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Canadian Rail 402 1988

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Canadian Rail 402 1988

Canadian Rail a
No. 402
-________________________ ISSN 0C(l8·.a75 —–
EDITOR; Fred F. Angus For your membership in the CRHA which includes a
CO-EDITOR: Douglas N. W. S
mith subscription to Canadian Rail write to:
PRODUCTION: M. Peter Murphy CAHA, P.O. Box 282. St. Eustache, Quebec J7A 4K6
CARTOGRAPHER: William A. Germaniuk. Rates: in Canada …. , ………………… $27.
LAYOUT: Michel Paulel outside Canada: ………. $23. in U.S. FUNDS.
TYPESETTING: Belvedere Photo-G,-uohique Inc.
PRINTING: Prcce! Printing
r——————–TABlEOF CONTENTS——————-,
C.R.H .A. C
. . . . . . . . .. 31
Canadian Rail is continually in need of news, stories, histOfic..l data. photos. maps and other reproductible material. Please send all
contrib/.Jtions to t
he editor: Fred F. Angus. 3021 Tndalgar Ave. Montreal, P.O. H 3Y 1 H3. No payment can be made lor contributions. but
contributor will be given credit for materiallubmitted. Matenal will be returned to the con1fibutOf if requested, Remember. Knowledge is
of linle value unless It is shared with othefll .
Frederick F. Angus Charles De Jean M. Peter Murphy David W. Strong
R. C.
Ballard Gerard Frechene Robert V. V. Nicholls Laurence M. Unwin
Jack A. Beatty David
W. Johnson Andrew W. Panko Richerd Vi berg
Walter J. Bedbrook J. Christopher Kyle Douglas N. W. Smith A. Stephen Walbridge
C. Blackburn Bernard Manin Deryk Sparks
The CRHA has a number of loelll divisions across the country. Many hold regular
meetings and issue newslettef$.
Funher ,Iormation may be oblained by writing to the

P.O. Sox 1162 1 Reynolds S.V John. Winnipeg. M.nitobe R3K (1,11
New Brunswick E2l G7


ST LAWREt«::E VAlLEY DIVISION 60 -6100. lh Ave. NE.
P.O. ao.: 22 SUUOI1 B Clio…,., AIrIII T2A 5ZB
Mont … I.O. H38 3..15


I;IO£AU VAU£Y OMS/ON P.O. Bo_ 6102, SUllO C.
P.O. Box
962 Edmonton, Aibloni T5B 2ND
Smltha Falla. 001 … 0 K7A 5A5


P.O. Box 103 Revelatol KIPton. Ontario 10M 6P9


PI). 8wc 5849. T.,.,i,1 A. Cranbrook, 8mia Colo.Jmbil VIC 4H9
ToronlO. 0ntIfi0 M5W lP3

NIAGARA OMSION P.O. Sox 1006. SUtoon A.
P.O. Sox 593 Vancouver. B,iI .. h CoIurrba vse 2Pl St. CatharinQ. O
nurio L2R 6WB

300 C.b., Ro.d Enl.
Windsor. Qnt8jo N9G lA2
John C. Weir
On September 6 1987, former CPR
29 celebrated its 100h
anniversary at the Sa/em &Hiflsborough
Railway operated by the
New Brunswick
Division of the CRHA. Here
we see No.
29 in a classic posa on that eventful
Photo by
James L. OVonnell.
As part of its activilies. the CRHA opeflltes
the Canadian Railway Museum
at Delson 1St.
Constant. Quebec which
is 14 miles (23 Km.)
from do
wntown Montreal. II is open daily
from lale May to
early OCtober. Members and
their immediate families are admi
ned free of
The Edmonton Chamber
of Contnterce Friendship Train
by Lon Marsh
The week of September 26th, to October 3rd, 1948 would go
down in history as the dawn of a new era of co-operation
between Edmonton and the Peace River Country.
by Mr. Don McKay, acting secretary of the Edmonton
of Commerce, would be leaving a few days ahead of
this special train to confer with the Boards of Trade and
Chamber officials
in other towns, on official tour plans.
The train was the idea
of Edmonton Business Men to pay
tribute to the builders
of the great Peace River Country and also
to those early development pioneers
of the North.
Some 80
or more businessmen would entrain at the
downtown Edmonton C. N .
R. station on Sunday, September
th, on the first official Friendship Train into the North in
20 years. The trip was sponsored by the Edmonton Chamber
Commerce. There were many Eastern Representatives as well,
making this trip. They had represented Eastern manufacturers,
chartered banks, packing plants, and a host
of other industries.
(AU N.A .R. passenger trains left from the C.N. R. downtown
station until a new building was established at the
N. A . R.
Dunvegan yards in 1965) .
For some of the delegates, this trip would remind them of
events on another Friendship excursion made in 1928, when 100 Edmonton Businessmen braved a wilder and less inhabited
Peace River Country.
in this special train was so appealing to the residents
of the northland, that elaborate preparations were made
throughout the territory to welcome the Edmonton visitors. The
welcome mat was out everywhere! Where it was not possible for
the visitors to meet personally, residents would flock to the
centres where they could participate
in the goodwill tour
The following is a tour timetable used by the Chambers
Friendship Train which travelled over the N.A.R.line. The
Train left Edmonton at 11.30 a.m. on Sunday, Sept. 26th, and
arrived back at 8.00 a.m. on Sunday, Oct. 3rd. During this time,
they visited a total
of 18 towns and villages. Time spent at each
place varied from one hour to
as long as six hours. The towns and
villages were: Westlock, Smith, Slave Lake, Hines Creek,
Fairview, Berwyn, Grimshaw, Peace River, Belloy, Rycroft,
Grande Prairie, Dawson Creek, B.C.,
Hythe, Beaverlodge,
Grande Prairie, McLennan, High Prairie and Faust. As one
could see, this was a very busy and hectic schedule, but the
visitors enjoyed every minute
of it!
This was the engine that handled the 1948 Friendship train. It was built by C.L.C. (serial number 1795) in 1927. This photograph was taken
in 1960 soon o,fter all main line steam had been retired.
Provincial Archives
of Alberta 68.292-5B
From Dunvegan Yards, which was then on Edmontons
outskirts, through Campbell, Carbondale, Morinville, Mearns,
Alcomdale, Bushy, and PicardvilJe, it was the same beautiful
country. There were miles
of stooked or havested crops of
golden wheat and grain. A wonderful sight to behold! (As the
writer remembers fondly while riding the 1980 Jubilee Express
powered by steam loco 6060, its a strange feeling to see the land
and realize that you are riding behind actual vintage steam power
on a warm August day.
Its something you will always
As the Friendship Train rolled along, one could see through
the train
window, the happy and smiling faces of both the young
and old who waved buoyantly. train rested for the first time after 36 hours
of constant
In Grande Prairie, a large banquet was held and a carefree
evening was in order. The Mayors of Grande Prairie and
Edmonton decided to trade places for the evening as a friendly
jesture. Humorously,
Edmontons Mayor Harry Ainlay spoke
on behalf
of Grande Prairie and said, , , We are glad to have the
train for a very short stay … but I hope that every
is taken to insure that every member of the train will
leave with it in the morning. He continued … At other towns
of here , you have perhaps seen maps with a small fly speck
at the bottom, Gentlemen,
Ijust want to point out that you now
are in that fly speck. This drew a big laughter from the
Edmonton delegates for at each stop, they had been given maps
The Friendship train showing car Dunvegan on the rear. This car was built by Pullman in 1907, was acquired by N.A.R. in 1929,
was re-named Peace River and eventually became auxiliary sleeper 17107. It is now in the A.P.R.A. museum in North Edmonton.
Provincial Archives
of Alberta PA 1742/1
On the first stop at Westlock, some 300 citizens swarmed
upon the Edmonton Goodwill Ambassadors as they detrained
for a short tour of the town. Mr. Francis Winspear, Chamber
President, and other
Train officials praised the ingenuity of
these hardy people. After the train left Westlock, members
in the lounge car where a piano had been conveniently
placed. A
few began to sing old songs as Ralph Tubby
Mumford played. Soon the car was full and everyone joined
lustily in the singing.
Prior to bedding down for the night at Slave Lake, the party
was met by a huge crowd who had gathered to meet them.
was not a planned welcome but a pleasant surprise. A
spontaneous sing-along and dance was held on the
platform beside the train.
That same good old western hospitality greeted the Friend­
ship train north
of the 55th parallel as the Special took stops at
Berwyn, Grimshaw, Hines Creek, and Fairview.
At Peace River, a royal reception was given to members of
the train delegation
by the Board of Trade, civic officials and
townspeople. This was most enjoyable!
It was here that the
The Fnendship train waiting to depart from Edmonton. The old­
style C.
N. passenger coach on the left would have been a worthy candidate for a museum!
Glenbow Archives NA-2-1472C
Left to right: R.J. Dinning, H.E. Pearson, G.A. Hart, F.G. Winspear, F.A. Matheson, T. Dickson just before departing on the Friendship train. Glenbow Archiv
es NA -2-1472A
Westlock depot
was the first stop on the tour. This is an early view
of the old station. Provincial Archives
of Alberta B2850
which emphasized clearly the particular town they were in at the
time. With hardly an exception, each map had a circle
surrounding the town, showing that the point was the
centre of
the Peace River country.
And now on to the boom town of the North … Dawson
Creek, B. C. Its expansion and progress was unparalJed
anything in the Peace River area at the time. During the peak of
World War II, as many as 20,000 American servicemen were
stationed here. Men and material arrived over the
Alberta Railways line. The N.A.R. had a connection with the
Great Eastern (now the British Columbia Railway) at
Dawson Creek in 1958 . From here, a short motor trip up the
famous Alaska Highway
to Fort St. John, B.C. was given them
where they were greeted with speeches
of welcome and
appreciation, plus a
film entitled The Land Beyond the
Peace was shown.
This historic tour however, was rapidly reaching its conclu­
At McLennan, Mayor W.C. Kirkland and Dr. Harry Fisk,
of the Board of Trade, welcomed the touring
businessmen at the little railroad town. After introductions were
given, the visitors took car rides for a tour
of the countryside.
They were also informed by Mayor Kirkland, that this
centre was a railroad tenninal town and as such made it
somewhat difTerent from most other small communities. (At
McLennan, the N. A. R. line ran north to Peace River and
Hines Creek or south to
Grande Prairie and then northwest to
Dawson Creek, B.C.).
In High Prairie, the Goodwill delegates were again taken in
cars to the surrounding fanning
The nex t stop was Edmonton and home! Aboard the
Friendship train, was a very popular gentleman .
.. Mr. Arthur
Miller … who was the tours official piper. He was the first man
ofT the train, and was usually followed by the young and old
during parades held on the
many station platfonns. At several
stops, Scottish dances were enjoyed with
Art Miller doing the
It was the consensus of the 80 or more businessmen who
made the trip,
that every comfort was given by the very
courteous train crew. Several times, the train pulled out
stations during the wee small hours ofthe morning with a smooth
start by the engineer.
