River takes on the looks of the badlands of Alberta,
Credit Valley (Ontario Rail) Private car 200 (Temagami) is being
Armstronged around the turntable at Goderich for the return trip
back to Guelph and the completion of a very successful July 3
Sesnuicentennial Celebration, 1977 style. All photos courtesy
of the Author.
not as dry but lots of land which has been eroded by rivers. I
knew that this would be my last shot until the train made Goderich
as the back roads in the area had the same appearance as the land,
The CPR line enters Goderich on a very high and long
trestle over the Maitland River and then winds down the cliff to
the level of Lake Huron and a very classic station still stands
at Goderich (still in service). There must have been about 3,000
people in the station area waiting for the arrival of the steam
excursion from Guelph now some 70 miles away. After a number of
speeches by local government people the engine and private car
TEMAGAMI were turned on the manual turntable.
The private car was turned first on the turntable, how­
ever it almost didnt. The rear steps hit the lead track structure
and the ORA (Ontario Rail Assoc.) members who operated the excur­
sion for the town of Goderich thought the car just might return to
Guelph backwards. Finally they were able to overcome the obstruc­
tion and turned the car. Next the engine was turned without any
difficulty, mind you, it was a hand operated turntable which has
not seen much use.
For the rest of the afternoon, there were three side
trips from Goderich to McGaw a point about 8 miles East of Goderich
t h i-s was to· all ow .. ,t,o w n s . p.a-o P 1 c·,to V i eif the r~ a it;la n d Ri:e r f rum-the
bridge. At McGaw the engine was run around the train in the siding
and backed the train to Goderich.
As 18:30 was to be the departure time however, as steam
trips go, there was a slight delay of about 45 mins. I was wait­
ing at Blyth at the old tunnel, local folks call it the bore.
Finding a tunnel in Southwestern Ontario is something of an oc­
casion. The tunnel was about 50 ft. in length and above was the
disused road bed of the CR line which went from Clinton North
to Blyth and on to Wingham, the roadbed was wide enough for two
tracks. I will assume that when built by the Grand Trunk they
foresaw to allow for a double track line. This tunnel gave the
area a feeling of a line on the British Rail somewhere in England
along the Northeast coast where the line pops in and out of such
As it had started
decided to wait on the West what
was to be the last sho
sary of Goderich.
to rain and the evening was at hand I
side of Blyth for the excursion. and
of the day, marking the l50th anniver-

· I
by S.S.Wocthen
og~aphs by Sebastien Jacobi
and Pete~ Willen.
Text by Sandy Worthen
Photographs by Sebastien Jacobi
Through the kindness of M.Sebastien Jacobi, Information and Public
Relations, Chemins de fer federaux suisses, we present herewith
four views of the light-rail vehicles which are being built in
Switzerland and Canada for the Toronto Transit Commission to the
designo of the Urban Transit Development Corporation of Toronto
In the first of Mr. Jacobis two pictures, the second unit
to be constructed and temporarily numbered 4001, was photographed
in the terminal station at Orbe, 473m above sea level. The 26 metre­
in-4-km climb from Chavornay requires some gradients of 2.5% or
1 in 40.
Tile prototype vehicle, tile first of a group of ten to be built
by the Schweizerische Industrie Gesellschaft (SIG) of Heuhausen,
Switzerland, was sent to Vienna (Arsenal) in late summer, this
year, for testing in the climate chamber of the Union inter­
national des chemins de fer (UIC). This chamber duplicated the
temperatures expected to be encountered in operation in Toronto,
during the cold, Canadian winter.
The second tramcar was sent to the Orbe-Chavornay Railway, a 4-km,
700-volt d.c., private standard-gauge line in the foothills
of the Swiss Jura, south of Lac Heuch~tel, late this summer. The
scheduled tests on the single unit were completed in September/
October and M. Jacobi, in his letter, noted that he had ridden in
the unit at speeds of 80 km/hr. The riding qualities of the car
were extremely good; acceleration and deceleration were remarkably
smooth and there were no jerks or jolts.
