Consulter nos archives / Consult our archives

La majorité des documents conservés par le Centre d'archives et de documentation de l'ACHF sont disponibles pour consultation.

Most of the documents kept by the ACHF Archives and Documentation Center are available for consultation.

Canadian Rail 424 1991

Lien vers le document

Canadian Rail 424 1991

Half a Century of Incorporation of the CRHA
Fifty years ago, a number of members of the nine-year-old Canadian Railroad Historical Association, realizing the importance of
the preservation of railway history, applied to the Secretary of State of Canada for a Federal Charter. This important document was
granted, by Letters
Patent under the seal of the Secretary of State, on August 22, 1941. Having a Federal Charter, the CRHA was
transformed from a local, unincorporated enthusiasts group, into a corporation with powers to operate anywhere
in Canada. The aims
and objectives
of the Association, as defined in the Letters Patent, and here printed in bold type, have remained the same for half
a century. To commemorate this significant anniversary to our Association, we reprint the entire Letters Patent as issued in 1941.
All eight
of the original incorporators are now gone, but their foresight created the nationwide CRHA we know today.
By the Honourable Pierre Francois Casgrain
To all whom these presents shall come, or whom the same may in
any wise concern,
Whereas, in and by Part II of the Companies Act, 1934, it is, among
other things, in effect enacted that the SecretalY
of State of Canada
may, by Letters Patent, under
his Seal of Office, grant a Charter to
any number of persons, not less than three, who having complied
with the requirements
of the Act, apply therefor, constituting such
persons, and others who thereafter become members
of the Corporation
thereby created, a Body
Corporate and Politic without share
capital, for the purpose
of carrying on in more than one province
of Canada, without pecuniary gain to its members, objects of a
national, patriotic, religious, phi lanthropic, charitable, scientific,
artistic, social, professional
or sporting character, or the like, upon
the applicants therefor
establishing to the satisfaction of the
of State of Canada, due compliance with the several
conditions and terms in and by the said Act set forth and thereby
made conditions precedent to the granting
of such charter.
COLE, Machinist,
MABEL ELIZABETH BEVINGTON, Librarian, all six of the
of Montreal, in the Province of Quebec, CHARLES VIAU,
of the City of Outremont, in the said Province of
Quebec, and CHARLES LOUDON TERROUX, of the City of St.
Lambert, in the said Province
of Quebec, Manager, …………………… ..
have made application for a Charter under the said Act, constituting
them, and others as may become members in the Corporation
thereby created, a Body Corporate and Politic, under the name
for the purposes hereinafter mentioned, and have satisfactorily
established the sufficiency
of all proceedings required by the said
to be taken, and the truth and sufficiency of all facts required
to be established previous to the granting
of such Letters Patent,
and have filed
in the Department of the Secretary of State a
of the Memorandum of Agreement executed by the said
in conformity with the provisions of the said Act.
NOW KNOW YE, that I, the said Pierre Francois Casgrain,
of State of Canada, under the authority of the hereinbefore in
palt recited act, do, by these Letters Patent, constitute the said
and all others who may become members in the said Corporation,
Body Corporate and Politic without share capital, by the name of
with all rights and powers given by the said Act and for the
following purposes and objects, namely:-
The collection, the preservation, the exhibition and distribution
of information, relics, documents and other historical matter,
relating to railways, locomotives and any other means of
transportation in Canada for the mutual benefit of collectors
of Canadian transportation history.
The operations of the Corporation to be carried on throughout the
of Canada, and elsewhere.
The head office of the said Corporation will be situate in the City
of Montreal, in the Province of Quebec.
of the said Corporation shall be as follows:-
[By-lay Number I was modified
by various revisions, the most
of which came into effect in I986.J
of the said corporation shaH be carried on without the
of gain for its members and that any profits or other
accretions to the corporation shall be used
in promoting its objects.
CHARLES LOUDON TERROUX are to be the first directors of
the said corporation.
GIVEN under my hand and seal of office at Ottawa, this Twenty­
second day of August, 1941.
Acting Undersecretary of State
Rails To Levis
By Douglas N.W. Smith
On April 3, 1991, the National Transportation Agency
authorized CN to abandon the 9.1 miles section of its Montmagny
Subdivision between Harlaka and Saint Romuald via Levis. Today,
the primary u
ser of this trackage is the Ocean and Chaleur
passenger trains operated by VIA Rail. For many passengers, the
of historic Quebec City afforded by this riverside trackage
one of the scenic highlights of any trip between Montreal and the
Maritimes. In the laUer half of the nineteen century, four railway
companies, including one which never connected with this line,
played major roles
in the construction of this piece of trackage.
The first railway to serve the Quebec City area was the
Quebec & Richmond Railway. Completed in 1854, this line
stretched from
Richmond to Point Levis on the banks of the St
Lawrence River just opposite the provincial capital. Shortly after
completion of the line, the Grand Trunk (GT) took over the
The citizens of Quebec, however, were not happy with
their railway situation.
The economic development of the ancient
capital depended upon cheap transport. While Montreal was
favoured with being on the
main line of the GT, Quebec City was
handicapped by having its rail connection telminate on the far bank
of the St Lawrence River. This meant that all goods and passengers
had to be transsl1ipped using ferries
in summer and sleighs in
winter. In between seasons, life and
commerce were forced to
make the crossing in canoes dodging shifting ice flows.
Seeking to
improve their competitive position, various
Quebec merchants sought and received a charter from the legislature
of the Province of Canada in 1853 for the North Shore Railway]
The charter empowered the company to build a line from Quebec
City to Montreal where connections would be made with the
railways serving the hinterland. By this step, it was hoped that
Quebec City would be able to attract traffic to her port and new
manu facturers.
Similar to
many railway projects of the period, this one
foundered for lack
of sufficient financial investment. As private
enterprise failed to build the desired line, the
province took over
the North Shore Railway in 1875 making it part of the Quebec,
Montreal, Ottawa & Occidental Railway
was expected to revive the fading fOl1Llnes of the port of Quebec
by giving the trade of the Canadian west a rail outlet to Quebec
City. The QMO&O was to run from Quebec City to a point north
of Ottawa where ajunction would be made with the Canada Central
The Canada Central would provide a connection to the
projected eastern terminus
of the Canadian Pacific Railway near
Lake Nipissing.
The portion of the QMO&O line between Montreal and
Aylmer via Hull was completed in 1877. Two years later, the line
from Quebec to SI Martin
Junction, a point near Montreal, was
After the initial celebrations, the provincial government
found little satisfaction with the railway. The province had spent
money freely during the 1870s to build the QMO&O and to
subsidize the construction of new railway lines across the province.
The interest on the large amount of debt generated by this railway
coupled with the operating losses incurred by the QMO&O
placed the province in a precarious financial position. When J. A.
Chapleau became premier in 1879, he stated that a major policy of
his government would be the sale of the QMO&O. In October
1880, Chapleau wrote to Prime Minister Macdonald that unless the
QMO&O were sold, the province would experience a financial
Chapleau began negotiations with several interested parties,
One of these was the GT. In March 1881, Joseph Hickson, the
General Manager of the GT, complained to Prime Minister Sir
John A. Macdonald, Your Quebec friends would not listen to
reason last year and asked a pricefor their railway
[the QMO&O]
which it was impossible for anyone who ever intended to pay to
give. They rely all the Dominion Government helping them or
forcing the Canadian Pacific
10 buy. Is either Ihing to be done?6
Sir Johns response was unusually direct: The Dominion
government certainly wonl buy the Quebec Railways. What the
[CP] may do, 1 donl know. The Quebec Government
musl dissolve the
legislature after Ihe next session and if they gel
a new lease
of power will probably Iry 10 sell Iheir railway7
Before considering the next stage in the history of the
QMO&O, the history of the extension of the ICR to Levis must be
considered. The first step was undertaken by the GT. As part of
the scheme to develop a railway line that ran the length of the
Province of Canada, the GT incorporated the Grand Trunk Railway
Company of Canada East (GTRCCE) in 1852
This company had
the right to build from a point on the south shore of the St Lawrence
opposite Quebec City to Trois Pistoles.
Rather than push construction eastward from Pointe Levis
which would have involved securing a right of way through Levis,
GT elected to begin construction of the GTRCCE from a point
seven miles west of Pointe Levis known as Chaudiere Curve, the
present day community ofCharny. In July 1860, the GTcompleted
the line to Riviere du Loup which was destined to be the easterrunost
point reached by the GT.
The Riviere du Loup branch proved to be singularly
unremunerative operating through an area with little industry. The
line remained a neglected portion of the GT until the completion
of the ICR between Riviere du Loup and Halifax in 1876. Rather
than terminate its trains at Riviere du Loup, the ICR negotiated a
running rights arrangement with the GT whereby GT locomotives
would haul the ICR trains through to Pointe Levis?
The condition of the Riviere du Loup-Chaudiere line
became a source of friction between the two companies. The GT
declined to replace the old iron rails with new steel rails as it
alleged the remuneration it was receiving from the ICR was not
p nov I
: .. . ~ :.:r·:o: –
.. AND Ts~:;:,.:j~;jh~n~· .. ,,~
CON N ECTIONS.;.!~:·.·~.,.
. :
ABOVE: 1888 map showing the Intercolonial Railway alld conllections. The North Shore Railway is still shown separately
although by then
it was part of the CPR. Collection of Fred Angus.
. /
Pointe LeV1S0
o~ Romulard
o —t>To Riviere du
Loup and Halifax
Henri Junction
To Ricrunond
and Montreal
To Sherbrooke
sufficient to justify the expenditure. The lCR fumed about the poor
condition of the line
and the inferior service it was receiving from
the GT at
the Pointe Levis terminus.
On June 22, 1878, Joseph Hickson, the General Manager
of the GT, wrote
to Prime Minister Alexander Mackenzie, in his
capacity as Minister of Public Works:
The Company [the GT) is 1I0t ill a position In sewre the
means. elen
if it were pelfectly equitable to expeClthem to make
importanl improvements lipan the [Riviere du LoupJ line.
Imelltioned at the interliews which hale /({ken place
between us. the Gralld Trunk
Company has already e.pended a
sum of money in IXlfecting the rOUie via Portland, [Maine,)
a course which was indispensable if COl11l77Ullicotion to and ji-OI77
the steamers carrying mails, and Ellrupealltraffic in wimer was to
be kept open. The expenditure was certaillly of great adl{fntage to
To a leI), great extenl the traffic which is now sel1l over
Ihe Riliere
clu LOllp line. to andliom the Intercolonial Railway,
was preliollsly
forwarded by Island POlld. Dalllille JUllction and
The necessity
fur impOrlalll altemations UPOI/ the Riviere
dll LOllp line has arisell entirely
0111 of the opening of the Governl77enl
roilway .