As a touch of nostalgia, some readers may remember the
of some of the train crew on this unforgetable trip. They
were: J .E. DEAKIN -Superintendant of the N.A.R.; JAMES
McVICAR-Assistant Traffic Manager; GEORGE KOPS and
Road Foreman of Engines; TOM LYCAN -Engineer; J.H.
MacARTHUR -General Manager of the N .A.R. Mr.
MacArthurs employees often called him The General
referring to the famous Douglas MacArthur in World War II.
The 1948 Friendship train was so successful, that people of
the Peace River Country took kindly to this idea.
Mr. E. C. Searcy, Chainnan of a meeting between a group
of Edmontonians from the Friendship train, and the Mens
Club of Berwyn, suggested that the trip be made into an annual
event. He even suggested
that arrangements be made to have a
similar train carry representatives
of all the Organizations
in the tour plan to Edmonton to confer with the
Chamber of Commerce officials there in 1949.
The train established a double record, when it rolled up the
rails to the Northern tenninus
of the N.A.R. at Hines Creek.
Not only was it the first of its kind to make the trip, but one
trainman attested its nine coaches made
it the longest ever to
journey up the line from
McLennan to Hines Creek.
The Edmonton Journal from Sept. 25th, 1948 -Oct. 6th,
The Edmonton Bulletin from Sept. 25 th, 1948 -Sept. 30th,
The friendly and helpful stafT of the City of Edmonton Archives
and Provincial Archives
of Alberta.
interesting gentleman indeed!
Mr. D. E. Macpherson,
Canadian National Railways,
EDMONTON, Alberta.
A Special train chartered by the Edmonton Chamber of
Commerce will leave Edmonton C.N.R. Depot at 11. 3 OK,
Sunday, September 26th on a good will tour of the Peace River
The train will consist
of nine cars, three of which, namely
Coach 1950, Fort Vermilion andBusiness Car Dunvegan, will
amve on the rear
of train 192 at 7.30 Sunday, September 26th.
Two system N.A.R. Sleepers, Fairview and Westlock, will be
in your coach yard. The balance of three sleepers and one
Dining Car
to be furnished by the Canadian National and
Canadian Pacific.
It is understood the Canadian Pacific will
furnish the Dining Car but
we have not yet been advised
regarding the Sleepers. However, I would appreciate
if you
would have the train marshalled
in thefollowing order from the
head end:
N.A.R. Coach 1950
N.A.R. Sleeper Fairview These can
be reversed
N.A.R. Sleeper Westlock
if necessary to avoid
a switch.
N.A.R. Dining Car Fort Vermilion to be used as
C.P.R. Dining Car
C.P.R. Sleepers
C.N.R. Sleepers
Business Car Dunvegan
N.A.R. Engine 52 will be handling the train.
As soon as we receive definite word as to the names of the
Sleeping Cars being furnished by the Parent Companies I will
let you know and it would be appreciated if the train could be
fully marshalled for occupancy not later than 10,45.
The Dining Car and Sleeping Cars being furnished by the
Parent Companies will require
to be serviced with water and ice
in readiness for the trip and I would
be glad if you would
to have this done by your staff.
It is expected the train will return to Edmonton, C.N.R.
Station at 7.50, Sunday, October 3rd.
Yours truly,
NOnTiil.:RH hLBi::RTJ. RAILI}. yS CotllJ.JJY
Ptl.ssungGr Traffic Ucpr,rtHcnt
Mr. H. Pattison
Edtlooton. hlbc>rto
Sc.ptc:::ber 23, 1948
Fila: T-13612
Depot Tickot J.p;ont
Northern J.lbGrtc… HC.lhro.ys
EDMONTON, Albort£. H. Vinay
P2.-.CL RIYhH, J..lbcrtll
Mr, J, X. Hardio
FJ..IRIfIEi/, J.lbortu
Mr. J. Ii, D, Sch14:lcrd
l.feLZlfi/JJ·I, J,lborto
Effective Friday Sc:pt;l.IbGr 24th ste.nd3.rd ;;l€Oper
Gronde Prairio, ton sections, tl/Q drm/ing roo~:,s, des1;:notod
No.2 wll1 bo tak::n off run Trains t c:nd 5 Ed.uonton to Hinas
CrOok Friday S(.?t,-,ubcr 24th, l-::onaay SGptC:r:lbt.r 27th, /cdncsday
SeptGlllbor 29th and Fricuy Octobor 1st, and Tr&ins 6 end 2 lUnGs
Crc; ok to Eamon ton 5e. turdny Sc. pt;Llbf. r 25th. TUOSQcy Sc ptc:.;O€ r 28th,
Thursdny Scpt(;r.:Ibor 30th and Sc.turduy October 2nd, cnd will bo
rcpl~ccd with stundcrd tI/C:!v<,.. sections, one dr(ll1r,~ room cD,r
(dostlock). i.gont Fc.irvie1 wl11 hold sections 1 and 2, :-o!&nt
PGUCO Rivor soctions 3, 4, 5, 5, ?, 8 cnd an drc.Oi;:; roo~, :icLt;inCn sections 9, 10, 11 1;.nd 12.
:rrungu riicgru-,s (ccorO,infly.
cc:~ J .M. /.!ncJ..rthur
Hr. G.H, Lino(:y
!.II, F.J,
l.Ir. J. E. Dcukin
Mr, G.F. ThoLlpson Mr.
I.. tlothvrspaon
Ur. J,H. VollCins
Mr. R.S. Brr,dburn
Mr. R.T. /.1!!rtins
Mr. R.V. Storms
I.:r. C.H. Connery
Mr. C. L:~Elhoran
IaSULd by:-
J. t. r.lcVicar
Grimshaw station with a load of McGavins bread on the
Provincial Archives
of Alberta PA 2926/2
Schedule of The Friendship Train
Sunday, September 26th
11:30 a.m.
Leave C.N.R. Station
2:20 p.m.
Arrive Westlock.
The Westlock Board
of Trade will meet the train at
the station at the appointed hour and will have auto­
mobiles available to show a group throughout the town
and district. They are particularly interested
in having
our members see their extraction equipment, the
of clover, seed houses and other local
4:00 p.m.
Leave Westlock.
6:30 p.m.
A short stop-over at Smith while the engine takes on
7:30 p.m.
Arrive Slave Lake.
In the short time at disposal, the business men
Slave Lake are most desirous of meeting our group. As
they put it,
When your train stops here, you will
think you are
in Chicago.
8:30 p.m.
Leave Slave Lake and when you wake up in the
morning you will
find you are in Hines Creek.
Monday, September 27th
6:00 a.m.
7:00 a.m.
Still Reveillie.
7:30 a.m.
You should be well up by this time -we have a busy
in front of us.
At 8: 15, the officials of the Hines Creek Board of
Trade and of the Fairview Board of Trade, will meet
the train. They would like to have about 40 members
On the station plat/orm during one of the many stops.
Provincial Archives
of Alberta PA 1742/2
visit the Worsley road project leaving approximately
8: 30
by car. The group will return at approximately
12:00 noon and twelve to fifteen members will be
entertained at luncheon
by the Hines Creek Board of
Trade. The remainder will proceed to Fairview.
In the Meantime, those who did not go up to Worsley
will depart
by train at 8: 30 to proceed to Fairview
arriving at
9:15. Another group from the Fairview
of Trade will entertain at that point during the
of the morning and play host to luncheon at
1:00 p.m.
The entire party departs for Berwyn.
2:45 p.m.
Arrive Berwyn.
Forty members
will be asked to disembark as guests of
the Berwyn Mens Club and the train will proceed to
Grimshaw with the remainder.
3:00 p.m.
Arrive Grimshaw.
The remainder of the party will then disembark as
of the Grimshaw Chamber of Commerce who
wish our members to see the Battle River Country.
5:45 p.m.
The original group from Berwyn will rejoin the train at
this point which proceeds to Peace River.
6:45 p.m.
Arrive Peace River.
A buffet supper and meeting with the Peace River
of Commerce will be convened.
The group from Grimshaw rejoins the party at this
Following the meeting? ? ?
How about a little golf
in the morning?
Engine 54 rumbles past the station at Grande Prairie while the
delegates wait for the lour
of the town.
Provincial Archives
of Alberta PA 1742/5
Tuesday, September 28th
6:30 a.m.
7:30 a.m.
Not up yet?
Well, perhaps a little snooze will come in handy. You
have the entire morning to
do as you wish. Dont
forget, the train leaves promptly at 11 :00 a.m.
Incidentally, if you have seen the town site and met
the business people you can play golf this morning.
The Peace River Country Club has a lovely none-hole
course that you might try to crack par on.
11:00 a.m.
Depart for Belloy.
4:15 p.m.
Arrive Belloy.
The train will be met
by the Rycroft, Spirit River and
Wanham Boards
of Trade. Fifteen members are
as guests of the Wanham Board of Trade to see
the land clearing project and have dinner. The re­
of the party will be split as guests of the
Rycroft and Spirit River Boards of Trade proceeding to
the respective points
by car. Dinner is being served at
the respective points and the entire party will
reconvene for a meeting
at Rycroft in the evening.
Wednesday, September 29th
6:20 a.m.
Did the train motion wake you ? We are just leaving
8:30 a.m.
Arrive Grande Prairie.
You can do as you wish here too, until noon. At that
time a buffet luncheon will
be served at the Richmond
Golf Course as guests
of the Grande Prairie Chamber
of Commerce. A small group
of ten will be asked to go
to Debolt for luncheon and during the afternoon,
Sexsmith Board
of Trade would like to entertain a
group of about 25. During the afternoon, those who
wish to, may play golf and for a limited number
afternoons shooting has been arranged. Dinner will be
convened at 7: 30 and all members where will be
expected to pay for their own meal. Following dinner,
a meeting of the
Grande Prairie Chamber of
Commerce is arranged.
Lets have a good turn-out!
Thursday, September 30th
4:00 a.m.
Sorry to jolt you, we are on our way again.
8:30 a.m.
Arrive Dawson Creek.
10:00 a.m.
Cars will be available to tour the town and surrounding
area, Rolla and Pouce Coupe.
12:00 noon
Buffet luncheon will be served with the Dawson Creek
of Commerce followed by a short meeting
and business session.
2:00 p.m.
The cars will leave for the Alaska Highway or the
Hart Highway, according to choice.
A dinner has been arranged with
Fort St. John
of Commerce at 6:00 p.m. and the party will
return to the train during the evening.
Friday, October 1st
6:30 a.m.
Leave Dawson Creek.
9:00 a.m.
Hythe point officials of the Hythe and Valhalla Boards
of Trade will meet the train and two groups of twenty
each will be entertained by each Board
of Trade and at
luncheon at noon.
In the meantime, the train will move on to Beaverlodge
of Trade. In the afternoon, the group from
Hythe and Valhalla will rejoin the party to visit the
Dominion Experimental
Farm at 3:00 p.m. The train
will depart
for Grande Prairie at 7:30 p.m.
In Grande Prairie,
an informal meeting will be held at
the request
of the Boards of the district. In attendance
will be Grande Prairie, Sexsmith, Beaverlodge,
Valhalla, Hythe, Wembley and Debolt Boards
Trade who wish to hold a general discussion with all
of the train.