It is interesting to note that the Orbe-Chavornay Railway,
which links the town of Orbe with the main line from Geneva/
Lausanne to Yverdon, Ileuch~tel and [Jasle/Zurich, was the first
standard-gauge railway in Switzerland to enjoy electric traction
from its opening to traffic in 1894. However, it should be re­
membered that the OC is purely a local line with no main-line
characteristics, so this electrification, albeit early, cannot be
consider~ as Significant. The first electrified railway in
Switzerland was opened in 1838 between Montreux-Chillon and Vevey (9 km), on
the shores of Lac Leman, while the first main-line
electrification was from Bergdorf to Hun (52 km) in 1899.
The second picture shows tram number 4001 on the OC main
line, above the volley of the Orbe River. The wiring toped to the
exterior of the vehicle is for test purposes. One wonders about
the impact of the route-sign UTDC on the citizens of the region.
Mr. Jacobi took both the above pictures on September 28, 1977 a most
memorable Wednesday in this part of Switzerland.
In October, 1977, the prototype light-rail vehicle was re­
turned from Vienna to Chdvornay for testing in multiple-unit
operation I/ith ullit r~umber 2. These tests were completed early
in November. All of the tests were conducted on the OC Railway,
which had been leased by the UTDC/SIG for this purpose, without
disruptillg significantly the normal traffic on the line.
At the time this report was written, it was hoped that trans­
port arrangements could be made sufficiently rapidly to permit
them to arrive at Toronto by ship before the close of navigation.
Should this prove impossible, the two light rail-vehicles would have
to be off-loaded at Halifax or Saint John and carried onward
by ra i 1 •
A few weeks later Herr Peter Willen snapped a pair of cars
in the yards of the Orbe-Chavornay while a native switcher and
passenger motor 100ked on. It would appear the UrDC cars were op-•
erating in MU although this was not confirmed.
On October 13, 1977 Peter Willen of Berne caught 4001 em­
erging from the protective shed for another day of trials. Our
thanks to Mr. Jacobi and Willen for sending these interesting
pictures to Canadian Rail.

…. , .•… ,.~
•…• i!: ••…•..
. , .-, I – –:-
. . . -. ~ . -.. -: ..
. . -. . ~. ~,
by John Welsh
Headquarters in four centres -Via Ontario in Toronto,
Via West in Winnipeg, Via Quebec in Montreal and Via
Atlantic in ·loncton. All regional offices will be headed by
vice-presidents: A.R. Campbell in Toronto, coroling from CP Rail;
H.F. t~urray in Winnipeg, J.L. ~oisan in 110ntreal and A.W. Raftus
in Moncton, all three from C.II.
On January 13,1978 the largest contract for Canadian Railway Equip­
ment awarded in 10 years was signed by Bombardier-MLW Ltd. of Mont­
real. This marks the first equipment order for VIA RAIL CANADA also.
Following the signing of the final documents for the purchase of
22 locomotives and 50 coaches of the LRC type congratulations were
exchanged all-round. From left to right we see Mr. J.F.Roberts,
President of Via Rail Canada; The Hon. Jean-Pierre Goyer, Monister
of Supply and Services, Canada; Laurent Beaudoin, President Bombardier­
MLW Ltd.; and John Byrne, Senior Vice President, MLW Industries Div­
ision of MLW Bombardier Ltd.
Via Atlantic covers the four eastern provinces. Via Quebec
handles operations in the province of Quebec plus Montreal­
Ottawa services. Via Ontario covers that province except
Montreal-Ottawa. Via ~~est handles the four western provinces as
well as the transcontinental trains.
In an interview published in the Toronto Globe and Mail,
Dec. 31/77, VIAs J. Frank Roberts is quoted as saying that Rail
patronage has increase 10 per cent since Via took over marketing
of passenger services in June, 1977. The following quotes from
the interview disclose changes in earlier plans:
Starting June 1, one (transcontinental) train will originate in
Montreal, using CN tracks to Uorval, s~itching over to the CP
line for the journey through Ottawa to North (jay, where it will
switch to the CN line, travelling through Capreol to Winnipeg
and then taking the northern route over CN lines through Saskatoon
and Edmonton to Vancouver. To accommodate passengers from
Toronto wanting to use this train, two or three cars will be at­
tached to the Ontario Northland train that now leaves Toronto
each evening. Passengers wi 11 be transferred to tile transcon­
tinental train at North (jay. The second transcontinental train
will leave Toronto on CN lines for South Parry (Parry Sound) where
it will cross over to CP lines for the journey through Sudbury
to Winnipeg and along the southern route over CP lines through
Regina and Calgary to Vancouver. To accommodate passengers from
points east of Toronto -including the Atlantic Provinces -who
want to use this train, two or three cars will be attached to the
Rapido trains now operating between Montreal and Toronto. These
cars will be attached to the transcontinental train at Toronto.