.. The interest o(lhe Gralld Trullk CompallY collid neler
be promoted by the placing Ii obstructions in the way of the
busilless passing
over their system {/ndji-om the Intercolonial, and
it is a fact, as you are aware, rhat since the opening of the
road, the rates being equal by both routes rlCR to the
Maritimes and GT
to Portland], the trqfjic has gone aill/ost
exclusively by the IlIIercolonial. I may say jitrlher, that the
COlT/pOllY will willingly consefll to Ihe insertion of condilions in
allY agreemenl with the GOlernmenl in respect 10 Ihe Riliere du
Loup line, securing for the business of Ihe Intercolonial fair
facilities and reasonable raIlS. as hetween Poinle Levis and
Monlreal. They wOllld natllrally require that the GOlernl1lent
ld agree Ihat the bllsiness of Ihe Intercolonial should not be
diverled to
any other route .. ,0
In 1879, the government purchased the GT line from
Riviere du Loup to Hadlow, a point one mile west of Pointe Levis.
for SI.5 million-Included in the agreement was the requirement
to route the traffic between the Maritimes and Central Canada over
the GT line
to Montreal. The GT retained running rights over the
line from Chaudiere Curve
to Hadlow in order to reach its telminus
at Pointe Levis. Commenting upon the purchase
to Sir Edward
Watkin. who
had served as President of the GT during the 1860s,
Sir John
A. Macdonald stated, … we boughllhe wOr/hless piece
o.froad belween R[ilierej du LOllp
and Poinle Levisforthe express
purpose of mabling Hickson to conneCl Ihe GTR to Chicago
Once the Riviere elu Loup line was part of the lCR,
agitation began
to bring it to Levis by a more direct route. The most
favoured alignment
was from St Charles to Levis, popularly
known as
the St Charles Branch.
Such a line
had been envisaged as early as 1871. In that
r, the Quebec legislature passed an act incorporating the Point
Levis and Indian Cove Junction Railway giving
it the power to
build between St Charles and Levis. The charter included the provision that the line
coulc! be leased to either the GT or the North
Shore Railway.
It is not surprising to find that two or the
individuals seeking the charter
for this railway were directors of
the North Shore Railwayl3
Speaking in the House of Commons on March 7. 1881,
Auguste Landry,
the Member for Montmagny, reminded the
of the numerous petitions it had received favouring
the construction
of the St Charles Branch. So great was the interest
in the project that even 107 members of the House of Commons
had signed a petition in support of the project!·.
of this support was due to the view that the QMO&O
should form a western extension of
the ICR. This would give the
ICR access
to Montreal and to the CPR transcontinental line
independent of the
GT. Many MPs remained suspicious that the
discriminated against the ICR by routing freight over its own
Jine to the American port of Portland rather than turning it over to
the lCR for furtherance to the Canadian ports of Halifax and Saint
It was felt that the acquisition of the QMO&O would boost
low levels of inter-regional traffic on the fCR, eliminate the
al losses of the government railway, and provide increased
import and expo
rt traffic at Maritime port cities which would
increase employment and bring additional steamship connections
to Europe.
The major
impediment to a union of the ICR and QMO&O
was the need to cross the St Lawrence at Quebec. Sir Charles
Tupper, a powerful cab
inet minister and Maritimer who always
by the ICR, was dubious that a car ferry could operate across
the river reliably during the winter season!S,
Faced with Tuppers doubts, in 1881 Premier Chapleau
L. A. Senecal, the General Superintendent of the QMO&O,
to prepare a report on the subject. The Railway Journal reported
in its issue of November II, 1881:
Mr Senecal is al present preparing a reporl on the
of connecting Ihe QMO&O and the IC wilh a transfer
ferry between Quebec and Levis. This would give Ihe government
a through
road between Ollawa and the Lower PrOlinces. The
matler has been discllssed with Sir Charles Tupper and Mr.
fn January 1882, Senecal submitted a proposal to Tupper
whereby he undertook
to build the line from St Charles to Pointe
Levis for $450.000 and
to provide two car ferries capable of
moving 300 cars per day in the summer and 200 cars per day in the
winter for $185,000. The ferries would
be turned over to the
govel1lment only after they
had proved they could be successfulJy
operated during the winter. Alternatively,
he proposed to retain
ownership of the ferries provided the government would guarantee
to route a minimum of 15,000 cars of ICR traffic at a fee of $4 per
via Quebec !6.
Senecals bid received the support of the Quebec government.
to Sir Charles Tupper on February 16, 1882, Chapleau
lamented a recent Order in Council made by the Dominion
government w
hich stated that any experiment with ferry service
be done only if the Quebec government or the QMO&O put
lip half the necessary funds. [n this letter, Chapleau alludes to
reliable parries [who] offered to form a company which would be
.-;, … ..
Page 151
Locomotives Argenteuil and St. Laurent of the Quebec, Montreal, Ottawa and Occidental Railway are seen ill this view all Ihe
hridge over Salmon Creek, Que. The pholo was laken by Alexander Henderson in 1878. Evidently Ihe 51. Laurenl is being hallled
Ihe Argenleuii since ils main rods have been removed.
Nalional Archives
of Canada, Merrilees Colleclion, Pholo PA-164704.
10 solve Ihe problem of Ihe winter ferry without cost to
government. This was an extremely important point with
Quebec government which was struggling with its lack of ready
financial resources.
The reliable party can only be Senecal as
Chapleaus description of the project bears features very similar to
those contained
in Senecals letters to Sir Charles in January 1882.
Chapleau continued,
… wishing 10 lesl Ihe confidence
which the company had
in its scheme, 11hought it prudentlhat the
company should he given to understand that they would incur all
the risks
of the expenditure connected with the establishment of Ihe
feny they suggested. This they accep,ed, on condilion
and very reasonably, I must say, Ih(1I in the evenl of Ihe
winter sleam ferry being a success, that the company would be
10 a contract from Ihe Iwo lines of railways, using such
for a cerrain minimum number of cars so ferried across Ihe
river al cellain agreed rales.
went on to state that the Quebec govenunent was
ready to enter into such a contract and to build
the necessary
wharves, slips and works required on the
Quebec side of the St
Lawrence to the extent of $200,000
Sir Charles appears to have remained unconvinced.
Chapleaus readiness to enter into a traffic agreement with the ferry
company must have had a hollow ring as most of the traffic
which would use the ferry would be generated by ICR. As well, the
Chief Engineer of Government Railways, Collingwood Schreiber,
and the
Chief Superintendent of the ICR, David Pottinger, had sent
to the Minister a long letter outlining their objections to both the
of the St Charles Branch and the proposed ferry
Their opposition was based upon the following points:
… Ihe object of the managemenl of the QMO&O Railway
in pressing the malter is to endeavour to diveII the traffic to and
fromlhe Wesl over thar Road. We, however, are oflhe opinionlhal
under exisling circumsrances such an allempt wouldfail, and thaI
if the ICR engaged in any sllch IInderlaking it wOllld appeal 10
place thaI Railway in a position of hostility to the CT.
Under an agreemel1l with the CT,
Ihe freighl by the fCR
andfrom the Wesl is exchanged with that Railway al Chaudiere
jllnction. This arrangemenl has,
lip to Ihe presenl lime, worked
and we are of Ihe opinion that as long as the CT
cominlled to deal with the ICR in an equitable manner it would nol
be desirable
10 disturb Ihe harmonious relations which exist
Ihe two railways.
The honourable Minister has been making great effol/s
to make both sides
of Ihe ICR account balance, and it appears to
liS that if the fCR at the present time were to engage in this work
it is quite possihle that the operations
of the Road would result ill
a large deficit …
The rates to
and from Pointe Levis over the ICR are
precisely the same as those to
andfrom Chaudiere JUllction, where
the exchange is made with the
GT so that in this respect the traffic
of the QMO&O is already in as favourable a positioll as if the 5t
Charles Branch were huilt; therefore it appears clear that they
would derive from its construction the henefit which they seem to
We are of[the] opinion that the proposed ferry would be,
under any circumstances, only a temporary expedient,
and if the
ICR, GT, QMO&O and other Railways are to have connection
across the 5t Lawrence at or near Quebec, we are
of the opinion
it would be greatly in the interest of all concerned that it
should be by means of a Bridge.
Even at Detroit, where the climate is less severe than at
Quebec, great difficulty
is sometimes experienced in crossing the
River with the Train Ferry Boats which at time occupy several
in making the crossing. 5uch a delay would be fatal to the
through traffic
of the fCR …
Further complicating the situation was the position taken
by another railway company. In 1880, the Quebec Central Railway
(QCR) had completed its line between Levis and Sherbrooke,
Even as it was completing its line, the QCR management
recognized that its existing terminal at Levis had to be replaced.
Built by its impecunious predecessor, the Levis and Kennebec
Railway, the terminal was located in the Upper Town.
AU the
traffic destined to Quebec or to overseas markets had to be carted
down a steep hill to the waterfront. Determined to direct access to
St Lawrence, the QCR was actively taking steps to build a new
branch line from
St Henri to the Levis waterfront.
As early as 1881, the
QCR made two offers to the Dominion
government with regard to the
St Charles Branch. First, if the
government decided
to build the line from St Charles, the QCR
would provide the ICR with running rights
over the northern most
4.5 miles
of its line into Levis. Second, the QCR offered to give
the ICR trackage rights over its line from the
junction with the ICR
at St Henri
to Levis provided the government would agree to pay
the cost of the line
As using the QCR St Henri-Levis line
would have been some two miles longer than the proposed di.rect
line between St Charles and Levis, this option was quickly
On June 26, 1882, James
R. Woodward, the QCR s General
Manager, wrote SirCharJes outlining the progress of his companys
work on the Levis extension:
I have the honour to submit that this company in extending
its line from a point near St Henri Junction to Deep Water at Levis
has selected a location with great care with a view to avoiding
valuable properties as far as possihle, and has thus, f think,
secured the least expwsile line as regards cost
of right of way and
has also obtained a most favourable route as regards curvature
gradients and cost of construction. After an examination of
this location by Mr Archihald, fCR Engineer, certain changes in
curvature were made at his suggestion. These implOve the character
of the line but somewhat increase the cost of collstruction.
The plans
of this route have he en duly fyled by the QCR Company
in accordance with the plOlisions of the Quebec General Railway
Act. The right
of way has heen nearly all expropriated and
arbitrations are 1I0W being plOceeded with 011 the remaining
The construction
of this portion of the line is all under
and pal! under-sub-contrac·t. Steel rails 56 pounds to the
yard have been
purchased and are lying at Poil1le Levis. Sleepers,
fence materials
and timber for structures are all ready and ilOn
bridges cOlltracted for. Arrangements are all made for the full
completion of the line this Autumn and it is of utmost importance
to this railway company that
it should have the use of connection
with the water before winter –
and owing to the plOgress made in
of right of way and towards construction, the line can
more speedily be completed thlOugh the QCR
s arrangements than
in any other
He went on to state that the QCR would complete the 4.5
mile section at the northern end
of the line and turn it over to the
ICR for $125,000 exclusive
of any terminal facilities or wharves
at Levis. In exchange, the
QCR would expect to be granted running
rights over the trackage
at an annual fee of between $10,000 and
After reviewing the proposaL, Collingwood Schreiber wrote
to the Secretary
of the Department of Railways and Canals, This
is in my opinion not such as should be entertained inasmuch
as the
Government can CatTY olll the work, in the manner best
to the interests of the ICR, quite as expeditiously as it can
be done by the QCR, and probably at a lower cost than would be
incurred by accepting the above
.. .21
Opposition to the QCR also came from Quebecs premier.
In a letter dated February 16, 1882, Chapleau wrote to Sir Charles:
The QC is a second class railway, and not one to which
a road
of the importance of the ICR should be subservient. The
of the QC from its present terminus to deep water is, f
admit, probable, but not
certain. . that railway [the QCR] is
encumbered with a heavy mortgage debt, which precludes the
of depending upon it .