No official functions are planned and the train will, at
11:30 p.m.
leave Grande Prairie.
The train crew and some N.A.R. officials on their amval at Dawson Creek. From leflto right we see J.E. Deakin, J. Mc Vicar,
George KopJ. W.S. Wintermute, R.D.C. Comrie, T. Lycan, Jack Griffiths, Claus Turninga (conductor), J.M. MacArthur (General Manager). Collection
of Mr. Clarence Comrie.
Saturday, October 2nd
7:20 a.m.
Arrive McLennan.
Between 9:00 and 9:30, McLennan Chamber of
Commerce will greet the train at the station and
adjourn to the town hall for fellowship. All members
will have the opportunity of visiting the town and
surrounding district, if desired, as cars will
provided. A buffet luncheon will take place at noon
followed by a short meeting.
2:00 p.m.
Leave McLennan.
Arrive High Prairie.
The High Prairie Board
of Trade will be on hand to
greet the train and show our members throughout the
town and district. Unfortunately,
no facilities are
available for a dinner meeting so dinner will, at this
point, be served on the train.
Some of the delegates stand by the Mile 0 sign of the Alaska Highway at Dawson Creek. The N.A.R. played
an important part
in transporting troops and supplies for building the highway in
1942 and 1943. Public Archives
of Alberta PA 1742/6
9:00 p.m.
Leave High Prairie.
10:00 p.m.
Arrive at Faust.
Due to the lateness of the hour, the businessmen
Faust will be invited aboard the community car. There
is no Board of Trade at Faust and since they are
anxious to have one established,
it could be done at
that time and the Board duly incorporated.
Apart from
this, no official functions are arranged and the train
will depart from Faust approximately midnight for a
non-stop trip through
to Edmonton arriving approxi­
8:00 in the morning.
NOTE -These N .A.R. documents which appear in the text are from
the collection
(Ace. #86.587 Box I LJ). The writer thought they would add some
additional interest to the story.
Mr. Art Miller plays a few tunes on the bagpipes at Hythe station. Provincial Archives
of Alberta PA 1742/3

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Jithin the next feu o,ays, plans will be finalized for the Friendship II
Train to the Peace }hver Country. A fel reservations are still on hand, and a
~;~s~:~:~~o~~ the Chamoer are urged to give the matter their immediate ~
The Friendsi1i) Train 1.3 the subject of a great deal of comment these 1
~~~s ~u~n~t~~~o!:;:~dS J.n tile North Country are going to great lengths to provide I
Outside poincs too, have becol!le ~nterested in the Edmonton Chamber of j
Commerce proJects and reservation has been received from t1r. R. J. Dinning, !
President, Burna & Co. Limited, Calgary, and a tentative reservation fro~ Mr. ~
J. E. Brownlee K.C., Vice-presLdent, United Grain Growers Limited. The Chamber i
is also reservations for Eastern Manufacturers, executives of Edmontons I
banks, packmg plants and other t:rpes of business, such as Clark Lumber Co., .
Motor c~r Sup illy , Marshall Wells, JO,hn Deere Plmr, Healy Motors, Sunland Indu~triesl
to met.t lOn bt a felL I
On more ;:1an one occasion the bUoinesu men of tr:e Peace River area
have remarked t~1at Edmonton business men give little, if any, consideration to
tte problems and requirements of the ci tizens of that terri tory.
Lets S?!OlJ them t} at Ife have the!.r business and communi ty interests
as well as their p<:Ts·:mal d(;oirec.., at heart.
SEPTEMBER 26th –OCT 0 B E R 3rd
iiiiiiiiiiiiiiiiiiiiii __ -iiiiii-~~iiiiii 1iiii-.–iii-iii-iiiiiil-.. -iiiiiliiiiiiiI __
q.-~ .. ~~
… –
.. ,. i, :~,~;~~., ,.~ .
Two views oJthe McLennan yards and enginehouse in 1956. The town was named after Dr. J.K. McLennan who was the Vice
President oJthe Edmonton Dunvegan and British Columbia Railway. Provincial Archives
oj Alberta PA 201/2 and PA 201/3
The Friendship train amving at High Prairie
the late afternoon sun casts its shadow
all the people gathered
on the station platform. Provincial Archives
Alberta PA 1742/4
were other friendship trains later on to other parts oj the province. This aile was bound Jar Jasper on June 2 1964. Provincial Archives
oj Alberta WS 647.
The Saint John City Railway
or: The Electric Railway
That Almost Was.
by Fred F. Angus
October 17 1987 marked the one hundredth anniversary of the
of the Saint John City Railway, the company which re­
introduced public transit to the city
of Saint John New
Brunswick after a hiatus of eleven years. Several features are of
interest in this, one of the last new horsecar systems to be built in
Canada, and, together with newly-discovered information,
make it appropriate to commemorate this centennial with a brief
of this companys operation.
Public transportation had existed
in Saint John well before
1887 .
As early as 1864 a proposal to build a street railway had
been made by William
K. Reynolds, the same person who had promoted the construction
of the suspension bridge over the
Reversing Falls a decade before. Largely due to the efforts
Mr. Reynolds, an act of the New Brunswick legislature had
been passed in 1866 incorporating the
Peoples Street
Company . In 1869 a 1.4 mile line had been built from
Indiantown, on the Saint John river above the Reversing
to Market Square in downtown Saint John, as well as an
of slightly less than half a mile from Market Square
south along Prince William street to
Reeds point at the mouth
of the harbour. At first the line had shown promise, but
patronage gradually
fell off and about 1872 the Reeds Point
extension was abandoned. Then in the depression
of the 70 s
Looking south along Prince
William street from Chipman
in 1871, we can see the
track and one car
of the
Peoples Street Railway, the first
street railway
in New
Brunswick. Within seven years
in this picture remained;
the Prince William extension,
shown here,
was abandoned in
1872. The rest of the line was
gone by the summer
of 1876,
and, finally, the fire
of June 20
1877 wiped out every building
in this photo. There was
no trace left of this early system
by the time the street railway
was revived in 1887.
Notman Photographic
Archives, McGill
University. No. 48457-/.
The driver and conductor of street car 5, one of the original Feigel cars of 1887, pose proudly for this photo at an unidentified location soon qfter the line opened. Wilson Studio.
What might have
been. An electric street car in Scranton Pennsylvania in 1886. Several U.S. electric lines were studied by the officers
of the Saint John City Railway Co. before the decision was made to use horses for motive power. The Electrical World. December 18, 1886.
conditions worsened, and in 1876 the entire system was
abandoned and the tracks were
tom up. On June 20 1877 a
fire destroyed weIl over half of downtown Saint John
and very effectively kiIled any thoughts
of revival of the street
By 1878 , although the city was fast rebuilding, street
cars were seemingly a dead issue in Saint John. To all intents
and purposes it was
as if they had never existed. Any future
planning would have
to begin completely a new.
Saint John
in the mid -eighties was a very different place than
it had been a decade before. So much of the old city had been
swept away
in the fire of 1877 that almost every building in the
downtown area was less than ten years old. So well built were
these new structures that the majority
of them still stand today
thus affording an almost unique example
of major city planning
of the mid -Victorian era. An inhabitant
ofl8 87 returning today would feel perfectly at home on block after block
of many of
Saint Johns streets; except for the traffic they look almost the
same! But more than the physical city had changed since the
1870 so The era
of wooden ships, so long a part of New
Brunswick life, was coming to an end, and the whole country
was looking to the West. The C.
P. R. had been completed to
the Pacific coast, and there was much talk of a line through
Maine from Montreal to Saint John;
this would make it one of
the major winter ports of Canada. It certainly looked as if Saint
John would prosper again, and, as one of the symbols
of civic
prosperity was a street car line, perhaps
it was time to think
about street cars again. By 1886 the stage was set.
ANew York syndicate , headed by John F. Zebley had taken
over the defunct street railway
in Halifax and by 1886 had got it
going again.
Of course Saint John did not want to be left behind,
especially since it was a Saint John firm that had made the rails
for Halifax! So it is no wonder that the offer of the Zebley
syndicate to do the same
in Saint John was eagerly received. It
was discovered that the 40 -year charter of the Peoples Street
Railway Co. had never been surrendered and was still good until
OnAugust51886 the proposal was accepted, the charter
was acquired and soon a new company called The Saint John
City Railway
Co. was formed to build and operate a street
No physical trace remained of the old street car line. It was
necessary to start completely from scratch. By 1886 it was
pretty generally realized that electricity would very soon be the
motive power
of street railways throughout the world. Already
several electric lines were
in use, including one in Windsor
Ontario, and many more were planned. The promotors
of the
Saint John City Railway hoped to build an electric line and they
spent considerable time and money investigating the pros and
cons of electricity.
Experts, hired by the company, visited
several different cities
in the United States inspecting various
electric railway installations. However this was still two years
before Frank
J. Spragues epoch -making installation in
Riclunond Virginia, and none of the inventors consulted could
guarantee the success
of their electric systems in the New
Brunswick climate, not to mention Saint
Johns steep hills.
At that time the ties between Saint John and Boston were
quite strong, and the Boston street car system (Just then being
consolidated as the
West End Street Railway) had not yet
decided to electrify its vast horse-car system (then the largest
under one management in the world).
It is likely that the Boston
officials advised the Saint John company to wait a
few years
before trying to electrify, and undoubtedly this advice had a
strong influence on the eventual decision.
After much agonizing soul searching the promotors relunctant­
ly came to the conclusion that the development of electric
traction was not quite far enough advanced to take a chance on it,
in view of the capital investment involved. Thus what
might have been eastern
Canadas first electric railway was not
to be,
just then. By 1886 everything about horse-cars was tried
and true. The technology of horse -operated city railways had
been developing for forty years and had reached the ultimate
perfection. There were few unknown factors here. The decision
was made late
in 1886 . The same thing would be done as had
been done
in Halifax. The Saint John City Railway would be a
horse-car system; one of the last, if not the last, such system
built new
in Canada.
On February 3 1887 a ground-breaking ceremony was held
as the first sod was turned. February
is not the best time to be
building street car lines
in Canada, and this was only intended to
be symbolic.
No real construction would be done on the track
until the summer. However there was much else to do. After
much difficulty a site for a depot and stables was obtained on
Main Street
in Portland, then a separate city which joined Saint
in 1889. Two large buildings were erected; a stable 65 by 165
feet with room for 100 horses, and a car bam 65 by 135 feet
One of the four cars built for the company in 1888 is seen heading north on Prince William street about 1890. It is a sunny morning, as can
be seen from the direction of the shadows, and the car is just passing Chubbs Corner on its run to Indiantown. Note the horse-drawn sloven outside the columned head office
of the Bank of New Brunswick. Other than the vehicles, the scene
is little changed today qfter almost 100 years. New Brunswick Museum. 00198-1.
which would hold 26 cars as well as the offices of the company.
The contractor was Israel L. Lingley and the roofing was done
by Messrs. Fisher and
Sons. These buildings stood until 1925
but unfortunately no photograph has yet turned up showing
Meanwhile contracts were made with Messrs.
W. H. & J.
Rourke of St. Martins, George G. King of Chipman, and
Freeze Bros.
ofPenobsquis all for the supply of timber for ties.