The full change, as approved by the Canadian Transport Commis­
sion, will come Sept. lS, when a transcontinental section will
1 e a ve 1·10 n t rea 1, t r a vel 1 i n g 0 ve r Cil t r a c k s toO 0 r val, s ~I i t chi n g
to CP 1 ines for the trip through ()ttawa to Sudbury. A second
section will leave Toronto over C,I lines to South Parry, changing
tot h e C P 1 i net 0 Sud bur y, w her e the t ~ 0 t r il ins wi 1 1 be con sol i –
This is how the LRC trains will look when painted up in the VIA
colors. Unlike present paint schemes, vertical rather than horizontal
yellow striping will be used. VIAs basic colors are dark blue and
yellow. Photo courtesy VIA RAIL CANADA.
Already the bold n·ew VIA colOr~ are finding tlieirwoy acro:ss Canada,
65,24 has. ao al1ye.ll.ow: ryos,e with dQrk bLu,e YIAletters. Sides are .
j list the .. opposite dark blue 9v~lall witl:i extra. large VIA, inscr~ption
in yellow •. Photo cOurtesy VIA RAIL ,CANADA. , ..

It will proceed from SudGury as one train over CP tracks
to Winnipeg where it will be split again. One train section will
run tilroush Saskatoon alld Edmonton to Vancouver over Cli 1 illes.
The other section ~,ill travel from Hinnipeg over CP lines
through (to?) Vancouver.
Via Rail will use the Montreal-Ottawa inter-city services as part
of an experimental rail operating linking Quebec City, Montreal
and Toronto. The LRC trains will be put into service on this run
when they arrive ••• The federal Department of Transport had earlier
announced the operation of an experimental service between Quebec
City and Montreal but Via Rail wants to extend the experimental
operation to include Otta~,a as well. ••• IJo decision has been made
yet about the runs the new trains will be used on after the expe­
rimental run proposed between Quebec City and Ottawa. However,
their introduction, plus the addition of the refurbished dayliner
rail cars -which can be attached together into three-car trains­
will enable the new rail corporation to examine a number of inter­
city routes not only in central Canada but also in the West and
the ilaritime Provinces.
The previously-announced choice of CP Rails Quebec City­
Montreal line for a ~30-million upgrading as the basis for an im­proved
service by VIA has drawn public opposition. For example,
many letters-to-the-editor of Montreal newspapers have appeared.
VIAs J.F. Roberts responded ~,ith his o~n letter to The ~lontreal
Star, priroted January 6/7b. lie said, in part:· It is alleged that
service should be concentrated on the Canadian National lines be­
cause of their superior condition and that this initiative will un­
duly favor the CP shareholders. VIA intends to operate its trains
from the CP station in Quebec City uSing the CP line through
Trois-Rivi~res to Montreal.
Just the opposite to the dominent blue color being opplied to con­
ventionol possenger equipment, yellow is dominent on the Turbo
with complementory blue striping ond insignio. While more visible
the Turbos colors moke it olmost impossible to keep cleon.
Photo courtesy VIA RAIL CANADA.
The service will then utilize the CN
line through the Mount Royal tunnel to Central Station, then, over
the CN line to Vaudreui1 where we will cross over to the CP line
and utilize this route through Hudson to the Ottawa station. It
is planned that this new route will be iMplemented in the sprino
of 1979 and the reason for this VIA move is quite simple -these
lines ~1i11 provide the population with better train service … VIA
is not an organization to protect vested interests whether they be
Canadian National or Canadian Pacific or any others. VIA intends,
will and is empowered to use the facilities that are required to make
VIA services as attractive as possible ••. The CN line be­
tween Quebec and Montreal and Montreal and Ottawa forms part of
the CN transcontinental system and therefore is used for a consi­
derable number of freight services each day, while the CP line be­
tween Quebec and Montreal is a local line with fewer freiqht ser­
vices. The CP line between Vaudreui1 and Ottawa was constructed
for passenger services and is now being used on a daily basis by
one passenger train in each direction. In the 10nqer term, high
speed trains will be required in this territory and from a techni­
cal assessment of the lines available, the CP lines that VIn has
chosen are less expensive to upgrade.