Faced with federal elections in June 1882, the Dominion
government bowed to popular pressure and announced it would
build the
St Charles Branch to Levis. Consequently, the QCR
never did reach the St Lawrence River on its own trackage. The
QCR built a new line from St Henri to Harlaka, where it connected
with the St Charles Branch. It was accorded running
rights over the
St Charles Branch from Harlaka to Levis. Until the late 1950s,
Levis remained the terminus for one of QCR s passenger trains to
During all these discussions about the
St Charles Branch,
the Quebec
premier had been busy trying to sell the QMO&O. On
December 20, 1881, George Stephen, CPs President, wrote Sir
John stating that he had decided that CP should lease the QMO&O
and was prepared to pay $350,000 per year in rental
A meeting
was he
ld between Stephen and Chapleau in early January 1882.
After the meeting, Stephen offered to purchase the railway for
$8.75 million payable in fifty years with annual interest
These two liews, which were taken at Pointe Levis circa 1920, show the very rudimentary facilities that the Grand Trunk employed to serve
its Poil1le Levis-Quebec rail ca
rferry. In order to accommodate the tidal changes in water levels in the St Lawrence River, the Grand Trunk
tlVO tracks to the riverbank. One was considerably more elevated than the other The Grand hunk carferry serlice utilized two converted
Great Lakes freighters as
feny boats. The second view shows one of the ferries tied up at the whGif with a fill/load of freight cars.
N. W. Smith Collection
As its passengers rush to make the sailing of {he Quebec ferry, CN 4-6-01146 rests after arriving at Levis in this March 1937 view. The
tmin is most likely a local from Richmond. The 1146 was built by the Montreal Locomotive Works for the Canadian Northern Railway in
Paterson-George Collection
at 4% provided the Quebec government would spend a further
:)750,000 to finish the railway24. The terms offered were not
satisfactory to Chapleau. In February 1882, the
Quebec government
announced that only the western division
of the QMO&O between
Montreal and
Aylmer was to be sold to CPo
In May 1882, the portion of the section of the QMO&O
between St Maltin Junction and Quebec was sold to a syndicate
headed by
1. A. Senecal
. This action caused a major rift in the
incial conservative party. Senecal was a noted speculator in
Quebec railways and a friend of the premier. Indeed, his appointment
to the position of General Manager of the QMO&O occurred
shortly after Chapleau had become
premier in 1879. The portion
of the QMO&O sold to Senecal was renamed the North Shore
Railway. Senecal sold control
of the North Shore Railway to the
GT in December 1882. Escaping the controversy, Chapleau left
provincial politics and joined the
Macdonald cabinet in July
When discussing the appropriations for the ICR in 1883 in
the House of Commons, the question of the Quebec-Levis train
ferry was discussed. Sir Charles stated the Dominion government
was r
eady to put into effect the plan to have the Dominion and
Quebec government or the
QMO&O or its successor share the cost
of the ferry. Since the QMO&O had passed out of the hands of the
Quebec government, no steps had been taken to establish the ferry. It appears that freed
of the QMO&O millstone, the Quebec
government rapidly lost aJl interest in the Quebec-Levis ferry. In
the opinion
of Mr Mitchell, a Quebec member of the House of
Commons, the GT, which controJled the North Shore, wanted to
run the ICR
traffic over its existing line via Richmond and keep the
North Shore
solely as a local line to serve Quebec City shippers27.
During the I
CR appropriation vote in 1884, Sir Charles
announced that the cost of the 13 mile St Charles Branch was twice
as much as antic
ipated and would total almost a million dollars.
The major reason for the increase was the expense of assembling
the land for
the right of way which totalled $400,000
. One
wonders if the Minister ever reminded Schreiber about his earlier
letter stating that the government would be able to build the line
more cheaply than the
QCR could.
The St Charles Branch finally opened to regular rraffic on
July 21, 1884
On this date, both the ICR and QC began to operate
passenger trains to the new ICR station in Levis. The new line
provided much bett
er service to ICR patrons who were travelling
to and from
Quebec City. The former 23 mile journey from St
Charles to Levis via Chaudiere Curve was reduced to l3 miles
the new line via Harlaka. After stopping at the Levis station, the
ICR trains continued on to the
GT station at Pointe Levi where
connections were made for Montreal.
Due to the heavy grades on the line through Levis, through
freight traffic between the Maritimes and Central
Canada continued
move over the old line to the interchange with the GT at
Chaudiere Junction.
In 1885, after several years
ofpublic controversy concerning
the monopoly which the
GT had on Montreal-Quebec traffic, the
GT surrendered the North Shore RaiJwayto CPo Casting about for
new sources
of traffic, CP approached the government with a
proposal to jointly operate a
car ferry between Levis and Quebec
in 1886. In his letter to the Minister of Railways and Canals, W.
C. Van Horne states that Captain Lyon of Brockville, who had a
very large experience
in the operation of such ferries, had inspected
the crossing at Quebec and reported that
it would be entirely
practicable and easy
of operation and that a suitable boat and the
necessary approaches could be proved
at moderate expenses
Responding to the request, Collingwood Schreiber stated,
/ do not see how the ferry could be made to pay if the fCR is 10
receive the same amount for its service to Levis from the two lines
of transportation [the CP and GT] and indeed, under the Riviere
du Loup Branch purchase agreement, this has
to be done as the
extra charge forferriage would debar competition, unless the CPR
was prepared
to bear the burden of this extra charge … JI.
While CP was to engage in extensive waterborne operations
Ontario and British Columbia, it never inaugurated a car ferry
at Quebec. Surprisingly, the first car ferry operation at this
location was sponsored
by the GT.
Following the collapse
of the Quebec Bridge in 1907, the
GT approached the Quebec & Levis Ferry Company to provide a
car ferry service from its yard at Hadlow to Quebec City. This
would enable it to effect a connection with its subsidiary, the
S1. Charles
Pointe Levis
S1. Romuald
Chaudiere Curve (today called
National Transcontinental Railway. Business expanded to such a
degree that a second
car ferry was added in 1913. Both vessels did
not resemble the typical railway
car ferry. As they were adapted
from regular great lake freighters, a series
of tracks, each of which
accommodate a single car, was laid across the vessel. It
appears that the
service lasted until the Grand Trunk was acquired
by the Canadian National Railways
in 1923
In 1914, the National Transcontinental Railway began its
own car ferry
service across the St Lawrence using the Leonard.
This service lasted until the
Quebec Bridge was completed in 1917.
By this time, the
NTR was part of the Canadian Government
Railways as the GT refused to honour its contract to operate the
Despite the expenditure
of almost a .million dollars on the
St Charles Branch, the Levis railway station was a recycled
building. Built in 1864, the two storey structure had housed a
fanners market on the
ground floor and a hall on the second floor
which had been
used for town council meetings and as an auditorium.
Purchased by the ICR in 1883, the structure has served as a station
for more than a century. In 1984, VIA completed a $3 million
project to refurbish the building and convert it into an inter-modal
facility shared with the Quebec-Levis passenger ferry and the local
transit system
By the 1990s, there remained only one major freight
shipper whose traffic used the rail line through Levis. As this
traffic could be routed
over the Diamond Subdivision, the freight
main line running south
of Levis, CN had no further need for the
Harlaka-St Romuald trackage.
The National Transportation Agency
ruled that CN could abandon the line
in April 1992. VIA until then
to decide whether it will acquire this trackage or
move its trains
onto the Diamond Subdivision and by-pass Levis.
Passenger trains have served the Levis area for almost 140 years. Maintaining the tradition, lIA Rail Traill 16, the Chaleur, pauses en
route from MOlltreal
to Gaspe at the Levis il1lerl11odal statioll on June 22, /991. A futuristic appearing skywalk crosses over the tl(/ck to
it ferry passengers access to the second floor of the station building which is now 127 years old.
Gerald E. Gallgl
I There is much disagreement in period documents concerning the spelling of the name of this point; a popular variation being Point Levi.
[ have selected Pointe Levis which
is the official spelling lIsed in railway material.
2 See Quebec & Richmond Railway Farewell in the September-October 1990 issue of Canadian Rail for a detailed history of this line.
Statutes of the Province of Canada, 1852-53, Chap. 100.

Statutes of Quebec, 1875, Chap 2.
Thompson, Norman and Edgar, J. H. Canadian Railway Development From the Earliest Times, MacMillan Company, Toronto, 1933.
See page 133.
6 National Archives of Canada MG29 A29: Sir Joseph Hickson Papers. See letter elated March 3, 188l.
7 Ibid. See letter March 7 (year not given). I believe this letter was written in 1881 as it responds to the query in Hicksons letter of March
8 Statutes of the Province of Canada, 1852-53, Chap. 38.
9 Ibid.
10 Sessional Paper No. 76, 1883, House of Commons, 46 Victoria, Queens Printer, 1883.
II Statues of Canada, 1879, Chap II, Queens Printer, Ottawa.
12 National Archives of Canada: MG29 A29 -Sir Joseph Hickson Papers. Letter dated November 22, 1880.
]} Statutes of Quebec, 1871, Chap 27, Queens Printer, Quebec.
14 At this time, there were 206 members of the House of Commons. Thus Landry had been able to garner signatures from 52 per cent of the
National Archives of Canada: RG 12, Volume 1967, File 3556-12. See letter from Premier of Quebec, J. A. Chapleau, to Sir Charles dated
16, 1882: If I understand it well, your objection to the immediate building of the St Charles branch is the doubt you entertain
on the practic
al feasibility of a winter steam ferry.
16 Ibid. See letter dated January 17, 1882 from Collingwood Schreiber and David Pottinger to F. Braun, Secretary, Department of Railways
and Canals which reviews the text
of Senecals proposals of January 1882 anel letter elateel February 13, 1882 from Senecal to Sir Charles
17 Tbe Quebec government included tbis commitment in its agreement between selling the QMO&O to the North Shore Railway. When the
GTR acquired control of the North Shore Railway, it shelved the ferry project.
18 National Archives of Canaela: RG 12, Volume 1967, File 3556-12. See letter e1ateel January 17, 1882 from Schreiber and Pottinger to F.
Braun, Secretary, Department
of Railways and Canals.
19 Lavallee, O. S. A. A Glimpse at the History of the Quebec Central, Newsletter, Upper Canada Railway Society, May 1967.
20 Debates of the House of Commons, Queens Printer, Ottawa, 1881. See Speech of Mr Landry, Page 1243.
21 National Archives of Canada: RG 12, Volume 1967, File 3556-12.
22 Ibid. See letter dated July 3. 1882.
23 National Archives of Canada: MG29A -Sir John A Macdonald Papers. See letter dated December 30, 1881.
24 Ibid. See letter of January 9, 1882.
25 The sale of the eastern division of the QMO&O included trackage rights over the portion of the western division from St Martin Junction
to Montrea
26 Young, Brian J. Promoters and Politicians: The North Shore Railways in the History of Quebec, 1854-85. University of Toronto Press,
Toronto, 1978. Chapters 7 and 8 cover the period when Chapleau was the Premier.