The rails, of45 and 60 lb. weight, and associated castings were
manufactured by J ames Harris and
Co. while the spikes were
made by the Saint
John Nut and Bolt Co. Last but not least an
order was placed with the M. Feigel
Car Co. of New Utrecht
N . Y.
for ten horse -cars of the latest design equal in every
respect to those used
in New York or Boston. Finally in June the
actual work began on the track under the supervision
of Mr. B.
W. Ellis of Cambridge Mass. who remained in Saint John as
superintendant and engineer once the line got operating. Track
was laid over the entire length
of the fonner line, as well as along
St. James street from Reeds Point east to Carmarthen street.
In addition a branch was built on Paradise Row,
Wall, Winter,
Stanley streets and City Road to Haymarket Square, a distance
of about seven -eights of a mile. On both lines there were sidings
quarter-mile intervals so cars could be run on a headway of
five minutes if warranted by the traffic. By September the track was complete, and the next two or
three weeks were spent
in the numerous details required in
starting up any railway no matter how large or small. One
job was training the drivers and this began when the
first cars arrived late
in September. Finally the last four of the ten
arrived by boat from New York
in mid -October, and the whole
system was opened with a gala, invitation –
only, event on
October 17 1887 . The cars were well patronized from the start
and this continued. Operation was seven days a week despite
the protests
of several churchmen who felt that Sunday street
cars would corrupt the morals
of the population. There were a
few accidents, the most serious being when a youngster chasing
after a car had his foot run over and some toes
cut off. But, given
the light weight and slow speed
of horse -cars there were no
or anything approaching them. The street cars were a
great success.
Although as up-to-date as a horse-car line could
be, the City
Railway was becoming obsolete by the
1890s. It had been
intended from the start that eventually electricity would be
used. By 1891 electric railway technology had progressed to
the point where its superiority was no longer questioned. In
1892, following the reorganization
of the company as the
Consolidated Electric
Co. the job of electrification was begun.
Six electrified former horse -cars were acquired second -hand
The system expanded in 1888. but the time was still not ripe for the u~e of electric power. Accor~ing{y four larger horse cars were
bought from John Stephenson the car builders located in New York City. One of these appears In this busy scene at Market Square
about 1890. New Brunswick Museum.
from Boston, and the first electric car ran on Good Friday,
March 31 1893. Later some of the 1887 horse -cars were
electrified, and by mid –
May horse operation had ceased.
However the use of electrified horse -cars over horse -car track
was not very successful and both track and cars suffered badly
while the passengers were jolted and pitched around much
moreso than when horses were the motive power. By 1894 the
company was bankrupt and the system was threatened with
closure. However a group
of capitalists from Montreal bought
the entire assets
of the street railway for $ 92,000 . at an auction
on April 7 1894 and organized a new company called the Saint
John Railway
Co. The entire system was rebuilt with heavy
rails and many new routes were added.
New vestibuled cars
were bought from the Ottawa car
Co. and when the first ofthese
arrived, and was towed to the barns by one of the old cars, one
could really compare old and new and see how so much
improvement had been made over what had seemed so good only
seven years before. Electrification had finally arrived.
Electric cars ran in Saint
John until 1948 and were then
succeeded by a bus system which has continued to the present.
It is interesting to speculate on what would have happened if the
of 1887 had taken the chance and electrified then.
Probably they were right in waiting a
few years; even in 1893
they had difficulties with the electrification, and the problems
they would have encountered in 1887 might well have proved to
be insurmountable. But these pioneers did have foresight and
were looking in the right direction.
When electrification did
come it lasted for more than fifty -five
years, longer than any
other Canadian electric railway east
of the St. Lawrence river.
the electric railway that almost was eventually was
indeed, and outlasted many
of the others.
Electrification finally came in 1893 and the horses were gone by that summer. All these early eiectncs were, however, Jormer horse cars, were not really suitable Jor electnfication and did not last long. This view taken early
in 1894 shows one oj the 1887 horse cars mounted on
an electric truck and sporting a wooden trolley pole. Note thai the car was equipped Jor single-ended left-handed operation. New Brunswick Museum.
Following bankruptcy, auction sale alld complete reorganization ill the spring oj 1894, a lIew compallY, the Saint Johll Railway Co., rebuilt the entire system. These fine new cars, built by
Aheam and Soper oj Ol/awa, were a Jar cry Jrom the earlier experiments. Some oJthese cars lasted into the 1920s. Electric cars
ran until 1948. Daily Telegraph, September
261894. Public Archives oJCanada L3271.
A map
of Saint John in the 1890s showing the street car lines. The heavy line indicates the maximum extellt oj the horsecar system oj the Saint John City RG/lway
Co. The lighter lines show the extensions made by the new company in 1894 Jollowing the electrification oj the system. Note the conspicuous gap
on King Street which was too steep Jor saJe operation oj horsecars. This important link had been planned when the electric line was discussed
in 1886 but was not buill dunng the horse car era. The completion oj the loop line had 10 wait Jor more than seven years.
Oxford Junction -Stellerton
by Tony MacKenzie
Norris Adams account in Canadian Rail No. 398 of opera­
tions on the Oxford subdivision
of the C.N. in Nova Scotia,
interesting and informative
as it was, with splendid photographs,
requires some amplification. The
Short Line as it was
cal led, was originally conceived as part of a Montreal
to Cape Breton line shorter than the Intercolonial; it was one
those visionary, underfinanced projects dear to the hearts of
planners who dreamed of luring transatlantic passengers away
from steamships and onto their rickety rail cars. American
interests sought to tap the migrant trade with the
American and European Short Line Railway Company. Rail
lines would be built from St. Johns across Newfoundland to
Cape Ray, from Cape North to the
Gut of Canso on Cape
Breton island, from New Glasgow to Oxford or Amherst on the
Nova Scotian mainland, and from there to Montreal through
New Brunswick and Maine.
It was hoped that running rights
would be obtained on the Intercolonials
Eastern Extension
from New Glasgow to the
Gut of Canso.
Norvin Green
of Western Union Telegraph and Cable,
General Vasquez, A. L. B. Blackman, and Erastus Wiman,
directors of the Short Line Company, saw their hopes founder in
the bogs of Newfoundland. The original Short Line Company
was bankrupt
by 1884 . But another company, the Montreal and
European Short Line Railway Company won a charter from the
Parliament of Canada
for a line from Cape North to Montreal
through Maine. They soon decided to build toward Sydney
of Cape North, with a view toward using Louisbourg as
a winter porl. Financial aid was obtained from capitalists in
France. But it came too late -the Canadian Pacific got there
first. The
squeeze put on the C. P . R. by Maritime
politicians forced Van Home and Stephen to choose Saint John
as a winter port instead of Portland ; between 1885 and 1890 the
Canadian Pacific constructed, bought, or obtained running
rights over a short line from Saint John to Montreal through
While the western section of the Short Line had been pre­
empted by the
CPR, the eastern section-or a portion of it-was
constructed with-Dominion assistance. The assets of the
company were transferred to trustees
in right of the province of
Nova Scotia in 1885. The Dominion government authorized the
of Railways and Canals to acquire the Montreal and
European Short Line Railway from the trustees, and empowered
him, through the Intercolonial Railway, to complete the line
from Oxford Junction to Browns Point. This was opened
1890. The ICR had completed a branch from Stellarton to
in 1887. Thus in 1890 a connection was effected with the
line from Oxford Junction to Browns Point. The total length
the former M & ESL was 72.16 miles. Needless to say the Cape
Breton extension was never constructed by the Short Line company.
On Cape Breton, the Dominion government financed
by the Intercolonial Railway, of the line from
Point Tupper to Sydney. This line opened in 1891.
Lines passenger service during its last years as a
of people consisted of oil and electric locos and trailers.
This barking, snorting, vibrating, smoky combination was
usually called a
jitney along with many unprintable names.
1960, the C. N. begged to be relieved from passenger
service, giving as one reason the increasing breakdowns and
repair cos
ts for the oil-electrics .
Except for the Oxford Junction -Pugwash section, kept open
for the salt mines at Pugwash, no regular traffic now
moves on the Short Line.
Grass, weeds and bushes cover the
in many places; as a through route, the Nova Scotia
section of the Montreal Short Line will soon have disappeared
into history.
Gordon Haliburton, A History of Railways in Nova Scotia.
M.A. Thesis, Dalhousie University, 1955.
Sessional papers.
Camada. 1891, No. 10. -Report of
Railways and Canals.
28, No. 6c, Eastern Extension Railway, Public Archives
of No
va Scotia.
Journals of the House of Assembly, Nova Scotia 1886;
Appendix No. 19.
Halifax Chronicle-Herald, July 7, 1966.
Canadian Rail, No. 366 , July, 1982.
-1893 –
Ace. Exs. Mls
EX. Ace.
ts 10 t1355 0 Iv~ .. Oxtord Junction •• ur.
11 18
0 1.03
.••••••.. Oxford. .••••.•
II to
60. t.27 It
….•. Conns Mula ….. 1820 10
620 r. 4:l
arr .. Pugwash Junc .. ive. 180
5 1035
635 105
21 Hr …. PUKwaah •.. UT. 1745 10 IS
655 IS t5 15 Ive .. Pu~;Uh Junc .. ur. 1730
IS 18
.. , . .. allaee … , …. 1700 9~0
8 12 16 IS
••••• Tatamagouehe .•••• 161
8 So 16
35 ·42
…….. Denm2.rk … , … , 1.5 50
9 oil 16.52 47
, .. , … River John …… 153
0 83S
6 17 17 .55
…… M eadowyille …… 1.5 00 81
S~ 173
2 60
…. Seotsburn … , .. , %4B 159
10 II 1747 ts
::: …. Scotch Hill. ….. 1.25 7.
1, 16
1020 17 55 67
. Browns Point .•…
JoO 25 1800 6q
~~; ….. Pictou. lYe. tH 10.tZ 30
-1924 –
_3_4 __ 2_9_0_ IlLo .~_A_t_T._~_~_~ T_E_I:_~_ 3_9 __ +….:3:..:3:…-289
P.M. .l.M. Lv. Ar. A..M P.M.
t 3.35 <15.25 0.0 Oxford Jet., N.S...... 111.27 <16.20
3.41 6.34 2.8 Oxford …………….. e 11.15 6.10
3.58,6.00 11.3 CODD.MIlLo…….. 10.54 5.40
4.08 6.1615.6 PugwashJet……. 10.46 6.11
~ 6:3i 20:3 Ar.Pugw8Bh.. Lv. 10.30 ~
4:37 ~6 15.6 Pugwash Jet ………….. 10.14 -4~37
… / ….. J .. 18.9 V.oBUBkJrkB ……………. 1 …. ./ ..
.. ./ ….. / .. 19.0 FountalD Rd ……………. .t ….. / ..
U~ ~8gl~n Ig:gg g~
5.05 7.1827.5 M.lagasb …………… e 9.46 3.48
… / ….. / .. 30.4 MeCallUIDB ……………… I …. .t ..
5.25 7.3535.1 Tatarnagouche ………… 9.27 3.20
… / ….. / .. 38.7 FergUBolUl ………………. I ….. t ..