An additional slant on the above is found in a Montreal
Star article by Patrick Finn (January 11/78) under the headino
VIA faces problems. In this we read that work (i.e. on th~
improvements in the CP line between Montreal and Quebec City) is
still in the planning stage, VIA officials report. Since the job
is being done for the benefit of VIA, the organization wants to
make sure that it will be done properly.
Pierre Patenaude caught the broadside paint scheme in this shot
of units 6540 and 6524. During this intermediate period of paint
change over the newly painted VIA unit is always leading if at
all possible in a multi-unit lash-up.
Whats It All About?
S.S. Horthen
Time was when you were young and reasonably well-behaved
for at least the last quarter of the year, you could expect to
find under tile Christmas tree a big coloured picture book about
trains. Later, when you learned to exercise, very diplomatically,
a little gentle persuasion, it was usually possible to influence
a parent or close relat,ive to make you memorable books by the late Lucius Beebe and his adept colleague,
photographer Charles Clegg.
If the Beebe-Clegg combination did nothing else, it
popularized and most successfully comMercialized the first coffee­
table type books about railways. They were mostly published by
Howell-North and were almost exclusively North American. More
specifically, they included glimpses of many hidden corners of
the United States of America, with occasional momentary excursions
into mysterious neighbouring countries such as Canada, Mexico and Vermont.
What Howell-North and Kalmbach started, the competition
domestic and foreign was quick to emulate and collectors of books
about railways round the world were soon bedazzled by luxurious
productions in black-and-white and colour from publishers in
Switzerland, Czechoslovakia, Italy and Japan. The colour plates
proliferated and improved from opus to opus and country to
country, until the achievements emerging from Switzerland and
Japan, albeit confined with a few minor exceptions to the railways
enthusiast anywhere could reasonably require.
And then publishers in the United Kingdom of those
LARGE books about the worlds railways, being in the meantime far
from idle, discovered the capabilities of the printers in the
crown colony of Hong Kong and it was a whole new publishing game.
And that brings us to the subject of this dissertation:
Pictorial lIistory of Trains, authored by David S. Hamilton,
published first in 1977 by Octopus Books Limited, Grosvenor Street,
London Wl, England and produced by Mandarin Publishers Limited of
Westlands Road, Quarry Bay, Hong Kong.
who proposes to review this book with its mul­
titude of colour illustrations had better keep his thesaurus handy
to provide a continuous supply of superlatives. Please do not be
put off by the colour shot of
Old il u r:1 be r 40 by [3 a 1 d 1·1i n 0 f
Philaddelphia in Hl81 on the front
of the dust jacket. ~or should
you wince at Number 464 of the
Denver & Rio Grande Western, a
narro~l-qague 2-B-~, on the back
of sa~e. The front and rear end­
pap e r s wi 1 1 cat a fl u 1 t the viewer
into the latter half of the
Twentieth Century with the
slipflery celerity of a gas-turbine
driven four-car trainset of the
French National Railways.
The tempo being established,
the author and publ i sher press on
without a backward blink.
A splash of orange, white and
black is StlCF TGV 001 at speed;
a mass of red and black is a die­
sel unit of the German Federal
Railways (DB) whisking the Stutt­
gart-Milan express over a concrete
bridge spanning the River Necker.
This is only the beginning.
The first portion of the book is titled Eutope and, al­
though the first country alflhabetically is usually Austria, this
time it is France. Where Hamilton and Octopus got those remarkable
colour transparencies, Heaven only knows, but get them they did.
While .not everyone will recollect the glory of the Chapelon Pacific
and the Baldwin/ALCO/f10ntreal 141 R ~1ikarlos, no one can fail to be
impressed by their preservation in colour. The planned development
of the electric locomotive is satisfactorily recorded: B-Bs and
C-Cs, 25,000 v ac, polycourant, 1 ,500 v dc, 3,000 v dc, capable
of running all the way from Paris to Bruselles, Amsterdam, Basle
and other capital cities.