27 Debates of the House of Commons, Queens Printer, Ottawa, 1883. See page 1084 and 1085.
28 Debates of the House of Commons, Queens Printer, Ottawa, 1884. See pages 1343 to 1345.
29 The Quebec Morning Chronicle, July 21, 1884.
30 National Archives of Canada: RGI2, Volume 1967, File 3556-12. See letter elated July 8, 1886.
31 Ibid. See letter dated July 9, 1886 from Collingwood Schreiber to A. P. Bradley, Secretary, Department of Railways and Canals.
)2 Brooks, 1. S. The Lower St Lawrence, Freshwater Press, Hamilton (Ontario), 1974. See the September-October 1990 issue of Canadian
Rail for photo
of the ferry John S. Thom.
J3 VIAs Stations: Levis, Quebec, VIA Rail Canada, Montreal, 1984.
One Last Traill Ride in Newfoundland
By Claude Hoddinott
Our member Kennelh Marsden of Gibsons B.C. sends Ihis pholo laken by himself from Ihe rear
of the weslbollnd Overland £imiled as il clawed up Ihe grade oul of Holyrood,
Ney,10undlond aboul
/937. The Overland Limiled ran only in summer and slopped only 01
s/{/liol1s. Thlls il made milch beller lime than the Iwice-weekly, year-round, Express which
slopped j
llsl about anywhere upon request.
On November 3rd 1990, I was given an opportunity to take one last
ride on a Newfoundland train. A very short trip on the remaining
ten miles of main line track between Norris Arm and the Bishops
Falls rail yard.
My wife drove me to the end of the rail line near
Norris Ann w
hich was the work site of the track removal crews. It
was a beautiful sunny autumn afternoon, so I enjoyed the half mile
walk through the wooded terrain to get to the railway track at the
location where the rail crews were lifting the rails.
I chatted for a short
while with the work supervisor who had given
me prior app
roval to ride the train back to Bishops Falls. My wife
drove back to wait for me at the railway station. It was now
approximately 4:30 P.M. and the crew were making preparations
to s
hut clown the operations for the day. Diesel 917, the engine that
was u
secl for pulling the broken rails from the roadbed, was close
by. We then travelled on this locomotive down the track for about
one m
ile to the location of the actual work train. This train was used
for loading and transporting the lifted rails back to Bishops Falls.
ce there, I got off 917 and walked to the front of the work train
the lead engine, 924. We got underway in a few minutes.
lling rather slowly, about 20 MPH. I did manage to get a few
pictures, but since we were moving towards a brilliant sunset, and
with the movements of the train, it was virtually impossible to take
good photographs.
It was quite an experience for me, being my first time to ride in one
of these locomot.ives.
T must say travelling up front gives one a
commanding view of the whole train. In the cab of 924 was the
engineer, three o
ther employees, and myself. I was rather impressed
ith the space in one of these engine cabs.
As we travelled along the last few miles of narrow-gauge track, I
could not help noticing the forlorn look on the faces of the crew
they stared out the windows at the beautiful autumn colours
passing by, knowing full well that this was the very last stretch of
their railway. I can well imagine the thoughts running through their
as we were witnessing scenes of the last vestige of this once
busy railway,
the lifeline of our province, which served its people
well over one hundred years.
As the lastremaining rai Is are removed, we have seen the destruction
of part
of our heritage. The Newfoundland Railway was truly a way
life for many of us. Now that the demise of the railway has
become a reality to a
ll Newfoundlanders, it will serve as a grim
reminder of the shattered dreams and plans of the Newfoundland
Railway employees.
One can truly say It really is the end of a great era in this
ince, and a way of life that has vanished forever.
10, 1990.
Life on the Line in Newfoundland
By Les Harding
Drill, ye tarriers, drill. Drill, ye tarriers, drill.
Oh you work all day for the sugar in your tay
As you work along
on the rail way
011, drill, ye tarriers, drill. Drill, ye tarriers, drill.
Old so
ng, c. 1888.
Page 159
It is hard to imagine a life of toil harsher than that endured by the
nameless navvies who built the railway across New
foundland a
century ago. The men who constructed the CPR lived a life of
by comparison. The Newfoundlanders were not even
provided with a tent or a horseha
ir blanket, let alone luxuries like
cooks and
log bunkhouses. The navvies in Newfoundland were
given a fistful
of nails, a roll of felt, and told to fend for themselves! After sixty hours of back-breaking work, a labourer
could look
forward to a pay packet of six dollars; six dol.lars from which he
was expected to feed himself and set something aside for his wife
and children. Of course a man received
his money only if he was
to work a full six days. If he was ill or if the weather was too
severe for work, the navvys pay would be reduced accordingly.
And then there were expenses. A slim
of thirty cents was collected
A work crew unloading rails from a flat car
on the Ne»1oundland Railway around the tum of the century.
Provincial Archives
of Ne»10ulldland and Labrador.
hackwork on (he Neflfoundlal1d Railway in the early days.
National Archives
of Canada. PholO C-76149.
monthly from each man for the provision of medical care. Food
was purchased at construction headquarters.
After his shift, a man was expected to prepare his own meal over
an open fire. often without cooking utensils except for the use of
a round top shovel as a frying pan. Fried dough known as damper
dogs or damper devils was the staple. As darkness came on the
navvy would hack down a few saplings for tent poles, arrange the
felt as best he could. and sleep directly on the hard ground under
crude lean-to. The Sabbath was spent sewing patches on torn
clothes, mending boots, washing (for those so inclined) and baking
bread. in
heavy iron pots, for the upcoming week.
The work was hard and dangerous. Many a finger was crushed
between steel rails that suddenly slipped, and more than one life
was lost in a blasting mishap. Tale~ of strength and endurance of
the men are legendary. A powerfully-built young section-hand
ved for his first day on the job. II was the task of his section to r
eplace a damaged rail weighing fifty pounds to the yard. The
foreman. speaking in the general direction of the new hand said,
Go down around the curve and bring up that piece of fifty-pound
rail. The boy, eager to please. did exactly as he was told. He
picked up a fift
een foot piece of rail. hefted it without effort to his
ancl carried it bac.k for his foreman to see. Heres your
rail sir. but its more than fifty pounds.
Millions of cubic yards of earth had to be removed by shovel and
every single rail, spike and ounce of food had to be transportecl
of miles to that constantly shifting location known as the
Encl of Track. Massive quantities of bridge pilings and trestles had
to be c
ut. assembled ancl placed; as well as the production of
700,000 wooden ties.
The labourers, often a thousand strong. would be spread out over
a five or ten mile section. chopping a wide swath across tangled
forest or drilling and blasting
their way through armoured expanses
.. . . .

NeHjoundland Railway 4-4-0 locomotive number 19.
Provincial Archives
of NeHjoundland and Labrador.

-~ .
A builders photo of NeHjoulldlolld Railway ten-wheeler number 108.
Provincial Archives
of NeHjoulldland and Labrador.
Page 161

rI crew of three Newfoundland Railway workers nding on a hal1d car pCIS! the gypsum cliffs at Fischel/s Brook. St. Georges Bay.
National Archives
of Canada. Photo C-76129.
of solie! rock. Wooden trestles were thrown across fast-flowing
streams and
the track-bed was graded smooth. The right of way had
to be in stable condition before track coule! be I.aid upon It.
Embankments, cuttings and land fill were used only when absolutely
necessary. The
se took time to settle to a permanent level and were
expensive. Finall
y, wooden ties. or sleepers, would be brought up
from the rear and arranged across the grade at exactly two-foot
Intervals. Steel rails were then carefully placed across the sleepers
and secure
ly spiked in place widl sledge hammers. Crushed srone,
from the blasting sites, was then packed between the sleepers
as ballast to keep the track from shifting out of position under the
weight of
the moving trains. Sidings, sheds. station houses, water
and branch lines would all have to be added. Sometimes the
work went
on into the night. If a train had to be fuelled, the nearest available labourers were expected
to shovel the coal without
Ieceiving any extra wages
for their trouble. At daybreak they
would be hard at work l
aying track as usual. In winter most of the
men were laid ofc but a few gangs were always kept busy cutting
extra timber for sleepers, pilings and telegraph poles.
It was a tribute to the endurance of the navvies. as well as an
expression of the poverty of Newfoundland, that the entire railway
was built by hand. Aside
from a few wheelbarrows ancl carts. picks.
shovels and sledge hammers were
the only tools available for
It was not until 1915, long after the railway III
Newfoundland had been completed. that the first machinery was
d. In that year the Newfoundland Rai lway obtained two
surplus steam-shovels that had been left over from the building of
the Panama Canal.
The Alishan Forest Railway
One of the Orients best train rides can
be found right in the heart of Taiwan.
Its a pleasant narrow-gauge railway
which runs from the city of Chiayi
(pronounced like G .1.) up to the
mountain resort village of Alishan, the
centre of the lovely Alishan Forest
Recreation Area.
The railway leaves Chiayi, which is
just a few metres above sea level, for
the long
journey up to Alishan Station
which, at an elevation of 2190 metres
(7185 feet) is Northeast Asias highest
railway station. The trip covers 72
kilometres (45 miles) in about three
homs. Along the route the train crosses
77 scenic bridges and goes through 50
tunnels. And if that were not enough,
the line passes through three distinct
ecological zones, viz. tropical,
subtropical and temperate.
By Damien P. Horigan
Shou Chell KUl1g (Temp/e)
The Post Ofjlce at Alishal1
The railway was completed in 1912 by
Japanese during their occupation of
Taiwan. The locomotives used these
clays are modern diesels, ironically of
Japanese manufacture. [f youre lucky
you might be able to spot an old steam
locomotive along the line, but dont get
your hopes up.
The cars are comfortable although, of
course, nanow. Complementary Chinese
tea is served on board which adds to the
quaintness of the trip. Most
people just sit back and enjoy the ride:
however, if you should
choose to walk
between cars while the train is moving,
be careful since there are countJess
curves along the way.
Once you reach Alishans new railway
station, you will be greeted by a village
of souvenir shops, restaurants serving
Chinese and Japanese cuisine, and a
number of small hotels, the best known
being the Alishan House which is often
fully booked. The village has a post
office but no banks.
Woman selling local rea
Just beyond the village lay several short trails, which can be
covered in a few hours, featuring unusual natural sights as the
Three Generations Tree, which is actually three trees, and
manmade attractions like Shou Cheng Kung Temple. Yet the fresh,
cool mountain air
or the enchanting mist is reason enough to visit
Visitors should keep in mincl that there are only three trains per day
going up and clown the mountain. Departures from Chiayi are at
A.M., 9:00 A.M. and 12:50 P.M. Departures from Alishan are
at 8:40 A.M., 12:35 P.M. and I :05 P.M. One way fares are NT$346
for the 9 oclock trains and NT$373 for all other times (an NT
dollar is a little less than 5 cents Canadian). Round trip tickets cost
NT$590 and NT$636 respectively. If you happen to miss the train
one direction, there is also a bus service between Chiayi and
n. The first bus leaves Chiayi at 6:30 A.M. and the last one
departs Alishan at 4:00 P.M. The fare is NT$I 0 I (about $4.50
Canadian). While the buses are admittedly faster than the train,
they are no where near as much fun.
THERE: Chiayi Station serves both the Alishan Forest
Railway and the main line between Taipei ancl Kaohsiung. The
Chiayi-Alishan area is also served by express buses which can be
boarded at
Taipeis West Coast bus terminal.
Copyright: C Damien P. Horigan, 1989.
The writer works in Seoul. South Korea.