5.41 7.5041.8 Denm.rk …………….. 9.13 3.00
.. ./ ….. / .. 43.5 lllooD …………………. 1 …. ./ ..
5.568.0547.2 Rh·erJohD …………… 9.012.43
.. ./ ….. / .. 52.2 Rogers ……………….. .t ….. / ..
.. ./. …. / .. 53.5 M.cDocaldB ……………. .t …. ./..
8.4355.3 MeadowvlUe ………….. 8.43 2.1&
6.29 9.00
60.3 8cotaburn ……………. 8.30 2.03
6.~4 9.1864.9 LyoDRrook …………… 8.19 1.48
7.059.3067.4 BrownPoIDt ………….. 8.101.40
t /;.15 ~9,,401692 A,PI The Oxford Junction-Slellenon Shon Line at three
different periods
in its history. First in 1893 when
there was a mixed and
all express in each direction.
By 1904 there were two mixed trains and one express
each way, and the time had
been shonened by more
than an hour.
By 1924 the line was being operated by
the C.N.R. and there were two trains a day each way
with service slower than
in 1904.
-1904 –
Pictou LandinI: Branch.
Pictou Eranch .
—————–_ .. _————
Miles. STATIO!S.
61 • 27 141 139 65. 89 i 87 • 73
Exp. t !Vlixfd. 7fixcd. :Iixtd ~Iixl>d I ~lix(·d· Exp. ! !fxo.
O. Pict …….. 1) j B.t) j J(l.OI! j ~.IO f 14.50 f 18.41 j 5.110 ts.20, t 13.10 1.7
browns Pilll 6.50 1O.m. b.~j 14.j(j 13.40 ~ ~~
3.4 iLochbroolll …… f6 . .)6: fW.JO (8.3~ f15.0t fI8.5~ ……. : ……. : …… .
6.2 Sylvester /;.05. (10.1; (8.1~ (15.11 {J!l,l., ………………… ..
1O.8Westilie. i.ZO HI.31 U.lj 15.2.> HUIl ……. : ……. I …… .
13.9 Slellarlon…. ..40 10.55: 10.1;1 15.50 1~.41 …….. ; …………. .
lA.O ];ew Glasgow….. 7.51} ll.()j; A 10.0j 15.5-; 19.45 …… , ……. ….. ..
1 62–28–{42 -140-,-6(; -74–8890
-O–INew Glasgow. D -j-7~3(-f 10.3:· 110.4-.. -.-.. -:-: jT!:(j(, :-:~=~ =-:-:-:
2.1 Siellarloll…… ; .,/.j 11.00 Jfi.llj f Hi.:l.j. 21. 1;, ……. i ……. …… .
5.2 !Ieslille …… ..55 11.10 1Ii.14 li.I~ il.~j …………………. .
9.8 ,S),ISIOr .. (8.10 11J·~j (1(;.2; fl;.ill. f~I.:;; …………… : …… .
12.6 Lo.hbroom ….. /8.19 (11.:11 /JIi.:l.; (1i.31 fiUj · …… i …… .
14.3 i8rols Poinl …. 8.2.1 1),40 U.41) li.38 ~J.;ll j 9.3(1 j li.30 f 20.32
16.0 Pielou A 8,3U 11.J5 lfid~-.!;.J.) 2),55 9.:l5 li.35. 20.40
Oxford Branch.
Miles.: STATIOlS. 1 1·
d E88 1
d E
! 1 .
. ,.IXC. xp .. .,(,. xp .
-O.-IOIfOr(fTct—.. -D:-t5~W -flU; -1- —j- – .. —— —
2.9 !Oxford …………. ! 5.20 IU,, l~:~: ~UL:::::::::::::t:::::::
lJ.4 Conns Mills…. 5.56 14.:>1 16.0.; 2J.:l5 ……………. i ……. .
15.i !Pagwash Jet…. ..1 H.tO I,d:, li.l; A 21 t· .
~ri~l~i~~:~;2.! ~t~ ~!n~ 1~~~L:~:::f!:::·-:Y:::)::::/
41.8 ·Denmark.. 8.08. 16.2; 18.;;5 , : I
i:! i~~!:fl~~,.j tlll~ ~[Hi/i
~ _____ ~.~_ 87–=-7r-Sj-__ I ____ _
-0-.-Piclou… …. D. t:> 00 1 ~ ~u j 13 In …. I …
I.; . 8rowlls Poinl. I 5.09 8.1;; 13 )Ii • I . .. … ..
4.2 Lvons l3rook ,5.20 R31 132,) . … . .. .. ..
8.9 .Seolsburn ….. ! 5A2 8 4~ 13 JO 1 ..
13.9 ,1 eadol,·ille.. .. .. : 6.05 8.5:1 no; , .
ROier Jokhn ……….. ·.1. H~ ~~3 14:;9 … I· ……………. I·
,. enmar…… I.> 0. 1L,. ….. I ..
34.0 ratamagouche I i.45 9.40 15.02. .. .. I. • .. .
H.B Halagash…. …… 8.11 19.38 (l.27. .. .. I.. :.1::
4b.9 \aoJace …………. , 8.25 10.1)8 15.40 ………….. ! ..
48.9 Wallace Bridge ….. 1 8.37 flO.Ii 11.i.48 ……. •….
53.4 Pugwash Jet …….. 1 9.35 10 .. iO 16.3{J t 6.10 I
m. Conn·sMills. .. 9.5~ 11.00 16.43 6.19 ……………. ! ..
00.2 Oxford ……….. 1 10.30 11.19 1 •. 08 6.39
~ :OxfordJct .Ar· 10.4511.~c–!!.J~, __ .. _._.I,-,_ .. ____ .. _._ ..
-0 _IPug-Wash
Jel …
4.7 Pugw; ….
Pugwash BranCh.
~9 I 87 , 73 I 90–1-84 i 74 1 88
lVllxed. Mixed. I !flx!d. P,Jl}ced. Exp. : Mlxl!d Exp.
.D j 8.50;tio.T.-f 16.00
j 16.3U t ~J.2;; t61O:TI5JiO
A 9.08 10.l{, 16.18 1~.42 21.55 6.22 1; .10
O. IPugwash…… DI
4.7 ,Pulrwash Jet …… A.
74 i 8~ 90
t 6.22. j 15.10 1 16.5i
6.40, 15.~5 li.15:
119 I 83 I 87 ;73 ,Ixd
1 99.~~1 1 5.55 j 10.40: j 16.18
oN 6.10: 10.501 16.30
f -Tra.i.Ill
ltop enly wb_ MtrnlllltKl or ,h .. tbere are paueniOu to sot down.
.. ——–… ~
G u
o F
An Intercolonial Railway map oj 1904 showing the O;iford branch.
c E

, .
.. ,
~ ..
MaLE ..
uansport Decisions
On November 27, 1987, CN received conditional approval
to abandon the 5.3 miles of track between Chicoutimi and Ha
Ha Bay Junction, Quebec. If CN accepts the RTCs conditions,
this will mark the end
of rail passenger service to Chicoutimi as
The Quebec and Lake St. John Railway opened its rail line
from Quebec City to Chambord,
on the shores of Lake St.
in June 1883. Financially exhausted, further extensions
into the Lake St. John region did not occur for a number
of years.
first extension was the 12 mile long line from Chambord to
Roberval which opened
in December 1890. This line permitted
the railway to make connections to the communities bordering
the lake
by steamboat. A little less than three years later, the line
from Chambord to Chicoutimi opened to traffic on July 17, 1893.
The McKenzie Mann Company bought a controlling
interest in the capital stock
of the Quebec and Lake St. John
Railway during 1906 and 1907. This stock was turned over
the Canadian Northern in 1914 to be included with the securities
pledged by the Canadian Northern to secure a government loan
to enable the company to continue building its transcontinental
rail line. With the collapse
of the Canadian Northern, the
properties became part
of the initial grouping of lines folded into
Canadian National Railways.
In July 1985, CN shifted its team track operation from
downtown Chicoutimi to an industrial park located south
Chicoutimi on the Roberval and Saguenay Railway. As a result
of this step, only 33 carloads were handled over the rail line into
in 1986.
While there was no opposition to
CNs application to
abandon the line, the Chicoutimi Board
of Trade felt that the
When the Quebec & Lake St. John Railway reached Chicoutimi in J~93, thi.s small wooden station was built to meet its requirements. The structure
was subsequently replace~ ~y a larger bnck statIon. Archives
of Quebec (ANQ-Quebec)/Collect/On Imtlale GH470-266.
VIA station should be relocated to the industrial park. VIA,
however, wants to terminate the service at Jonquiere, some 10
miles from Chicoutimi. VIA support of
CNs application was
ofCN making improvements to handle VIAs train
atJ onquiere. These conditions are: (1) CN provide facilities for
parking, turning, and maintaining the train, (2)
eN cede to VIA
an additional 250 square feet of space in the station, and (3) CN
modify the station platform and install the necessary car battery
recharging facilities.
CN argued these costs should be borne by
VIA, but the RTC has stated CN should be responsible for these
expenses, Once
CN has complied with these conditions, the line
into downtown Chicoutimi can be abandoned.
On November 25, 1987, CP received permission to abandon
of the Bobcaygeon Subdivision. The line which currently
stretchs 20 miles from Dranoel
to Lindsay, Ontario originally
extended an additional 16.2 miles to Bobcaygeon on the shores
of Sturgeon Lake.
Since 1932, the Bobcaygeon Subdivision has actually
composed of segments
of two different railway companies. The
of these lines to be built was the Lindsay, Bobcaygeon &
Pontypool Railway (LB&P). While it was chartered in 1890,
thirteen years elasped before financing was secured to build the
line. Following the agreement to lease the line to
CP for 99 years
in 1903, progress was such that the LB&P completed its line
R c.!pot. Liudsay, Ol1t.~ Canad~.
. ,.~ . ~
from Burketon Junction, on the Ontario & Quebec Railway, to
Bobcaygeon by the summer
of 1904. The purpose of this line
to tap the growing industries at Bobcaygeon, which had no
rail service, and at Lindsay, which up to that time were served
by the Grand Trunk.
The Georgian Bay & Seaboard Railway (GB&S) was
in 1905 by Canadian Pacillc in order to create a more
direct route for grain shipments moving from western Canada
ocean ports. Due to congestion and the small size of the Weiland
locks, a significant portion
of the western grain crops was trans­
shipped from the large lake boats used on Lakes Superior and
to ,trains at Georgian Bay points for furtherance to
Montreal and points east by rail. In 1907, CP commenced laying
track on the first section
of the GB&S between Coldwater
Junction, on its Toronto-Sudbury main line,
to Hog Island. This
community at the terminus was named Port McNicoli after
official of the CPR. It was not until May 1912 that the line was
completed through to a junction with the Ontario & Quebec
Railway at a point called Bethany Junction located to the west
Cavan, Ontario.
The amount
of grain flowing through Port McNicoll fell
sharply during the depression. This was due to the combination
of poor crops on the prairies and the shift to marine transport
which was encouraged by the rebuilding
of the Weiland Canal
locks to accommodate larger ships during the early 1930s. As
the remaining grain traffic moving
by rail from Port McNicoli
could be routed via Toronto, most
of the GB &S was redundant.