After France, West Germany, succeeded helter-skelter by
incomparable Switzerland. There follows a sampling of Austria;
following the pictures, the main body of the text begins, des­
cribing the development of the railway, perforce principally in
England, from 1830 to 1875, by which time most develofling countries
in the world had a few miles of track, albeit of varied quality and
More than a little mention is made of transcontinental
railroads in the United States; the Far West mystique is of per­
ennial interest to the UK/European reader. The drawinos of famous
first locomotives, interspersed with more drawings of ~arly four­
~heel and bogie carriages (North Americans read coaches) are done
in orange, a refreshing change-off from the beautiful colour pic­
And so we arrive willy-nilly in Nineteenth Century Great
Britain, the very cradle and nursery of the steam-operated railway.
More drawings and illustrations, as well as a suitable amount of
well-written text entertain the reader.
More marvellous illustrations are presented in the sec­
tions on Iberia (Spain & Portugal), The Low Countries (Belguim and
The Netherlands), Scandanavia (Norway, Sweden and Denmark), Italy
and Turkey. Separating the UK with its HSTs and APTs from the
BEHELUX countries with their TEEs is another dollop of text des­
cribing The Golden Age of railways from lBn to 1914, followed by
four pages on Diesel Traction. Being an unconverted ste~m loco­
motive enthusiast, I regret to say that I have not read thlS part.
But the pictures are interesting:
Indian Summer: 1914-1945 refers to the fine flowering
of railways rejuvenated around the world after World War I and
during World War II. A section on electric traction ensues, pro­
viding the reader with a comprehensive evaluation of this form of
Passing page 126, the readers attention is directed to
the railways of the subcontinent of India and the Islands of Japan,
the former region being one of the last bastions of steam-locomo­
tive operation in the world. Like India and Pakistan, Australia
has an extraordinary variety of gauges, both wide and narrow, and
illustrations excellent both as to quality and variety provide the
reader with a glimpse of the railways of these countries. After
Australia, the Republic of South Africa, whose railways of varying
gauges provide many and startling contrasts.
But shall the USA never appear? Yes, it will, but first
there is another increment of text on the development of railways
since 1945 (World War II). This portion introduces the reader to
first-generation diesel-electric and diesel-mechanical engines.
There is also a portion on electric locomotives of various volt­
age,s and pha ses.
And then, on page 177, the UNITED STATES. Eight-wheelers
in steam at Promontory; Mikados in colour at Alamosa, Cumbres, Durango and
Silverton, in the days when steam was the only game on
the Rio Grande. Steam on the Union Pacific flanked by a shot of
an oversized Centennial plus three road units on a freight at Weber Canyon,
Utah. An A-B-B lashup on the DIRGs Rio Grande Zephyr at
Grand Junction, Colorado shares a page with an AMTRAK A-A on the
San Joaquin pausing at a station somewhere in sunny southern
Cal ifornia.
To conclude this remarkable presentation, a section on
Canada has been included. There are eight colour pictures, the
largest featuring Canadian Pacific Railways HUdson-type steam lo­
comotives Number 2471 coming out of Windsor Station, Montreal in
April 1952 with an afternoon commuter and Number 2860, labeled
British Columbia on the Squamish Flyer at North Vancouver,
B.C., date unspecified.
Canadian National Railways are represented by a picture
of 4-8-2 Number 6043, displayed in Assiniboine Park, Winnipeg,
Manitoba, an arctic, insensate memorial, and an unidentified 4-8-4
double-heading behind 2-10-2 class T-l-c Number 4024 coming up the
hill to Oanforth out of Toronto Union with a heavy freight. Of
Algoma Central, British Columbia Railway and others, there are
are other, numerous and more noticeable interna­
tional omissions. South America -all of it -is mentioned once
in a sentence at the top of page 86. Mexico is nowhere to be
found; neither are Poland, Bulgaria, Rumania, Jugoslavia or Greece.
Egypt and other North African countries have been missed and the
Peoples Republic of China and New Zealand are absent.
Good grief, Charlie Brown, theres a limit to what you can
include in 192 pages!
David Hamilton and Octopus nooks have worked a minor
miracle in presenting some excellent colour pictures of many rail­
ways of the world. To expect more would border on presumption.
Pictorial History of trains
by David S. Hamilton
192 pages, 32 cm x 24 cm
hard covers with dust jacket
$9.95 at your favorite bookstore
Pumping courtesy of 5.5. Worthen.