Door wirh the symbolof rhe Alislwll F oresr
Railway. The Chinese characters read
lirerally Alishan Line.
Locomoril{! or Chiayi SlCItion or rhe lowermost part of the
Alisholl Foresr line.
These pholos show two of Ihe cOUl7lless curves on Ihe line as il climbs from Chiayi 10 Alishall.
Train slopping al (lie
new slalion al Alishan, Ihe end of (he line.
Alonzo Dixon Revisited
By Fred Angus
A century and a quarter ago, October 21, 1866 to be exact, a 29 year
old engineman named Alonzo Dixon, was killed at Wind
sor Mills,
then known
as Windsor Station, Canada East, when the Grand
locomotive he was driving overturned. This accident would
have been long forgotten, along with countless other
fatalities in
nineteenth century Canadian
railroading, were
it not for
the monument erected over
grave in Montreals
MountRoyal Cemetery. The
of Alonzo Dixon and
his tombstone has been told
in Canadian Rail (and its
the CRHA News
in issue number 42
(February 1954) and 182
(November 1966). However,
in view
of the 125th
anniversary, and the fact that
nothing h
as been published
on the subject for 25 years, it
is appropriate to summarize
the sto
ry and give a report
on the present status of this
interesting, but little
known, monument. For the next sixty-seven years
we know little about the history of
the Alonzo Dixon stone. Some time during these years the stone,
which had little or no foundation
to support it, fell backwards and
lay on the ground facing upwards. About the year 1934, Mr. John
Loye, the founder
of the CRHA. was wall Royal Cemetery and re-
discovered the monument.
Subsequently two CRHA
mbers arranged for the
to re-erect the
tone, this time with a good
foundation under it, and
was set back in place. Since
that time the story
has been
told and the monument has
visited by rail
historians, however such
visits have become less
frequent in recent years.
Alonzo Dixon
was born in
England about December
1836 and later e
migrated to
Canada. At some unknown
date he entered the
employment of the Grand
Trunk Railway of Canada
rose to become an
ineman on the section
which included the run
between Richmond and
Sherbrooke. It
was while so
employed that he lost his
lifG in the accident at Windsor
tion. Evidently his fellow
felt highly of Alonzo
Dixon, for they paid for a
very fine tombstone which
was set up
the year following
his death. On the stone was The Alonzo Dixon stone as
photographed on July 4, 1948. The entire
inscription wasjully Legible. CRHA Archives, Toohey Collection 48-305. Following the death
of my
mother on June
1, 1991,
her subsequent
interment in Mount Royal
Cemetery, my visits to the
Cemetery have been more
frequent than before. Aware
that this October would mark
the 125th anniversary
of the
of Alonzo Dixon, I
attempted to
locate the
monument and see its
condition, or even
if it still
s. Finding the place was
easy, due
to the excellent
records kept
by the Mount
Royal Cemetery Company.
On Friday, September 13,
1991 I began a search of the
in which the Cemetery
said the grave was located.
The search took longer than
expected since
at first I was
in the wrong row,
and I was expecting the stone
to be smaller than it was.
carved a
bas relief of a Grand Trunk Birkenhead-type 4-4-0
ve as well as a lengthy poem copied from a gravestone in
Bromsgrove England. Since the stone refers to the location of the
ident as Windsor Station, P.Q. we know that it must have
been ca
rved after July I, 1867 (Confederation day) before which
the Provin
ce of Quebec was known as Canada East. Then, precisely
at noon, I
saw, beautifully situated
under a lilac bush, the stone of Alonzo
The stone still stands perfectly upright, but has suffered badly from
air pollution, especia
lJy acid rain. Comparing its present-day
condition with a photograph taken
in 1948 reveals that the stone
has suffered far more in the last 43 years than in
the preceding 81 years from 1867 to 1948. In
fact one might say that the inscription has
become all but illegible, and the beautiful bas­
relief of the Birkenhead locomotive has been
reduced to a mere shadow
of its fonner self, all
the fine detail having vanished. Yet the
still stands over the mortal remains of Alonzo
Dixon, not only as a memorial to him, but also
to locomotive engineers across the
country that
lost their lives
in the line of duty.
Since so little remains of the inscription, we
quote it here
in its entirety. The text, as previously
in Canadian Rail, contained some errors
(eg. the
last word of line 6 is heed, not need)
so these errors, mainly in punctuation. have
been corrected.
Thus we can read the inscription
it used to be visible before the air pollution of
our so-caJled high standard of living took its
The Alonzo Dixon stone as seen on September 16, 1991. Photo by Fred Angus.
A closellp view of the stone on September 16, 1991,
showing the effect of a further 43 years of air pol/ution.
by Fred Angus.
ON THE 21 st OCTOBER 1866.
My engine now is cold and stiU.
No water does my boiler fill;
My wooel affords its flame no more.
My days of usefulness are oer.
My wheels deny their noted speed:
No more my guiding hand they heed.
My whistle, too, has lost its tone.
Its shriU and thrilling sounds are gone.
My valves are now thrown open wide.
My flanges all refuse to guide.
My clacks, also, though once so strong,
Refuse to aid the busy throng.
No more I feel each urging breath.
My steam is now condensed
in death.
s railways oer each stations past.
In death Im stopped and rest at Jast.
dear friends, and cease to weep;
CHRIST Im safe. In Him I sleep.
Mary W. Angus
1897 -1991
IL is the sad duty of your editor to
rt the death of my mother, Mary
W. Angus, on June 1,1991 at the age
of 94. She had taken an
active part in
the CRHA from the earliest days, in
the 1930s, and had joined the
as member number 90, in
1945. Herparricipation and involvement
in CRHA activities spanned almost
a century until age and infirmity
fined her to her home. In the 1950s
and j 960s, she often went on CRHA
ursions and, with my father Donald
, 350)
F. Angus, hosted meetings and social
activities within
the Association. In
j 978, when in her 82nd year, she rode
from Winnipeg
to Montreal on the last
gh run of the Canadian as a CP
ain before VIA took over the service.
in recent months my mother and
I had discussed items relating to
Canadian Rail,
and she had made many
seful suggestions which were
frequently used
in the magazine.
When Mary Angus
was born (February
25, 1897) Queen Victoria
ruled the
British Emp
ire, Sir Wilfrid Laurier
was Prime Minister
of Canada and
Grover CleveJand was President
of the
On June 23,1957 M(JJY Angus, always ajrequent participant il1 CRHA activilies, posed 011
the front platform of Montreal street car 350 01 SI. Denis car barns. She remarked al Ihe
time Ihal the car was fiFe years older
Ihal1 she was
United States. She had
memories of eleven differe
nt decades and could well remember
the horse and buggy era, but she kept up fully with the times. She
ad made an airline flight as early as 1921, and was always
in the latest developments and news. She was certainly
a great inspiration
to myself as well as to most people who knew
Although in failing health, my mother was reasonably well until
March of
this year when she developed congestion of the lungs and
heart failure and her condition began to deteriorate rapidly. After
wo bouts in the hospital, and some ups and downs in her condition,
she passed away
at abollt 8:45 P.M. on June I at the Royal Victoria
l. She did not suffer to any extent during her illness, and her
mind remained bright
and clear until a few hours before her death.
in the hospital, she had looked over the proofs of the July­
August issue of Canadian Rail only a
few days before her passing. Because of
this loss, and the consequent personal upheaval, the
September-October issue is lat
e. I sincerely hope that the members
ill understand and forgive the editor for this. The November­
cember issue is underway and should be out in November.
Mr. Omer Lavallee, a long-time friend of our family and member
and past-President of the CRHA, has written a tribute to Mary
Angus which is print
ed here. I feel that it is altogether fitting that
do this tribute to a wonderful person who did so much for so
many people for such a long
F. Angus, September j 991.
By Omer Lavallee, C.M.
Her family and countless friends and admirers were grieved by the
passing, on June
1, 1991, in her 95th year, of Mary Angus, beloved
mother of Frederick F. Angus, a CRHA director and editor of
Canadian Rail. The funeral service was held on June 6, 1991 at the
of St. Andrew and St. Paul in Montreal.
Mary Angus was born
in Saint John, New Brunswick on February
25, 1897, the daughter
of Doctor and Mrs. Walter W. White of that
Her father was a well known surgeon and was mayor of Saint
John from 1902 to 1906 and from 1926 to 1932. On her mothers
side, she was descended from New Brunswicks Troop family,
greatly involved in shipping in the days
of sail. She was the widow
of Donald Forbes Angus (1895 -1974), a Knight of Justice of the
of SI. John of Jerusalem, former President of the Antiquarian
& Numismatic Society
of Montreal, a chalter member of the
Canadian Railroad Historical Association and,
at the time of his
death, its honourary president.
While Mary Angus shared fully in her late husbands interests in
benevolent and cultural causes including history, she did not
in his shadow. Tirelessly active in her own right throughout
her life,
she was an Officer of the Order of St. John of Jerusalem,
a Life
Governor of the Antiquarian and Numismatic Society, and
Life Member of the CRHA. Not content to be but a
participant in her many fields of interest nor remain on the
of any cause which she espoused, instead, thorough and
involvement were strong characteristics, motivated by
boundless strength
of convictions and forthrightness in her views.
Other traits included generosity and firm loyalty to friends and
This memorialist, who had the pleasure of knowing her for
more than forty-six years, will never forget Mary
Angus innumerable
kindnesses to his late
mother and to himself.
She will be sadly missed by her many friends in all walks of life.
Our sincerest condolences go to her son Fred who tirelessly cared
for his
mother following his fathers death, and particularly in her
final illness.
May her soul, and the souls of all the faithful departed, through the
of God, rest in peace.
Mary Angus remained active well into her eighties. These two views
were taken
all her first trip to the west coast. She was then ill her
82nd year. Above,
ill the dining car of CP s No.1, The Canadian
near Thunder
Bay on May 13,1978. To the left, she is disembarking
No.2 at Ballff, Alberta all May 17, 1978.
One Fine Day … (47 Years Later)
By Don Scafe
Plate 1. Edmonton Radial Railway 51 (Preston, 19I3) sits 011 the north side of 118 Ave. at 124 St. all the wye at the north end of
the blue and white route, as 15 year old Norm COIness casually cruises past his brothers camera 011 either a Saturday or a school
holiday morning
in the spring of 1942.
On Sunday morning, July 30, 1989, I gathered together the
principals to duplicate a photo published on page 78
of Colin
Hatchers book Edmontons E.lectric Transit (Rail fare Enterprises
Ltd.) and republished here (Plate I).
There are several reasons why
I thought this project is interesting.
The two principals, the bicycle,
sweater and the intersection still are extant. Time has modified
of the above.
Nonn and Les Corness are the principals. Norm, the
bicycle rider, started as an apprentice machinist for Canadian
National Railways
in April 1943 at the age of 16, worked with the
company for 43.5 years and retired in 1986. Les, the head and
shoulders shadow, is a year younger than Norm and has been a
minister, social worker and special education school teacher.