The location is the Lindsay, Ontario station o/the CPR. The round-ended station plan was repeated in a number 0/ communities in eastern North America. The 4-4-0 locomotive pulling what appears
to be a freight train is unidentified. The large holiday crowd seems
to be awaiting the arrival o/their train in this 1906 view.
National Archives 0/ Canada/C-2S800
The first locomotive owned by the Tillsonburg Lake Erie & Pacific is pushing the train offivej/at cars carrying construction materials in this November 1895
view. While the rails have been laid on the trestle over Oller Tail Creek, they have yet to be spiked. Within two months regular rail service will
stan from Pon BUMellto the junction with the Grand Trunk south of Tillsonburg.
National Archives ofCanada/PA 119701
With the reduction in grain traffic, CP no longer needed two
routes between Lindsay and the Ontario & Quebec.
Two factors
influenced the decision to abandon
of the LB&P line south of
Lindsay. First, the GB&S was five miles shorter than the LB&P
line. Second, the GB&S had been built to much higher standards
than the
LB&P. The Board of Railroad Transport Commis­
sioners (the predecessor
of the RTC) authorized CP to abandon
trackage between Lindsay and Burketon Junction in
1932. Bethany Junction was renamed Dranoel at approximately
this date. Dranoel, which
is Leonard spelled backwards, is
named for a CP official. In September 1937, authorization was
received to abandon the
GB&S line from Lindsay to Orilla. In
June 1961, the track from Lindsay to Bobcaygeon was
The only section left of the LB&P after this
abandonment was the trackage
in Lindsay.
In 1986, total traffic over the line amounted to 307 carloads.
All this traffic originated or terminated in Lindsay.
December 19, 1986, CP concluded an agreement to sell 1.6
of trackage in Lindsay to CN. Many ofthose who opposed
the abandonment of the
CP line agreed that the future of the CN
line to Lindsay appeared uncertain. The RTC decided that as no
is pending for the abandonment of the eN line, such
arguements could had little bearing on their decision.
Rail lines in the Tillsonburg, Ontario area were the subject of
two RTC decisions. On November 25, 1987, permission was
given for
CP to abandon 15 miles of the Port Burwell
Subdivision extending from
Port Burwell to Tillsonburg and for
CN to abandon 22.6 miles of the Burford Subdivision extending
from Burford to Tillsonburg
The Port Burwell Subdivision was built by the Tillsonburg,
Lake Erie and Pacific Railway Company
(TLE&P). It was
expected that the
Grand Trunk would take an active hand in the
Due to the recession of 1893, which buffeted its
finances, the
Grand Trunk decided not to become involved. Mr.
John Teal, a resident of Vienna, a small community between
Port Burwell and Tillsonburg, became the financier and
contractor for the
TLE &P. Construction started on July I,
1895. Progress was swift. The mandatory inspection trip by the
govemment inspector occurred
on December 20, 1895. While
the engine left the track when it crossed a soft embankment, the
Dominion government inspector approved the opening
of the
line on January 2, 1896.
Initially, the line extended from
Port Burwell to a junction
with the
Grand Trunk main line between Windsor and Fort Erie
The sign proclaiming Canadian National Telegraph dates this picture of the Burford, Ontario station as being taken o,fter 1920. The express
wagon is ready to receive the days offering while the usual crowd of passengers and loafers bustle about. National Archives
of Canada/C-4722
south of Tillsonburg. Seeking an alternate connection, an
extension through Tillsonburg to the
Canada Southern Railway
was completed two years later.
On December 13, 1902, the
TLE&P pushed northwards from Tillsonburg to Ingersoll where
a connection was made with the
Canadian Pacific. CP leased the
for 999 years in 1905. In 1958, the company was
by an Act of Parliament and its assets were vested in
One of the reasons CP interested itselfin the TLE&P was the
to improve its connections to the coal fields of Pennsyl­
CP and the Pennsylvania Railroad co-operated to form
the Pennsylvania-Ontario Transportation Company which
operated a railway car ferry from Ashtabula, Ohio to
Burwell. The major commodity handled by the car ferry was
Pennsylvania coal destined to
fed CPR steam locomotive boilers
across Ontario. Service was inaugurated
in June 1906. The one
and only ferry operated by the company was the
which saw 51 years of service.
coal shipments declined with the onset
of dieselization. The
decision to terminate the service was simplified when the
Ashtabula sank in Ashtabula harbour following a collision
with another ship. The
Ashtabula was refloated and towed to
the scrapper thereby ending the railway car ferry era on Lake
Erie. Traffic from Port Burwell declined precipitously after the car ferry service was abandoned. In 1986, total freight traffic
amounted to
10 carloads.
The Burford Subdivision was built by the Brantford, Norfolk
& Port Burwell Railway Company (BN&PB). The line, which
extended from the
Great Western Railway in Brantford to the
Trunks Canada Air Line south of Tillsonburg,
opened to traffic
in 1876. The Great Western leased the
BN&PB in 1878.
The Grand Trunk took over the lease when it
acquired the
Great Western in 1882. The BN&PB was
amalgamated into
Grand Trunk in 1893.
A previous abandonment claimed the 1.5 miles
of line in
downtown Tillsonburg in 1978. In order to maintain service a
link to the
CN Windsor-Fort Erie line, CN acquired running
rights over the
CP line which passes through Tillsonburg.
CN had requested permission to abandon 29.2 miles of this
The RTC found that substantial economic hardship
would have been worked upon the shipper located at Burford and
CNs action in reducing freight service from once per week
to once per month had unduely restricted traffic. The RTC
Commissioner hearing the case concluded that, ifmore frequent
is provided to Burford, the increase in traffic could bring
this section
of line to cost recovery levels. CN has been ordered
to maintain the line from Brantford to Burford and to increase its
service to once per week when traffic
is offered.
CRHA Communications
On Sunday, September 06,1987 the Salem & Hillsborough
Railroad Inc., celebrated its Annual Dedication
Day. Ex CP
# 29 a 4-4-0 locomotive was chosen for the dedication day, as it
was celebrating its l00th Anniversary.
As a result was
refurbished and permission for that one special occasion, was
finally received to steam the locomotive.
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l.~lc f0S\(:)J OI-lL.i ~1 ::>Se1..-1=X The locomotive was built at the C. P. R. Delonnier Shops in
Montreal, in September of 1887 , serial number 1065, road
390, class SA with 62 driving wheels. Rebuilt in
1893 and reclassed SC with 69 driving wheels. In 1908 the
locomotive was reclassed to
A-6 -A and renumbered 217 . In
1913 the locomotive was extensively rebuilt and modernized
and renumbered to
29, reclassed Al E. The locomotive ran for years on the
Norton to Chipinan line in New Brunswick, as this
line had light bridges which prohibited the use
of larger power.
Three 4 -4 -0 s , 29 , 136 , 144 served here until nearly the end
of steam on the C. P.R.
The most famous day for CP #29 was the last steam run on
C. P. out of Windsor Station in November 1960 to St. Lin,
Quebec. This was to commemorate the75th Anniversary of the
of the last spike. In 1963 the engine was placed in the
C. R. H . A. Museum at Delson, Quebec.
The New Brunswick Division of the Canadian Railroad
Historical Association received # 29 on Sunday
13th 1983 in company of Ex Canadian National Steam
Locomotive # 1009 (Issue # 394 Sept./Oct. 1986) and two
passenger coaches.
The locomotive was stored for the winter under cover and
was displayed on the upper yard track during the
months at the Salem and Hillsborough Railroad.
During the winter
of 1986 the division felt that with CP 29 s
100th anniversary coming up in 1987 the famous engine should
be repaired and used for dou ble -heading with Ex CN # 1009 if
the necessary work could be completed and permission given
On Sunday September 6 th 1987 over four hundred people
attended the Railroads Annual Dedication
Day when CP #29
was returned to service on a special return double -headed train
excursion to Hillsborough.
As can be always expected a few minor problems developed­
hot injectors, several leaks, and no air pump, however the
special trip was pulled
ofT in grand style to the delight of many
people who came from all over to see the historic event.
As in the past representation from other divisions were on
hand with one member from
the 470 club. A large turnout
from the New Brunswick Division of its members was a
pleasant surprise, and we invited a
few special guests to round
out the anniversary celebration.
The steaming
of the locomotive began shortly after 9: 00
a. m. when Abel Bastarache and Richard Vibergjointly lighted
the first match to
start the fire. By 1: 00 p. m. the engine was
ready for
its debut and was pul.led by # 1009 to the station
area. After the train left on
its regular 1: 30 p. m. run, engine
#29 was towed to Grays Island to be hooked onto engine
# 1009 for the double -headed run to Hillsborough.
After its
arrival a short ceremony was held with the Honourable Malcolm
MacLeod and Wylie McGinley cutting the special 100th
Anniversary Cake, together after which, everyone in attendance
had a piece.
Then due to many requests a second double­
headed run was made to the delight of everyone in attendance.
After the day concluded the steam locomotive was put into
the repair shops at the railroad. A bent rod was sent to
Moncton and repaired, injectors taken off and recleaned, one
radial stay repaired, tender rewashed along with the boiler.
On Sunday September 27 th 1987
Ex CP #29 made one
complete round trip to Salem and back to Hillsborough
as the
lead engine
on the 1: 30 pm excursion train. Everything worked
on this trip,
CP officials visited to view the magnificant sight of the
train chugging up the hill into Hillsborough. Orner Lavallee
recently retired corporate historian and archivist viewed the
train and seemed pleas
ed with the effort we have made in the
He was in the company of R. S. Ritchie recently
retired assistant to the president who took many pictures.
many of us it was a dream come true.
Planned as early as 1977 for the Cranbrook Railway
Museum, this building has now been moved the 43 miles from
Elko to Cranbrook and is being restored to become a station for
the museum.
1900-01, it is the only surviving Crowsnest Style B
depot of the Canadian Pacific Railway, so the importance to
this area
is significant both historically and architecturally. Its
distinguishing features from other styles
is the extremely
steeply-pitched roof with large front dormer and two back
Sponsors of the project to date have been the Cranbrook
Rotary Club($12,OOO) , the Cranbrook Kinsmen Club($8,
OOO) ,
the B. C. Heritage Trust ($ 12,500), Crestbrook Forest
Industries Ltd. (site clearing at Elko) , and Bums and Whyte
Construction ($
950). The Provincial Job-Trac employment
program has also contributed to this project which
is part of a
much larger project at the museum this winter amounting to
nearly $ 90,
000 in Job-Trac Funds. The station portion of the
is estimated to be about $ 30,000 of the total amount
alloted and
is basically for labour with some amount for
materials, etc. CP Rail donated the building for an income tax
deduction receipt.
Already, many original items are being donated
for the
station restoration and more items are being sought-especially
old photographs.