A little while ago, or pretty soon, depending on when
the epic is prog,rammed for publication in this journal, youwill
have read -or will read -an appreciation of one of those REALLY
BIG coffee-table decorations published by Octopus Books Limited
(London Wl) and produced by Mandarin Publishers Limited of Quarry
Bay, Hong Kong. This first compendium about railways round the
world was a real blockbuster and was heartily -or almost -re­
commended by the reviewer.
Not so for the present EilCYCLOPEDIA OF RAILWAYS, pro­
duced by the same publishers, under the general editorship of
0.5. Nock, accomplished English writer about railways, past pre­
sent and future, and with a foreword by John Coiley, Keeper of
the British National Railway Museum at York, England. While the
present ENCYCLOPEDIA is a larger and more flambuoyant volume,
weighing almost 3 kg (51) medium-dry and selling, according to a
local authority for ~19.95 (Syst~me Canadien), this reviewer re­
tained a vague sensation of disgruntlement, even after the tilird
readi ng.
It is logical that 59% of this disgruntlement arises
from the size, prominence and quality of the coloured pictures,
although probably not in that order. The first characteristic is
a personal preference: rather larger and fewer than smaller and
more. Picture prominence is something else: if its a picture
book, larger and more pictures. Inasmuch as this is an encyclo­
pedia, it looks like the reviewer will just have to accept more
text and fewer -and smaller -coloured pictures. At least,
many of the illustrations are in colour, albeit not too sharp and
of a strange composition. One would have thought that, by tilis
time, there would be a sufficient accumulation of railway photo­
graphs world-wide to eliminate the necessity of choosing pictures
of engines with strange excrescences emanating from boiler barrels
and sand-domes and trains posed against masses of shrubbery and
arid, goat-clad mountains.
In addition to 11r. flock, there are otil~r notorious
I~riters who have contributed to this volume. Dr. J.iL Westwood
of the Uni versity of Bi rrningham, Engl and has contributed the por­
tions on the history of railways in Great Britain, France, Ger­
many, Europe and ASia. Jolln H. I~hite Jnr, Curator, Division of
Transportation, SQithsonian Institution, Washington, USA is an
international editorial consultant, while the section on United
States railway history was written by John F. Stover. Mr. Hock
has contributed paragraphs on Great Trains, I and the history of railways in Africa. Brian Fawcett tells about
railways in South AQerica, J.L. Buckland describes the railways
of Australia and Torn HcGavin writes with care and precision on
the r a i 1I~ a y s 0 f his n a -.:i vel; e 11 Z e a 1 and • I n t ern a t ion ale d ito ria 1
consultants for Canada are Mr. RaYQond F. Corley of Toronto and I·
Jr. Orner Lavallee of riontreal, authors of many raill~ay books and
directors of Railfare Enterprise Ltd.
It is very likely that readers of this review would like
to know what the ENCYCLOPEDIA has to say about the railways of
Canada. Heir history is told in four pages (pp. 66-69). There
are ten, small accompanying illustrations, two of which are in
colour and eight of which are of Canadian Pacific Railway equip­
There a-r-e tllO s·tatements in-th·is se.cLion wHJI.
this reviewer disagrees. He does not agree that the Intercolonial
Railway, completed on July 1, 1876, was the nucleus of what is
today Canadian National Railways (page 67, column 1, lines 39-42),
this qualification being reserved to the St. Lawrence and Atlantic/
Atlantic and St. Lawrence Rail Road officially opened on July 1,
1853. Finally, the author concludes his contribution as follows:
On the whole, however, the future of the Canadian Rail net­
work is promising, provided that those in whose hands policy
decisions rest choose to use this investment wisely.
The reviewer is not at all sure in whose hands policy decisions
rest for all Canadian railways. In the case of intraprovincial
railways, such as the British Columbia Railway and the Algoma
Central Railway, there is little doubt. In the case of the larger,
interprovincial railways, well, it is much less clear.
Is the ENCYCLOPEDIA OF RAILWAYS really worth purchasing?
Certainly, if your interests run to railways world-wide and if
your company paid you a Christmas bonus in 1977. Even if you did
not receive the latter, you might feel like foregoing a couple of
f 00 t b all or hoc key games i n the fall of 1978 to m a k e up for tile
unforecasted expense. Or perhaps you may prefer to run an unfa­
vourabl e budget variance for 10 mOllths in the i~ew Year.