The bicycle, purchased with money earned for delivering the
Edmonton Journal, was transportation for the teenager and continued
to provide inexpensive and healthy transport for the five to twenty minute rides to either Calder
Shops or City Yards. For the trips to
work, Norm constructed the front carrier (Plate 2) for his
and added a modified rear fender to give extra protection to the
overalls when the road was wet. A headlight and mirror
were added
and the fenders were painted white for safety.
sweater is made of wool (no acrylic sweaters in 1942!). The
upper crest on the right sleeve is a school crest for badminton, and
lower crest is for bowling. The winged crest with the small W
inside the circle, located above the large Westglen
W, is for the
Westglen Model Airplane Club. This club, with five or six
members, was not an official high school organization. The crest
on the left
sleeve is for the Anglican Young Peoples Association.
is not common that one is able to return to the scene of an historic
photograph and reassemble as many
of the original components.
After an interval of 47 years it is a treat to have more than just the
ABOVE: Plate 3, The Preston cal has been gone since 1951,
118 Ave, is wider and has curbs, 124 St, does 110t end facing
a streetcar wye, and both streets have plenty
of traffic, even on
a Sunday mornin
g, The more experienced Nann CO/ness now
rides using both hands,
RiGHT Plate 2, The photographer Les CO/ness and the rider
Norm CO/ness pose beside Norms home after updating the
1942 photograph, The hicycle licence above the carrier cost
50 cenlS in 1942 and Les did not have a beard,
Rail Canada Decisions
By Douglas N.W. Smith
In March 1987, floods destroyed the CP Rail bridges
spanning the St John River near Woodstock and Perth-Andover,
New Brunswick. This effectively severed the former McAdam­
Edmundston line into three disconnected segments. In January of
this year, the National Transportation Agency (the Agency) authorized
CP to abandon the southern most portion of the line between
McAdam and Woodstock and portion of the line north of Aroostook.
See the July-August 1991 issue of Canadian Rail for further
details and a
map of this-area.
In order to continue service to the mid pOltion of this line,
CP re-routed the freight traffic via Fredericton using its Fredericton
and Gibson Subdivisions. Oddly, this route
was the original one
used to access the upper St John River valley by rail.
In 1873, the New Brunswick Railway completed its line
between Gibson, on the north shore of the St John River opposite
Fredericton, to Woodstock. In June 1875, a branch was completed
northwards from Woodstock Junction to Florenceville. The
foHowing year, the line was extended from FlorenceviJle through
Perth-Andover and Aroostook to the U.S. boundary. At the border,
a connection was
made with a subsidiary, the Aroostock River
Railway, which ran to Caribou, Maine. In 1878 the line from
Aroostock to Edmundston was completed. Built as a narrow
gauge railway, the line was converted to standard gauge in 1881.
The New Brunswick Railway was leased to the CPR in 1890.
Theapplication under consideration by the Agency embraced
Shogmoc Subdivision from a point near Newburg to Upper
Kent, a distance of 34.3 miles, and the Gibson Subdivision from its
junction with the Shogmoc Subdivision to Millville, a distance of
22 miles. Freight service was operated three days per week
een Fredericton and Florenceville. Switching service was
provided to points north
of Florenceville as necessary.
In 1989, the line handled 506 carloads some 450 of these
destined to the large McCain Food
plant at Florenceville. Following
a stormy public hearing, the Agency determined the line to be
uneconomic. Losses
in 1989 were set at $786,562.
The Agency ordered the line between Florenceville and
Upper Kent abandoned 30 days from the date of its order. In order
to allow the shippers on the remaining portion to
make alternate
arrangements, it set the discontinuance
date for the remainder of
the line as December 31, 1991.
Subsequent to this decision,
McCain Foods launched an
in the Federal Court of Canada. On July 16, 1991, the Court
granted a stay of the Agency authorization to abandon the line until
such time as
it hear the case.
On April 2, 1991, the Agency authorized CN to
abandon the portion of the Lac La Biche Subdivision between
Banko Junction and Bon Accord, Alberta, distance of 9.5 miles.
Opened to traffic by the Alberta
& Great Waterways Railway in
1915, this
trackage eventually formed part of the Northern Alberta
Railways (NAR) main line between Edmonton and Fort McMurray.
This history of this line was presented in the March-April 1990
issue of Canadian Rail.
After CN acquired the NAR in 1981, it was decided to
eliminate duplicate trackage which paralleled the CN Edmonton­
Grande Centre branch line. Following regulatory approval, a new
connection was built from the CN line to Egremont and the 22
miles of former NAR trackage from Bon Accord to Egremont was
On April 3, 1991, the National Transportation Agency (the
Agency) authorized CN to abandon the section of the Montmagny
Subdivision from Harlaka to Saint Romuald, Quebec, a distance of
9.1 miles. A major article on the history of this line appears
sewhere in this issue.
On July 18, 1991, the Agency ordered CN to continue the
operation of the portion of the Granby Subdivision from a point
near Granby to Marieville, a distance of 23.1 miles. The branch
generated operating profits in excess of $200,000 in 1987 and 1988
and a loss
of less than $6,000 in 1989. A history of this line, which
at one time comprised the main line of the Montreal & Southern
Counties Railway, appeared in the January-February 1989 issue of
Canadian Rail.
Reversing a decision taken earlier this
year, the
Agency has
granted CN permission to abandon the Kincardine
Subdivision from Listowel
to Wingham, Ontario, a distance of
28.9 miles. While the Agency had denied CNs application in
February 199
I, authority to abandon the line was granted on May
16, 1991 following the decision by the major shipper onlile branch
line to cease using rail service.
On June 3, 1991, the Agency authorized CP to abandon the
of the Winnipeg Beach Subdivision from Gimil to Riverton,
Manitoba, a distance of 24.6 miles. The trackage was built by CP
in 1914.
Thirry one years ago, the Montreal Locomotive Works turned out fifteen RS-23 rype locomotives for CPo In June 1991, two members of the
of 1960, 8042 and 8036, were assigned to the Fredericton-Florenceville tri-weekly freight train.
E. Gaugl
A CP Rail application to abandon 8.2 miles of the Kenobert
Subdivision between Outlook and Conquest, Saskatchewan was
approved on April
18, 1991. This abandonment severs the line
which extended northwards from Moose Jaw
to Macklin. It was
in 1912.
CP received pelmission on June 5, 1991 to abandon the
of the White Fox Subdivision between Meath Park and
Sharpe, Saskatchewan, a distance
of 9.8 miles. At one time, this
trackage fonned part
of a through line from Sheho, on CPs
Winnipeg-Edmonton secondary main line, to Prince Albert.
RIGHT: Canadian Pacific Railway passenger service between
Edmundston and McAdam, New Brunswick is shown
in this
timetable dated July I, 1937.
152 190- 154 MH., TAnE 15 153 199 151
1-A:M. A.i:d~ Atrantlc Time P…. ,. .•.
….. ….. ~:~ :11201 O. U … u .. , ……. 1 4! t f~
::::: ::::: 62 iU~ I~ ~..!r~i,:.-.::::::: t~ 1 bi
… ……….. /I~.~; 14. T.I … lIt .••••.••. /3j~ ….. .
….. ….. 6l~4 f12.~ ~6. Oul ••• , ………… ,1 3.341 3.34
.. ……… 9. II2.SI I. Slgu …….••….. 11 3·2~ I ~.lJ
…… ….. 9. 2;~. … –……….. 3.14 3 …..
, ……. ··· .. l} 1 Iif; 7. Lt. O ……….. f).IO··i:li
:::::::::: 19:~ 1 It ~. k ~~~~i;:~:::::l: ~:~i tt:x: ::::::
::::: ::::: IY:~ Ilj:r 43:
4 U
~:.~.~~~ .. :::.~ f ~:~flt~
……….. II!.! I I. 45. OI1:0n~III …… .. 1/2.30112.)~:::::::::::·:::::
………. It·~ I. 48. Llm .. un •…….. 112.204Il2
………. 1~·2,1~.!.3 53. MoIII ………… /2.13112:01:::::·:::::::::::
1~F–·tI2.~ t ~-1l 57.1 k ……. … 15,. … l t 2.Oltll .• 5 ……………. .
::+:F8.t1-~r r. r$.1~~~{I~:~>l]7 <::m :::::
…………….. ~:r74.8 UPPN<..nt ....... 1.1 ........... .
<»,;Jl i
I–;-::-!~ .1 ~.8 H.It … nd ………. 12.10 …… ~.
::::: ~8~3 ::~ :8( ~:::~~::::::::::/Il:~9tAt~ ::::::/tic:::::
III:§: ….. /8.3 14.31109.4 UP 12.1 · …. t8.o4 4.401It.8ArWOOOi-rocC1II~.b 1!.~t(~ …… J4.:.iX.:: ..
I…!:.!:… t7.11~ .SOIII.8lv WOOOOCIII:~ 164.11 11.20~ 8·SO …… 1 …..
~y …… ~~5Ii~H ~·J~5C·/H&! …. g~I=I::
…… 0,1 …… 5.~I~.B .. nt.n .. A …….. 10.4 . B.IlI …… , …..
… : Iln: ::::: ~.49140:8 ~~~b;.;;Y::.::: Ig:~ , ~:~~I: ::::: ::::.
:~.~ ::::::iT in ~,:.~:::::::. iioi( ….. ~ ~:AI::::I::::
rs·2 ………… 149 Calrd. ………. 17.361 ………. .
t91.~31 · …. 1 6.0 !52. 51,j0 8,_11. … 1:002 f 7.321 .. .. .
rs.3 ·,,·1 6.1 156. Cott,..ll… …… f 9 57 1 7 271
ft ……. t,,~ •. 102. M McAd.m~ …… LqA~.~ t/~~5r::::::::::
CRHA Communications
By Hugues Bonin
from Kingston Rail
1991 Annual Conference of the Canadian Railroad Historical
Association is now a thing of the past. It went
velY well, thanks to
the dedicated efforts of Messrs. Bill Thomson, Walter Bedbrook,
Euan Callendar, Bob McWilliams, Robert Riddell and Richard
Viberg, who collaborated with
me in preparing and running the
and of Messrs. Barry Porteous and Tom Walsh who
helped with the registration of
the participants. In addition, the
contribution of the Rideau Valley Division of the CRHA was
and the efforts of the following persons are acknowledged:
Messrs. Dave Gagnon, Ken Papineau and Bill LeSurf.
The attendance was well beyond oUlexpectations with
47 participants
to all or parts of the conference. The province of British Columbia
was represented
by 4 persons, Saskatchewan by one, Quebec by 8
and Ontario by 32. In addition, 2 American citizens completed the
group. The attendees needing accommodation stayed either at the
Donald Gordon Centre of Queens University or aboard the M.V.
Alexander Henry,
an ice breaker now part of the Maritime Museum
of the Great Lakes, on Kingstons waterfront.