If you have any items belonging to a station
setting, or some old photos of the Elko Station, or know stories
about the building and the many inhabitants, the Cranbrook
Railway Museum would be
pleased to hear of them ( Phone
The building, scheduled for completion next March, will
form the new entrance for the museum as well as providing
administration, reception, archives and workshop facilities for
the growing museum. From next March on, visitors will
purchase their tour tickets
in the station and proceed up the stairs
of the railway cars through to a long viewing hallway built along
the entire length between the 2 lines of cars. Visitors will be able
to view the restored cars through windows for a coach class ..
ticket, or take an interior tour for a first class ticket. The
whole development
will provide a much more real-life station
situation for visitors.
We are pleased to report the publication of the first issue of
The Valley News the quarterly bilingual newsletter of the
The first issue featured an article on the Jean Talon
Station (CP) in Northern Montreal which has been converted
from a Canadian Pacific passenger depot to a
The Division has done extensive research and subsequently
proposed a preservation project
of up to four CN heavyweight
commuter cars which are
ex -mainline coaches. Our report is
presented under the Collection Committee heading.
Members of the C.R.H.A. will be saddened to hear of the
sudden death, on November
25 1987, of Kenneth F. Chivers.
Ken first joined the C.
R.H.A. on November 8 1951, and had
membership number 131.
For more than a decade thereafter
he was one of the most active members, being involved in
most activities of the Association including the excursions and
the weekly work sessions on car 274 at St. Denis, and later
Cote St. Paul, car barns. This involvement
in the C.R.H.A.
reached its peak in 1959 when he was elected President of the
Association, a presidency that was cut short
by his moving to
Ottawa later the same year.
Following his move to Ottawa, Ken continued to
be active
for a number of years, especially with the start of the museum
project at Delson. In later years
he continued active in
railway enthusiast activities in the Ottawa area until his
untimely passing at the comparitively young age
of fifty-nine.
To his mother, his wife and his children the C.R.H.A.
extends its deepest sympathy. The Association has lost a
good friend who did much
for it in those important days of
the 1950s.
January 1988.
Your editorial committee is doing research for future articles
Canadian Rail, and would like photos, timetables or other
information about the following topics:
1 ) Quebec City streetcar system operated by the Quebec
Railway Light
& Power Co. and its predecessors.
2) Niagara Falls Great Gorge Line and the International
Railway belt line around Niagara Falls. Also photos
the NS & T Tower Inn terminal in Niagara Falls.
3) Hull Electric Company.
4) Information on CN NORTHERN (4-8-4) loco­
in order to help complete a major feature on these
popular engines.
5) CN diesels 9000-9001, particularly routes operated by
these engines between 1929 and 1939.
Our member and good friend Mr. Lawrence Stuckey was, in
January 1987, inducted into The Order of the Buffalo Hunt.
For his long time work to help preserve Western History. This is
the highest honour that the province of Manitoba can bestow on
of its citizens, and the editorial committee of Canadian Rail
offer sincere, ifbelated, congratulations to
Mr. Stuckey on this
Write for your free copy of Catalogue No. 671 Canadian
Railway Historical Material from Heritage Books, 866
Palmerston Avenue, Toronto
M6G 2S2
The 1988 CRHA convention will be hosted by the New
Brunswick Division at the Salem and Hillsborough Railway,
located near Moncton N
.B. Tentative date is the weekend of July
1 through 3 1988.
Members are invited to prepare papers on historical railway
subjects for presentation at the convention.
More details will appear
in the next Canadian Rail. Please
reserve the date now.
Collection Cotntnittee Report
by Peter Murphy
Your collection committee has been meeting regularly and
reporting to the Board
of Directors . We are pleased to bring you
up to date on the committees recommendations, all of which
have been approved by the Board.
CN street car 15702, formerly used at the Neebing
in Fort William, has been leased by Fort Edmonton Park
for a period
of 12 years. The car is to be restored to operating
condition to augment the two cars presently
in service at the
park. 15702 was shipped to Edmonton on its own wheels
in a
CN gondola and is presently under cover.
Your committee, with the approval
of the Board of Directors ,
solicited and was granted a most generous donation from Terra
Transport and Canadian National Railways. The
CRHA has
been given a complete Newfoundland
36 gauge mixed train
consisting of diesel locomotive 805, outside-braced stock car
7035, bulkhead pulp car 14016 and a yet-to-be-determined
coach. The first three units were shipped
in December, the first
being locomotive 805 which passed through Montreal on
January 13. On January 30, all three were unloaded at the
Museum and
now stand on a 36 gauge track built during
December. The coach will follow later this year. This display
will complement the CN collection at the Museum and will be
the only exhibit of Newfoundland equipment in mainland
Canada other than the private car
Terra Nova at the National
Museum of Science and Technology
in Ottawa. Our grateful
thanks to Mr. Howard Easton
of Terra Transport who, by the
way, was instrumental
in our acquisition of Maritime Railway
locomotive 5
in 1961. The CRHA has contributed $5000
towards the cost of transportation and we are actively seeking donations to help defray this cost as well as that
of unloading the
The CRHA has declined to transfer title of Northern Alberta
locomotive 73 to the
APRA; we are offering them a long term
lease instead.
We have also declined to transfer title of Toronto
Transit Peter Witt car 2300 (which has been standard gauged)
back to the
TTC. These two pieces of equipment have been
as forming part of our National Core Collection.
Approaching Argentia Newfoundland on August 23 1982,
locomotive 805 is the second unit hauling the mixed train. This
is now a valued addition to the CRHA collection.
by Fred Angus.
The TTC 2300 is presently stored indoors at CPs John Street
in Toronto and is in need of repair. The T&Y
Division of the CRHA is attempting to negotiate terms with CP
to permit us access to the car to commence restoration.
The St. Lawrence Valley Division
of the CRHA has
submitted a report to your committee regarding the preservation
of certain heavyweight steel coaches. This report has been accepted
in principle, and the CRHA board has authorized the
Division to procede with the project. More details will
available in a subsequent issue of Canadian Rail.
Toronto Transit Commission street car 2300. seen when new in 1921. It was given to the CRHA in lYOJ by the TTC.
CRHA Archives. Can Car collection No.
C 1373
• .5l:: .
. ;.d
Fonner Northern Alberta Railways locomotive 73 at an unknown location during one of its many job assignments. This locomotive
was acquired
by the CRHA in the 1960s.
Photo from collection
of Mr. Clarence Comrie, via Lon Marsh.
Annual Awards Program
An Annual Awards program has been authorized by the
Board of Directors
of the Association, to be known as the
ANNUAL AWARDS. The first year for awards will be for
1987. An announcement of the program was made in the May/
June 1987 issue of Canadian Rail.
The purpose of the awards program is to recognize and
honour individuals whose endeavours have contributed during
1987 to the recording
and/or preserving the artifacts ofhistorical
value of Canadas railways. One exception will be the
ACHIEVEMENT AWARD which will be presented to a
for a significant contribution over a period of years.
The categories
of the awards authorized for 1987 are as
follows: –
to a person for a significant contribution over a period of
a) for an article published in Canadian Rail, or a Division
periodical, and
for an article published in any other periodical or
for a book published in the award year.
to a person or a group of people, for an outstanding
preservation activity in the award year.
of awards will receive certificates bearing the
Associations name, its corporate seal, the name ofthe recipient,
and the signatures
of the Associations President and the
Chairman of the Awards Committee.
Nominations will be accepted from members and other
persons interested in Canadian railway history. Submissions
should bear the name
of the nominee and the reasons for that
persons nomination, with concise statements as
to the accom­
of the nominee, which will be helpful to the Panel of
Judges in reaching their decisions. A copy of the nominated
work should
be su bmitted with the nomination. In the case ofthe
Book Award the book should
be submitted, which will be
returned to the sender, as it will be treated as a loan to the
Nominations should
be submitted as early in 1988 as
possible, but not later than April 15. The names of the recipients
of Awards will be announced as soon as the decisions of the
Judges are known, and will be published in
Canadian Rail.
Awards will be presented to all recipients at an official function
of the Association. An outstanding
PANEL OF JUDGES has been selected
and all have gratiously agreed to serve. The Members are
follows: –
Dr. Norman Bell: –
of Research-National Museum of Science and
Technology, Author and Historian; Ottawa, Ontario.
Mr. Ray Corley: –
Toronto Transit Commission Engineer. Author and well
known railway equipment history authority. Toronto,
Mr. Colin Hatcher: –
Education Consultant -Government
of Alberta Author.
Edmonton, Alberta.
Mr. Chris Andreae: –
Rail Consultant and author. London, Ontario.
Mr. Frederick Hazel: –
Editor-in-chief, Saint John Telegraph-Journal. Saint
John, New Brunswick.
Mr. Gerard Frechette, Educator, Montreal,
Mr. James Brown -alternate judge: –
of Ontario Transit engineer, Past-president
Ontario Rail Association and author. Toronto, Ontario.
Awards Committee: –
Mr. Walter J. Bedbrook -Chairman. Compartment 132,
R.R. 2 Picton, Ontario,
KDK 2TD. Tel. (613) 476-7678.
Dr. Robert V.
V. Nicholls, Merrickville, Ontario.
Mr. Michael Westren, Calgary, Alberta.
Mr. R. Dyson Thomas, Saint John, New Brunswick.
of the committee would welcome any enquires you
may have, or any suggestions you may wish to make, regarding
the awards.
Many excellent articles about Canadian railway have
appeared in many publications
in 1987. Several new books were
published and new and interesting preservation activities were
undertaken. The year was
an exciting one for Canadian railway
activity and one that the Canadian Railroad Historical Associa­
tion, with the help
of your nominations, wishes to acknowledge
by the presentation of these Annual A wards.
Nominations should
be submitted to Walter Bedbrook using
the form on the next page or a copy or facsimile thereof.
Compartment 132, R.R. 2, Picton, Ontario, KOK 2TO.
My nomination for the following award (s) is/are:
PRESERVATION AWARD ( The attached documents support
my nomination (s).
ARTICLE AWARD (a) ___________ _ published
Title or Article
_________ 1987.
Canadian Rail/Div. periodical month
ARTICLE AWARD (b) _____________ published in
Title or Article
___________ for _________ 1987.
N arne or magazine month
BOOK A WARD ________________ published in 1987.
Title or Book
The attached documents support my nomination (s).
Submitted by:
Of Collections And Wills
by Fred Angus
On Saturday, November 21 1987 near Milton Ontario there
occurred an auction
of a major collection of material concerning
street railways and interurbans
of Canada. While some artifacts
and tickets,
as well as books on U.S. street cars, were sold, the
most significant part
of the collection was the set of about 4000
negatives. These negatives covered many street railway systems
with special emphasis on those
of the Toronto area. Coverage of
other systems was also very substantial, for example the
Montreal Tramways and Montreal
& Southern Counties
all major types of rolling stock in service about 1950.
of the older photos were copy negatives. But those taken
since 1940 were originals and almost all were
of high quality.
10 A.M. until 9 P.M., with only two half-hour breaks, the
sale went
on as lot after lot was sold to the highest bidder.