It is very difficult to understand how Octopus books can
publish such a large volume for such a modest price.
ENCYCLOPEIDA OF RAILWAYS Nock, O.S., General editor 1977 ISBN 0 7064 0604 4
Octopus Books Limited, 5Y Grosvenor Street, London
Wl, England. 480 pp. Dust-jacket, end-papers, half-title & title
page, contents page, foreword page and about 155 pictures in
colour; about 755 black & white illustrations. Maps, Diagrams and
Index. Price said to be CAN $19.95.

The· .
business car
Calgary and Vancouver was set during a 51-day period in
August and September, 1977. The record -in both total
tonnage and trains per day -resulted from diversion of CN trains
following closure of CNs Cisco Bridge in the Fraser Canyon, Aug.
5. the bridge was re-opened Sept. 24. ):feavies,t single day was
Aug. 15 with a total of 43 trains. During the 51-day period an
average of 13 CN trains were handled per day in addition to 20 CP
Rail trains. Daily average tonnage was 193,000 gross tons.
Similar traffic levels were experienced in the first
three months of 1976 following closure of the Fraser River railway
bridge at New Westminster, B.C. In that diversion, however, dou­
ble track was available between Mission and Vancouver, whereas the
Fraser Canyon diversion is all single track (with CTC).
Previous single-track-CTC record over a sustained period
was in Oct.-Nov. 1973 -all of it CP Rail traffic -over the
Golden-Revelstoke line, with an average of 22 trains and 122,000
gross tons a day.
For the first two and a half weeks of the Cisco Bridge
closure, CN trains operated over the CP Rail line for 156 miles
between Basque, west of Kamloops, and Mission. The detour dis­
tance was shortened Aug. 22 to about 45 miles with construction
of a temporary crossover at Cisco.
(CP RAIL NEWS, Nov. 2/77)
Oct. 27/77 by ConRails clearance car, reports The Semaphore
(Windsor-Essex Division, CRHA), Oct./77.
The car was a former PRR sleeper that was converted to accommodate
the special equipment needed for checking and recording the exact
interior size of the tunnels. Conversion was done at Altoona in
1950 and the car is now based at Philadelphia. Painted yellow
with Penn Central in black, the car is numbered 28205. It can
measure clearances of up to 21 feet about the top of the rail.
took delivery of its 4th. and last TEE train set from Europe.
The unloading started at 18;00 hours on October 21st., 1977 but
was delayed several hours because of a minor fire in the brake
mechanism of the 300 ton crane. All finally went well however
and we are pleased to present the accompanying two photographs
the first shows the units in the hold of the ship, secondly we see
power unit 1903 shortly before toutching terra ferma for the first
time in North America.
mission announced Nov. 18/77 that CN may discontinue
its weekly passenger train service between Sherhrooke
and Coaticook, effective Dec. 18/77. Service between Montreal
and Sherbrooke must be maintained, says CTC. The Coati cook ser-
vice was a Friday-only extension of trains 620-621.
for the 2,700 mile main line t>etween Toronto and
Vancouver is sclJeduled for completioll ill 1980, reports
CN I~OVIfj-Sept.-Oct./77.
Wilen the program is compl eted:
just about every mile of roadbed will have been
track ~ill lJe cOIll:iIlUOUS weldea rail;
some 270 sidings wi 1°1 have been extended to take
trains up to l..:S cars long;
new CTC equipment will be in operation;
some 180 miles will be double track;
Ci-I Ra 11 will ha ve in ves ted more tilan S20lJ-mi 11 ion
to provide more flexibility ill dispatclling and
scheduling of trains and to reduce running time,
and an equivalent amount to improve the basic track
s t ruc t u re.
The Toronto-Vancouver main line is one of the busiest in
Nortll Ameri ca.
according to a Toronto Globe and i1ail report of l;ov.
26/77. The existing steel structure was built in l~O~.
The new bridge, to be completed in 197b at a cost of more than
:;3-million, is just upstream from the old Olle, on tne eastern
slope of the Selkirk Mountains near Rogers Pass.
narrow guage General L lectric 2~-ton diesel from tile
130water Paper Co. of Corner llrook, lUlu. (builders
date Aflri 1 /40, bui 1 ders nUti/ber 2Y3Sb). ~iti ppeu in the same Cii
gondola was a narrow guage flat car with no lettering. The diesel
is green with yellow lettering -lIowater. [loth diesel and
flat arrived in St. Thomas Sept. 30/77.