The programme advertised was closely followed. After opening
the registration period, followed
by a get-together with cash bar on
the evening of Thursday August 1, the activities started in earnest
the following morning with a field trip to the CN roundhouse in
Mr. Steve Armstrong, CN Manager, Train and Engine
Service, welcomed the group
and we could see not only the
roundhouse, but also so
me work equipment gathered for us. A nice
touch was one of the un-rebuilt GP9s with Flexcoil uucks, number
4276, considering that these are now rare locos, with less than
still operating. Steel snow flanger 56203, wooden flanger 56287,
single-track snow plough 55396, double track snow plough 55502,
Jordan spreader 50956
and steel caboose 79393 could all be
inspected closely. CN even supplied some action with a long
freight train ha
uled by hard working new Dash 8-40CWs 2427 and
2417, as well as GMD GP40-SLW 9476. About midway in the train
one could hear air leaking
from the brake line. The group was even
invited to –
and did -ride the turntable I
After taking photographs of the Belleville station and touring the
1856 Napanee stat
ion (part of which is now a gift shop), the group
had a picnic in the park between the Napanee River Falls and the
CN bridge, then proceeded to Kingston by an itinerary offering a
view of
the old stone Earnestown station (also built in 1856) and
the UTDC facility. The afternoon was spent
in the Donald Gordon
and the participants enjoyed three presentations, followed
by a
question and discussion period.Mr. Robert Gawley from
UTDC spoke
on the history of public transportation tl1Jough the
ages, from early omnibuses
to horse-drawn streetcars, electric
streetcars, rapid transit
up to modern people movers. Don
from London Ontario, and a long-telm resident of
had an hour-long slide presentation of railroading in
the past in eastern Ontario, with several priceless views of steam
and early diesels and of the engine facilities, stations and shops.
Mr. Garry Herman from VIA Rail (Montreal) did an excellent
on the stainless steel car rebuilding program now
under way
at VIA, called the HEP (for Head-End-Power)
program. Mrs. Dianne Graham came from Toronto,
and helped in
answering the numerous questions From the audience. The participants
were treated with a generous supply of Vialogues
and Of Style
and Steel poster
The Friday evening was taken up by the Annual General Meeting
of the CRHA, chaired
by CRHA President Dr. David 10hnson.
Several reports were presented
by representatives of the Divisions
and topics such as a status of associate museum of the National
Museum of Science and Technology
for the Canadian Railway
and the present und future problems of the CRHA
archives were discussed
at length.
Theactivities of Saturday, August3 started with a tour of Kingston s
Steam Pump House Museum where,
in addition to the operating
water pumps, many kinds of steam machines are
on display. In
particular, one of the rooms has two scale train layouts: one giant
O-scale system donated recently
by its builder, Mr. Jechell, and a
small HO-scale layout, used
for the TV program The Friencfly
on loan From the Kingston Division of the CRHA.
The conference participants then proceeded
to Brockville where
Acting Mayor Cluis Puddicombe and
Mrs. Bonnie Burke -Curator
the Brockville Museulll welcomed them at the old railway
tlilmel, the south portal being a city park, with interpretative
inside the tUl1Jlel and in a preserved Canadian Pacific steel
caboose, number 437464. Lunch was served
in the Shepherd Grist
and then the Brock ville Museum was visited. Some participants
to walk to the station to see some VIA trains and a CN
freight train having an ex-GO Transit GP40-2(W) in the consist.
to Kingston was via the Thousand Islands Parkway for a
good view of
this most scenic area. Stops were made to see the
FOlmer Thousand Islands Railway locomotive 500 preserved in
downtown Gananoque, and to see the CN station at Gananoque
Junction, and, finally the Rideau Canal locks under the
CN main
line bridge at Kingston Mills.
The Conference banquet ended the activities for this Saturday. The
keynote speaker was Mr. Keith Hunt, the right hand
man of fonner
CN President Donald Gordon. Mr. Hunt is now chairman of the CN
retired employees Association. He talked about the human side of
railJoading, his work with CN in the 1950s and 60s, the Place
Ville Marie project and the presidency of
Mr. Gordon. The CRHA
Annual Awards for
J 990 winners were announced, and tbe Lifetime
Achievement Award was presented
to Mr. Fred Angus by CRHA
Dr. David Johnson.
Sunday, August 4 was spent
at the Smiths Falls Railway Museum,
and the activities were organized by the Rideau Valley Division of
the CRHA. Upon arriving at the museum, the participants visited
the station and the rolling stock on display. A group walked to the
CP station and arrived in time to see the departure of a 500-series
freight train to Toronto
hauled by MLW M636
numbers 4515 and 4723.
plus M630 number 4567.
much to the delight of all.
The r
est of the group arrived
soon with
the bus. guided
Bill LeSurf who
explained that. most
unfortunately, both the
station and the roundhouse
are slated
for demolition.
Next, the roundhouse was
and many pictures
the local locomotives
were taken: MLWRS 18us
1863 and 1867. A
short trip was made
to the
rail welding
now closed, famous
for its
former Pennsylvania RR
Fairbanks-Morse Erie-built
B unit diesels which
cmbodies are used, along
with seve
ral old baggage
to house the welding
equipment. A diesel horn
from the east prompted the
to return tothestation
At the CRHA 1991 Annual General Meeting. Dr. D. Johnson and Mr. A.S. Walbridge preseJ7l their
reports. Photo
by Hugues Bonin.
in time to witness the meeting of two 500-series freights: a
westbound hauled
by Soo Line SO-40-2s 6620, 6615 and 6400,
and the eastbound by CP Rail 5400 (ex-QNS&L S040) and Soo
S040-2 number 6608. After a 20-minute wait for VIA Rail
train 43, the Ottawa -Toronto
Lakeshore, it was decided to head
to the museum for luncheon when it was known that the train
was s
till in Ottawa The luncheon was provided courtesy of our
in the Rideau Valley Division of the CRHA, with the menu
dvertised as a B-B-Q of delicious lasagna.
The reSl of the afternoon was spent at the museum riding the short
train consisting of former Canadian Pacific MLW S-3 number
in splendid grey and maroon paint scheme, two coaches and
a former CP Rail caboose. The ride
up to the bridge over the Rideau
permitted a c
lose-up view of the lift bridge and some of the freight
cars preserved, notably a pair of CPR ore cars used
in the Sudbury
area, as well as the Wickham crew car.
The group left
just as a big thunderstorm started to pour tons of
water and,
on the way back to Kingston, a stop was made at Jones
to have a look at the several locks and the dam built by
Colonel Bys crews in the 1820s. Fortunately, the visit coincided
with a respite
from the rain, so that most managed to remain dry
for all of the Conference. The weather managed to stay more sunny
than predicted
for all of the Conference, contributing to its success.
From the many favourable co
mments I got. most of the participants
had a good time, if not all, and will keep fond memories of their
stay in the Kingston area. We hope that most of the group will
attend the 1992 Conference,
to be held in Montreal. ANNUAL A WARDS
FOR 1990
The recipients of the Canadian R
ailroad Historical Associations
ANNUAL A WARDS for 1990 have been c
hosen by the Panel of
Judges, and
it is a privilege to honour those who have contributed
so much
to the recording and preservation of Canadas railway
A long-termcommitmentby Fred Angus forrecordingand preserving
significant examples of Canadian railway
history is the major
for 1990 to him. In recent years his most visible and probably
largest contribution
to the railway history movement is hiseditorship
of Canadian Rail. Editing a magazine of the complexity of
Canadian Rail
is no easy task. The job requires the constant
monitoring, thinking ahead and often researching and writing
material at the last moment.
Whi Ie the co-editor, as well as a
number of writers, photographers and cartographers contribute,
Freds hand continues
to be evident. Fred often researches and
writes major mticles for the magazine.
As a nominator noted, Fred has an ongoing interest in theadministrative
affairs of
the CRHA. As a historian he has given and shares his
considerable expertise in the history of Montreals street cars. He
is also the author of Loyalist City Streetcars, the story of the
street cars of Saint John, New Brunswick. While
Fred comes from
a family tradition of supporting the Canadian
museum movement
and transportation museums particularly, Fred has and
to contribute to the Canadian rai Iway historical movement
in his own unique and significanl style.
Other persons nominated for the Lifetime Achievement Award
were: Norris Adams -the Associationsdedicated
Western Division
Liaison representative;
G. Hollie Lowry -Vice-President and
of the Toronto & York Division; Nicholas Morant –
renowned Canadian Pacific Railway photographer; Dick George
AI Patterson -railway photographers.
There were a total of eight nominations for the ARTICLE AWARD
in a CRHA publication, and the judging resulted in a tie vote –
Dr. Fritz Lehmann for Jomes Good and the Toronto Locomotive
Works, and
Mr. Peter D. Locke for The Reid Newfoundland
Company and
its Influence on Newfoundland, 1898 to 1923.
Railway historians have successfully identified significant pieces
of machinery
to depict the development of the railway industry in
Canada. Dr. Lehmann has once again provided an interesting
approach to the development of the first locomoti ve to beconstructed
in Canada. He considers the wider context of the foundry industry
to illustrate how Canadian enterprise got interested and involved
in locomotive building at a very early stage in railway locomotive
development generally. He also demonstrates considerable foresight
and planning in developing this article. The variety of the references
used illustrates this
fact very well.
Mr. Locke has used a multiplicity of sources in writing this two­
part feature
on the Newfoundland railway, the accent on the social,
and political history which influenced the operation and
llsefulness of the system to Newfoundlanders for just over 100
years, is an innovative approach to the subject.
[Both these authors have written
additional articles which will
appear in Canadian Rail. in the near fu III re. Watch for them.]
The works of other authors nominat
ed for the Awards appeared in
Canadian Rail; in The Sandhouse of the Pacific Coast Division;
in On Track of the Prince George-Nechako-Fraser Division.
The authors were Henry Ewert, M.T. Green, Don Loney, Howard
E. McGarry, Lorne Nicklason and John Seeley.
The winner of
the ARTICLE A WARD in a non-CRHA periodical
or magazine, which appeared
in Railfan and Railroad Magazine,
is the writing team of Les Kozma and Charles Bohi for The
Central Western Railway
. It addresses new and current operations
very succinctly and effectively.
It is new material on a new
railway. The article
is well illustrated and has good maps. It has
good historical background provided as well, and it is easy reading
and very informativ
Art Clowes, writing in the newsletter of (he Upper Canada Railway
Society; and R.F.M. McInni
s, writing in Branchline of the
By town Railway Society, were the other nominees.
The Canadian Pacific Railway
and the Development of Western
Canada, written
by Dr. John A. Eagle, received the BOOK
A WARD. This
is a well planned, well researched work. It is not an
easy read. Some chapters do seem to be easier than others to
understand and retain. While others have written about various
aspects of western Canadian railway
history -notably in British
and have acknowledged the complexities of railway
in that province, Dr. Eagle has told (he whole story. The
chapters relating
10 the history of the CPR in B.C. are, therefore,
more difficult
to read. Much has been written about Van Hornes
skills and successes
in building the CPR but Eagle has very
effectively illustrated
how Van Hornes successor, Thomas
CRI-IA President Dr. David Johnson presenting the 1990
Lifetime Achievemel1l
award to Fred Angus.
By Hugues Bonin.
Shaughnessy brought a completely different set of skills which
in the CPR developing an effective traffic base in western
It illustrates the CPRs strategies in developing those
markets and showing that
in so doing it had a very significant
on the development of western Canada.
FOllr other books, written by Brian Kelly & Daniel Francis; Dean
Robinson; Barrie Sanford; and Robert
M. Stamp, were nominated
for this book award.
The two nominations for the PRESERV ATION A WARD are both
commendable projects from a preservation point of view.
In a very
close vote
by the Panel of Judges, the West Coast Railway
is the recipient of the award.
The restoration
of the 1890 CPR wooden business car British
is meritorious because of the age of the car and tl1e kind
of careful restoration required
to attempt to save or duplicate the
craftsmanship of the original woodwork. There are
few examples
of restored cars of this era. Since this
is apparently the second time
this car
has been restored to at least some degree (see Canadian
Rail, September 1964, page
198) it might be a factor, in considering
to include evidence of plans for preservation. Essentially
what plans or evidence
is there that sheltered or covered storage is
available? How well is the project protected from vandals?