Your editorial committee was present
in its entirety at the sale
in an attempt to acquire some significant items for the CRHA
archives. As the sale went on, we bid fast and furiously, taking
great care not to bid against each other! In the end, after
straining our respective financial resources to the limit, we did
in purchasing many choice items which will be of great
benefit to the archives as well
as to the readers of Canadian Rail
in the future. Notable among these purchases were many sharp
negatives depicting electric cars from Montreal, Ottawa,
Quebec City, Winnipeg, Hull, Fort William, Port Arthur and
Sault Ste. Marie. Toronto was represented
by most of the photos
depicting cars built before 1895. In addition a
few miscellaneous views were acquired. Photographic prints included several early
examples, including one significant Montreal photo never seen
by your editor.
While the archives
of the Association are being enriched by
the items bought at this sale, one cannot help but feel a sense
sorrow and even frustration at the items which it was not possible
to acquire.
It had been decided before to concentrate on some of
the rarer and less-photographed systems and as a result much
to be left behind. Time and again we watched important
negatives sold, often at bargain basement prices, yet our
available funds did not permit us to bid.
An example was 35
envelopes of negatives of Toronto Peter Witt cars which sold for
$1 each, or the similar prints that went for
50¢. A few hundred
dollars more would have more than doubled our acquisitions,
but a
few hundred dollars more was not available.
All this leads to some highly significant observations. Many
of us have collections
of photos and other items of railway
interest. In time we must
all pass on, for it has been truly said
that there
is nothing sure but death and taxes. While we cannot
escape from them it
is possible to mitigate their effects. Members
should consider the benefits of leaving their collection
artifacts, photos, models or other railway items no matter how
small to the Association. That way the Museum would benefit
it might save your collection from destruction, for our heirs
may not share our interests. Often
in the past the prized
of collectors have been lost because their next-of-
kin did not appreciate the significance of the items and consigned
them to the garbage. Even
in our lifetime we may have changed
our interests and wish to dispose of some
of our collection. Here
we can mitigate the bad effects of that other inevitability -taxes.
A donation, either
in cash or in items, will qualify the donor for a
tax receipt for the full value
of the donation. A very welcome
as income tax time approaches.
Even those who do not have a collection can help by donating
or bequeathing money to a fund for the purchase
of archival
material as it becomes available. Such a fund would have helped
greatly at the recent auction permitting much more to be
secured. While sales
of the magnitude of that we have just seen
are rare, there are often choice books, photos or other
railroadiana for sale, and often a decision to buy must
be made
An archives fund would make the difference between
acquiring or missing out
in the acquisition of such items.
The members
of the Association can help to ensure that never
again will your editor, co-editor and production manager watch
in frustration as these prized acquisitions get away. Next time
we hope we will have the wherewithal! to purchase more of the
collection, or, perhaps, the sale will not take place if the owner
has chosen to will or donate it to the
CRHA With the help of our
members we can make the
CRHA collection the best in the
Two photographs from the
21, 1987 auction:
Toronto Railway splice car
270 (made from two old cars
joined together) about 1903, and
& Southern Counties
car 104 at St. Lambert
in August
business ca~e>..-…nI.IIoIII!I:l(..-1II1
Now that the harsh Newfoundland winter is upon us once
again, I have been reminded
of times when the weather caused
much more hardship than it has last winter. Despite what the
good citizens
of Fogo or Wabana might say, on the whole,
winter does not cause the same disruption
or isolation now as it
did fifty years ago.
It would seem that we have finally learned how to handle the
wonderful white stuff when it comes in generous quantities.
While the Trans Canada may be closed for a
few hours, or
flights may be delayed, life does tend to continue as it had
before, albeit a little more slowly.
At the tum of the century, a single blizzard could cause
everything to grind to a halt. Transportation and communication
be, and often were, disrupted for weeks. The Newfound­
land Railway was by no means exempt from the problems
of Old
Man Winter. Many of the tales about the Newfoundland
Railway involve trains being blocked and buried by snow for
weeks. Thanks to the work
of H. M. Mosdell, author of the
When Was That? • I have the stories behind the famous
The Topsails west of Grand Falls are the most notorious
places where severe blizzards can occur almost without
warning, and quite often, the Express would get caught
in one of
these vicious storms. A 24 hour trip could become what must
have seemed an endless nightmare.
Mr. Mosdell writes:
Express train, with conductor Howlett and 100 passengers
on board, blocked
for 17 days, February 19 to March 10,
1903; snow 15 feet deep; people short offood; terrible blizzard
of the time; relief train derailed and relief parties
frostbitten; great anxiety throughout the country over fate of
crew and passengers
of the Express. Fortunately, all were
rescued soon thereafter.
While a one way trip would normally take 24 hours, and a
return trip could
be made in 60 hours, the Express took a little
in the winter of 1905 . Again Mr. Mosdell writes:
Express train reached St.
Johns March 11 , 1905 , having
been five weeks making the round trip to
Port-Aux -Basques;
drifts at times covered (the) train right
in and (snow was) piled
higher than telegraph poles; (rotary) snow plow kept operating
by tearing
up railway ties for fuel.
The winter furry was not confined just to the mainline. The
Carbonear branch also saw
its share of harsh winter weather. In
the last years
of the passenger service on the line, a return trip to
Carbonear would take approximately eight hours. Again, the
of 1905 played havoc with the schedules;
Train from Carbonear reached St. Johns on Monday,
13, 1905, after two days trip from Carbonear; (the
train was) completely buried
in snowdrifts at times.
It happened again in 1912: Carbonear train reached
St. Johns, February 29 , 1912 ,
after having been
13 days getting round the bay through heavy
snow drifts.
While none ofthese incidents were repeated last year, it does
give you some idea
of the hardships that winter caused at the tum
of the century. It is also a graphic reminder of how even the
of modem winters have been tamed.
Source: Newfoundland Transport Historical Society.
The boarded-up Shaw bridge train station won a temporary
reprieve from the wreckers ball when the town council endorsed
an effort to save it.
It was the first victory in what will be a long battle for the local
historical society and businessmens association. They are
fighting to save a building that was erected
in 1898 . The town
was built around the station. They say it
is their last link with a
rail line that runs right to the heart
of the regions history.
Struggles identical to the one
in Prevost -the old
Shaw bridge station and the town of Shawbridge became part
Prevost in 1974 -are taking place all along the CP Rail line
from Montreal to Mont Laurier.
CP Rail, owner of 10 stations, is trying to get rid of the
buildings by selling
or leasing them.
No deadline
CP official Mike Spenard said the company has not set a
deadline, but
ifit has not received a proposal for a station within
the next two years, it probably will be tom down.
Local historical societies and other groups are organizing,
with financial assistance from
Quebecs Cultural Affairs
Department, to preserve the solid old buildings that were so
central to the
areas past.
Passenger service along the line began
in 1879 and was
cancelled in November 1981. The stations were built between
1879 and 1906.
In the 1930
S, up to 10 trains a day on weekends were running
to Shaw bridge from Montreal.
Elie Laroche, president
of the Prevost Businessmens
Association, said with the support
of the village council, his
group now will attempt to negotiate a lease with
CP .
Tourist centre planned
If they reach an agreement, the group will launch a fund­
raising campaign and begin restoring the station to its former
Laroche said the station will be renovated and turned into a

tourist infonnalion centre, a gallery for historical and art works
and offices for several local groups.
In Labelle and SIC. Agalhc, committees are making plans to
save their stations, too.
Spenard said CP is open LO all proposals from local groups.
A sale price or$1 is not unusual, he said.
Denise Decarie oflhc Cultural Affairs Dcparunent said the
department will finance up to 7S per cent of the cost of
renovations and is expecting a number of proposals.
CP wants to dispose of stations at 51. Martin in Laval. SIc.
Therese. St. Jero
me, PrevOSt, Mont Rolland, SIC. Agathe,
Carre, Mont Tremblant, Labelle and Mont Laurier.
Somce: The Gautte
More than 100 companies (rom around the world that are
pondering the purchase of Canadian Nationals chain of hotels
have r
equested detailed financial information about the
properties, the company
Dave Tod
d, a CN spokesman. said he expects many of the
companies to submit bids f
or all or part ofthe CN Hotel chain by
end of No …. cmber,
Well sell them individually, as a chain or as a package
within the
chain, said Todd,
.. Revenue maximization
is the primary goaL
Todd said CN has established a confidential base price for
the total revenues
to be generated by selling the chain, which
involves nine hotels in six provinces.
The requests for detailed information result from more than
500 introductory brochures about the chain that were distributed
around the world
in September,
The new kits give confidential information about each
propertys revcnues, expenses and occupancy
Aboul50 percent of the requests come from Canada, 30 per
cent from the U. S. and 20 per cent from Europe and Asia.
The only real conditions on the deal are that the properties
must continue to be operate a hotel, he said.
CN still expects most of the hotels to be sold by the cnd of
December, said Todd.
CN Hotels generated revenues of about $ 70 million during
1986, but still lost about $600,()O(l, (0 1985 the chain lost
$3.4 million.
The CN Hotel properties and management conlracts include
the Chateau Laurier in Ottawa, Queen Elizabeth Hotel in
Monlreal, Hotel
Macdonald in Edmonton and the Hotel
A 25 per cent interest in the Hotel Newfoundland, in SI.
s. is also included in the package.
Management conlfaclS for other hOl.els include L Hotel, tbe
Beausejour in Moncton, N.B .. Jasper Park lodge and thc
for the new Skydome Hotel that is included in the
domed stadium now under construction
in Toronto.
Source: Edmonton Journal via Lon Marsh,
Edmonton (CP) -Via Rails New Rockies by Daylight
ice will stan next June and bring 17,000 new tourists to
Banff and Jasper, a Via official said this week,
The new once-a-week service is upected to make a profit,
unlike current m
oney -losing lfanscootinental routes, and will
be added to cxisting train runs, said Mike Williams, a Via
public r
elations manager.
The daylight service. provided in response to long -standing
complaints th
at the transcontinental routes largely pass through
the mountains at night. will operate during the peak tourist
scason and end
in early October 1988.
Either more frequent runs or a longer season are being
considered for
1989, Williams said,
All trains will lea
ve Vancouver every Sunday starting next
5. with a one-night hotel stop in Kamloops provided as
of a tour package. From Kamloops the lrain will be split
into two sections –
one heading to Banff and the other to
Jasper, depending upon the bookings made,
Bus tours that allow passengers to travel between BanfT and
can be arranged by travellers as part of a nexible tour
Heading westward, trains will leave both B
anfT and Jasper
every Thursday, with another SlOp in Kamloops.
One-way fares, with a Kamloops hotel included in the
price, w
ill eost$275: while a return trip will cost $495,
Williams said the 17,()(X) additional passengers the service is
expected to attract will boos! Via s volume by 12 per cent during
the tourist season. He described the new service as a tourist
Source: The
Gazette, Montreal, October J, 1987,
In 1948 Ihe NOlfhem Albtlfo Railway ran Ihe Friendship no;,, f)lfh/r()m Ed,..olltoll. In Ihis view Ihe /rai is aOO/l1
to leave hile Mr, AIf Miller play: a/elY SCOlI;:h limn 0If Ihe oofUJipes.
Arthi…,.: NA-2-14718
Canadian Rail
P.o. Box 282 St. Eustache, Que., Canada
J7R 4K6
Postmaster: if undelivered within
10 days return to sender, postage guaranteed.
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