(The Semaphore, 11illdsor-[ssex
Viv., CRHA)
It would appear that CNs magic computer missed and neglected to
call switcher No. 1344 into the paint shop. Nicholas Kirton of
Kirkland, Quebec snapped the unit still in the green and gold
of yesteryear at Jasper, Alberta in September 1977. At last word
this wasnt the only unit, Central Vermont still had their 4550
in green and gold up until last autumn when it was used to haul
the CRHAs annual fall foliage excursion to Richford Vt. The CVs
4550 appears to be no accident, she is being maintained and toutched
up in that color scheme, sort of their own preservation project
I guess.
column, Dec. 10/77, mentions an exhibition called The
Railway: Patron of the IIrts in Canada, put toqether
by the Winnipeg Art Gallery last year. It has been on tour
Across the country and not only ~/ere there the usual oil paint­
ings of small steam trains going by very large mountains, hilt
also photographs and sketches of the interiors and exteriors of
railway hotels, dining cars, parlor cars and sleeping accommo­
dation. One case displayed a magnificent set of fielgian glass­
ware specially made for the Fort Garry Hotel. There were the
flatware and all that gorgeous furniture one remembers from the
dining cars of the CN and CPo •.
Canadian Transport Commission has given permission to CN
to abandon 31.7 miles of track on the Tonkin Sub between
Russell, Man. and MacNutt, Sask., and 19.5 miles on the Oodsland
Sub between Sedalia and Hemaruka, Alta.; and CP Rail to abandon
54.5 miles of the Alida Sub between Lauder, Man. and Alida, Sask.
its own board of directors, it own capital budget and a
$I04-million inventory of coastal boats, ferries and
terminal facil ities in the Atlantic provinces. The new corpor­
ation has also been given $125-million in federal grants for
capital improvements expected to be spent largely on moderniZing
the fleet and terminals.
Until 1973, CN east coast marine operations had been
spread among several divisions of Cfl and several federal govern­
ment departments. In 1976, CN Marine was created by name as a
division of the railway with headquarters in Moncton, N.B.
Reported annual traffic is said to total about two
million passengers plus 760,000 cars, trucks and tractor-trailers.
(r~ontreal Star, Dec. 16/77)
Ex CNR Commuter Service tank engine No. 46 has sat in front of the
main entrance of Quebec Steel Products Ltd. in Longueuil, Quebec
for several years now since being purchased from Mr. H.J.OConnell
a private collector. Well QSP has recently declared bankruptcy and
their assets have been taken over by SIDBEC the Provincially owned
steel making giant. Needless to say old 46 was made available and
has been acquired by a New Hampshire preservation group. Pierre
Patenaude photographed the locomotive on 10 October 1977 shortly
before she left for Intervale, N.H. via CP Rail.
The Caboose Store at the Canadian Railway Museu., Toronto has
been working steodly toward. the day when it would be ready
to orfer service. to all Me.bers of the CRHA. Ho.t publisher.
now advise UI of their new books, and we .ointoin accounts .0
that books can be ordered quickly. With ihis is.ue of CANADIAN
RAIL we start what will beco~e a continuing notification of new
books on railway ubjects, being placed on history and
Conadiono. 1978 will see lhe publication of book list for your
.ugge.ted reading. It is our policy that ••• bers get a 10% dis­
count on the list price of any book whose value i. over S 6.00,
.end your ~e~bership nu.ber with your order pleo.e. Also incl­
ude I .50 per book for postage and handling, for .ore infor~ot_
ion pleo.e wrile: CRHA PUBLICATIONS, P.O. BOX 5849, TERMINAl A,
Where are the .ounds of Spring,
Ah, where are they?
Once they were twenty_rive_odd .iles we.t of Montreal on
lIe Perrot, when a no_langer_identifiable Canadian Pa_
cific Railway Hudlon-type hurried a co.fortable
consist westward, perhaps to Voudreuil. If it were on
afternoon coe.uter, the Month would alMost have to be
June, the year could have been 1955 and the engine ~i9ht
have been a Pacific-type, Nu~ber 2359. There is no doubt
thol the photographer wo. Ji. Shaughnessy. ..

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