Steve Hunter was nominated
for the restoration to operating status
of ex-CP S-3 diesel locomotive 6591 at the Smiths Falls Railway
TheCanadian Railroad Historical AssociationsANNUALA WARDS
for 1990 cOlllmittee is honoured
and pleased to announce the
of these awards at the I <)91 Conference of the Association
at the Donald Gordon Centre, Queens University, Kingston
held from August I to 5, 1991. The committee is indebted
to the Panel of Judges who have responded to the difficult task of
the recipients of awards. Anyone of them could have
been chosen
as a worthy winner.
The Business Car
Should the plans of the Waterford and Northern Railway
bear fruit, Canada will have
its first new steam locomotives placed
in service since the CP took delivery of Selkirk 5935 from the
Montreal Locomotive Works
in March 1953. A group of investors
to spend upwards of $6 million to develop a tourist railway on
the former Toronto, Hamilton & Buffalo Railway line between
and Scotland, Ontario. Included in their plans is the
of two new steam locomotives from China to power the
Source: Hamilton Spectator, July
15, 1991
Promoters of the Wakefield tourist train hope to begin excursions
next summer after finally sorting out a
dispute over money.
The project was delayed
10 months while train promoters tried to
wrestle a $l.4-million grant from the Quebec government.
John Trent, president of the train council, said
on August 2l that
the province has finally agreed to release the money. That will
allow work
to begin this fall on track repairs along the 27 kilometre
route between Hull and Wakefield. The money was promised
November 1990 but both sides began bickering. Quebec wanted
guarantees, which the promoters couldnt give, that
it would get
some money back if the project died.
In August the promoters agreed to put up a mixture of cash and land
to guarantee the grant, said Andre Menard, an aide to Quebec
Tourism Minister Andre Vallerand.
The steam train
is to make tluee trips a day during tourist seasons.
A diesel train, which
is more rugged, wiJl be substituted in the
winter for weekend ski excursions.
Trent said one hurdle remai
ns before the project can go ahead, but
he anticipates no problems. AJI the parties involved must sign an
agreement to proceed with the project. They include the municipalities
of Hull, Chelsea
and La Peche, and Edelweiss ski resort owner
Andy Tommy, who will buy and operate the train. They are
investing more than $2 mijJion.
Trent said setbacks
in the past have made him wary of saying the
project will go ahead
for sure. There is no use crowing about this
until we have
it all in place.
Source: The Ottawa Citizen, August 22,
The rebirth of the S&H has taken place! Written off as lost by more
than a few, following cessation of operation
at the end of 1989, the
New Brunswick tourist hauler
is once again back in business. It is
due in no small way to the support of the New Brunswick
government and many
of its local citizenry. The govelllment
funding has essentially primed the pump with a contribution of
$70,000, but the organizers recognize that
they must wean themselves off government donations. The first incarnation of the S&H saw
operations subsidized
on an annual basis by the federal government
to the tune of $250,000.
At the moment motive power consists either of RS-J 208 or 8209,
although ex
CN 4-6-0 number 1009 (built in 1912) was used on
Labour Day weekend. There will be special charters in October.
The S&H may
be reached by phone at (506)-366-6715.
Source: The 470 (Portland Maine).
High taxes are eroding the competitive edge of Canadas railways
it comes to transcontinental shipments. Increasingly, off­
shore containers
from the Pacific rim are heading east via U.S.
carriers when they should be travelling either CN or CPo Fuel taxes,
for instance, add an additional $8000 to a Canadian movement.
Property taxes are also significantly higher
as are income taxes.
to Dennis Apedaile, assistant vice-president, government
and industry affairs, with CP,
up to 70% of Pacific rim container
traffic may have been lost
to competing U.S. railways.
Source: The 470.
VIA Rail is moving forward with its rebuilding program, with
more than 50 cars now converted
to head-end power. On July 2, the
third Canadian trainset was placed
in service, with two remaining
as steam-heated. Sufficient equipment has now entered the shop to
complete this conversion program. Attention will then turn to the
Atlantic and Ocean between Montreal and Halifax. This
summer the Canadian was
an all-Budd consist, running 12 cars
including two domes, six sleepers and two coache
s. The Atlantic
and the Ocean operated at a maximum of l3 cars most days,
including four sleepers, three coaches and two daynighter leg-rest
coaches. These trains carried a
full dining car, a cafe-lounge and
a dome-sleeper-observation and was made up of blue cars,
except for the sleepers which were Budd-built.
Source: Cinders, via The 470.
With the coming of Autumn, VIA Rail has expanded the scope of
its money-saving reduced fares
on many of its lines in eastern
In addition to the 40% discounts in the Windsor -Quebec
City corridor (valid
for travel any day but Friday and Sunday, if
at least 5 days in advance), the discounts are now also
being offered
on the eastern transcontinental trains the Atlantic,
the Ocean
and the Chaleur if tickets are purchased at least 7
in advance. On the latter rlu-ee trains the discount also applies
to sleeper space.
of the one-way discount fares from Montreal are:
Toronto $41, Ottawa $17, Quebec City $20, Windsor $61,
Moncton $82 (including upper berth), Halifax $94 (including
upper berth), Kingston
$23, Gaspe $80 (including upper berth),
Hamilton $43, London $50.
These special fares apply until December 14. This might be a good
ime to take advantage of them, especially on the run to Gaspe
which may be discontinued if the Chandler -Gaspe section is
Enthusiasts of the Gilbert and Sullivan Operas will be interested to
learn that British Railways has named one of their new 90-class
locomotives The DOyly Carte Opera Company. The naming
ceremony took place on March 21 at Birminghams New Street
Station. In attendance were the Lord Mayor and Lady Mayoress,
as well as
members of the opera company.
Working up on the old Linea.
A cartoon showing Richard DOyly Carte all thefootplate of a
locomotive working up on the old lines, from Punch
December 9, 1882.
The original DOyly Carte Opera Company was formed in 1875
produced the operas of Gilbert and Sullivan written between
date and 1896. The tradition of producing G&S was continued
by the
company for 107 years until financial constraints forced it
to suspend operations. Recently, however, the company has been
revitalized and has
moved its headquarters from London to
Birmingham, where the production of these wonderful works
The connection of Gilbert and Sullivan with railways is not
There were several occasions when Gilbert took his
inspiration from railways. In the midst
of his nightmare song in
Iolanthe (first produced in 1882) the Lord Chancellor visits
Sloane Square and South Kensington stations (which still exist
today on London
s Circle Line). Gilbert himself is reputed to have
been waiting on a station platform when he saw the post
er which
inspired the Yeoman of the Guard (1888), and in The Mikado
(1885) the girls chorus refers to itself as a train of little ladies.
anyone deny that Sullivan picked llP the latter idea in his
scoring of their introduction? Think too, of the old traditional
movement of Yum-Yum and her sisters as they sang Three little
who allunwaIY …. ; did it not resemble the piston of a steam
Some forgotten bit of the original production? In Gilbert and Sullivans very first
joint venture, the almost-forgotten Thespis,
in 1871, there is an amusing song about the vicissitudes
of The North South East West Diddlesex Junction Railway.
At any rate,
in future we shall be able to announce that The opera
company now standing at platform five is going forward to …. .
The Magazine of the Friends of DOyly Carte.
On September 16, 1991 Canadian Pacific announced that it will
close permanently
its Angus Shops in east-end Montreal at the
of January 1992. The shops, once the largest on the
system and one of the largest in North America, were opened in
1904 and were named after Richard
B. Angus (1831 -1922), one
of the members (and last survivor) of the original Syndicate
which founded the CPR Company in 1881. In its peak years, during
World War II, the Angus Shops had employed about 12,000
persons, but this had been cut back
over the years so only about 800
remained at the time the closure was announced.
At one time many pieces of motive power and rolling stock were
built at Angus, and the inscription Built by Canadian Pacific
Railway Co. Angus
Shops was a familiar sight on the inside of the
end doors
of many passenger cars. Most locomotive building there
ceased about 1922, but five
engines were built after that date, the
Jast of all being 4-6-2 number 1201, built in 1944 and now
preserved in Ottawa.
The job of making heavy repairs of CP equipment wi II now be done
by the railways shops in Winnipeg and Calgary.
Our member Mr. R.D. Thomas of Saint John N.B. sends this photo,
taken on August 6 1991,
of Canadian Atlantic van number 422990.
Even though it is lettered Canadian Atlantic Railway its reporting
symbol is still CP as can be seen in the photo. It is interesting,
in this era of disappearing vans, that CAR has painted one up this
way, but it is
expected that it will be used as a sort of business car,
as well as
showing the flag to customers and others along its
TIled im;lcticevent of the celebrations
of the Year of the Turmel~. which
commelllQrnuxlthc 1000h anniversary
of the SI. Clair TUnnel. 1001; place on
September 19 1991 in Samia and
Port Huron. one hundred yeaN [0 the
day since Ihe tunnel was opened. A
highlight of Ihis even! was a special
lrain. operated ill push-pulr fashIon.
which made several round trips
through the IUlmel octween Samia
lind Port Huron. Many exhibits wcre
up in both cllil$, and Ihe special
trains were filled to capacity. A
significtllll event was the arrival. al
about 4;00 P.M. of the ea~lbound
International, the first pilssenger
1m in of the tunnels second century.
only four hours after the last of the
first century
pll.>sed going east.
Cerlainl), the entire birthday pany
was a great success. A more detailed
description o( (hc occasion.
as well
as Ihat
of 1891. will appear in !l lalcr
issue of Can
adian Rail.
A nmral p(lilllinS 0/ a pllsslllgrr Irain. hnu/~ll by ~/~clric locomoir~ 1308. e/ll~rgiIlS/rom I~
Ilflln~/. This mural waJ disl,a)ed OII1/e /t.stililit.s (/lid deJllc/.·,hl )pit o/polIlf uscd/rom 1908
to 1958.
AIIQ/her mural, this ()I/~ showing (I s/cam IOCOIIIOlill: of Ihl
0{1-I /lsed illlhe l!IIlIIe/from 1891 to 1908.
The Allllrak I VIA IH.lssllIger (raill Ihe INTERNATIONAL
arriljlJg at .lamia s/(Ilioll 011 September 19. 1991 en 101111 from
Chir:ago 10 TOlol[/o. This IH/S lilt jirslregufllr IXJSstllger train
Ihrollgir ,III WI/lie/ in ils seeol/(/ anility·.
PholO by Fred Ag/iS.
BACK COVER: One of the first street railways to be abandoned in Canada was the Belleville Tmetion Company, in Belleville
Ontario. whieh shut down abolt 190 I. This rare vie
w. taken in the 1890s, soon after thl:: s)stcm opened. shows elosed car numbe.r
8 hauling open trailer
number 7. Another open car appears in lhe background.
nal ArchivlS o( Canada, Memlccs Collection, Photo PA·167()45.
Canadian Rail
120, rue St-Pierre, SI. Constant, Quebec
Canada J5A 2G9
Postmaster: it undelivered within
10 days return to sender, postage guaranteed.
c_ …. _, …….. , __ … _
……. -…. –
ltU,rm,lI Poslf-ltilre

Demande en ligne