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Canadian Rail 434 1993

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Canadian Rail 434 1993

EDITOR: Fred F. Angus
CO-EDITOR: Douglas N.w. Smith
ASSOCIATE EDITOR (Motive Power): Hugues W. Bonin
N: Gerard Frechette
FOI your membership in the CRHA. which includes a
ption to Canadian Rail, write 10:
CRHA, 120 Rue SI-Pierre, 51. Constant, OtJe. J5A 2G9
CARTOGRAPHER: William A. Germaniuk Rates:
LAYOUT: Fred F. Angus
J] Canada:
outside Can:.lda: $30 (including GST).
$27.50 in U.S. funds.
Printing: PrOCel Printing
WATER· A RAILWAY NECESSITy………. . ……………………………….. .
CANADA ………………………….. .
PHOTO GALLERY…… ………….. …….•……………… ……………… . ……………
RAIL CANADA DECISIONS. ………………… . ……………. .
BOOK REVIEWS ……………………………………………………………. ..
HUGUES W. BONIN……………… 79
FRED ANGUS .. . .. ……………. 90
FRED ANGUS ……………… .
DICK GEORGE………………………… 98
DOUGLAS N.W. SMITH ……………. 104
. ……………. ·
….. · ………………………… 108
Rail is continually in need ot news, Stories, historical data. photos, maps and other material. Please send all contributions 10 the
editor: Fred
F. Angus, 3021 T ratalgar Ave. Monueal, P.O. H3Y t H3. No payment can be made lor contributions, but the contributer wilt
be given credit lor material sUbmined. Material wilt be returned to the COIItributor if requested. Remember KnowledQe isollime value unless
it is shared with others.
PRESIDENT: Walter J. Bedbrook Frederick F. Angus WiIiam Le Surf William Thomson
.: Charles De Jean Alan C.
RObert V.V. Nicholls Lawrence M. Unwin
James Bouchard VICE PRES
.: David W. Johnson Gerard Frechette Ernest Ottewc Richard Viberg
TREASURER: Robert Carlson Mervyn T. Green Andr
ew W. Panko A. Stephen Walbridge
SECRETARY: Bernard Martin J. Christopher Kyle Dougl
as NW. Smith Michael Westren
The CRHA has a number of local diviSions across the country. Many hold regular meetings
and issue newsletter
s. Funher information may be obtained by writing to the division. FRONT COVER: Qml/rio North/alld 2
P.O eo;. 1162
s.tnt.Jolln M B E2L.te7
P.O eo. 22. ~..
~PO. H39lJ5
P.O. eo.1Ie2
Smith·, Farl •• Onl. K7A SA5
~ 0nI. K7L 5V6
PO eo. 58019. T ……….. ,,­
TorOt*l, One M5W lP3
60·8100 .111 A … N.E.
~. AbIna T2A SZ8
PO eo. 6102. S E~ AIboIrIa T58 ZNO
PO 90>: 39
~. e.c. WE 2SO
PO eo. 40()
123 V_ &reel
Notson. B.C. Vll 2V~
po. eo.. 2 ,, V2NZS8
PO. eo.. 1000. sa..tlon -A
V…,.,.,…. ac V6C 2PI
s.v suam locomorivt 137 mists steam aJ
Eng/dlUrt ~h€d pr~pa;lIg 10 h(lU/ a spe·
cial Ira;II 10 North Bay ill May. 1969.
Subseqlfelllfy lhis /()COlllOt;ve …. as dam­
aged ill afire alld I S;OIl service. Today it i.t 011 display at the
head 0/ the Musclfm tra;1I ill Cochralle.
Photo by Robin NII.Hell.
As part of its activities, the CRHA operates
1he Canadian Railway Museum at [)eIson I
51. Constant Que. which is about t4 miles
(23 Km.) from downtown Montreal. It is
open from late May to early Oc1ober (daily
un:il Labour
Day). Members. and their im·
famlUes. are adminedfree 01 marge.
The CPR DIO Class Locomotive on a Stamp
Canadas Most Numerous Locomotive Type
By Hugues W. Bonin
Class DIOa 4~6,O type / CP.classe D10a. type 4~&O
On October 24, 1984, the Canad ian Post Office, as part of
a series of sixteen stamps over a four-year period, issued four
stamps depicting steam locomotives. One
of these was a 64-cent
stamp depicting a Canadian Pacific Railway 4-6-0 D-IO type
steam locomotive.
There were 8,200,000 copies of this stamp for
regular use as well as 700,000 issued as part
of a souvenir sheet in
which the 64-cent was se-tenant with the other three stamps
of the
series (a 32-cent with Great Western Ry. 0-6-0 Scotia
of 1861,
a 32-cent with the 4-4-0 C.P.R contractors engine Countess
Dufferin bought in 1877, a 37-cent with a Grand Trunk 2-6-0 of
class E3).
This series
of four stamps covers locomotives built
during the period from 1860 to 1905, a time characterized by a
spectacular expansion
of the Canadian railway network, and the
of the first transcontinental main line which proved
to be a major factor in
the development of Canada. The steam
locomotives themselves evo
lved during this period from flimsy­
looking machines to sturdy all-steel engines intended for universal
By 1905, the larger locomotives were still in the future,
and the Ten-wheelers
and Consolidations (2-8-0) were among the
heaviest and most powerful locomotives
of the time. The only
steam locomotives in Canada with trailing wheels under the
firebox were the few
of the Atlantic (4-4-2) type in fast passenger
service between Montreal and Ottawa, as well as a dozen
of the
then brand new Canadian Government Railways Pacifies (4-6-2)
built in Kingston
in 1905. These were numbered 401 to 412 on the
COR and later became CNR K-Ia type 5500 to 5511. Even the
Mikado type (2-8-2) would not appear
in Canada for several years.
Therefore the 1860 -1905 period was dominated by the 4-4-0 in the
early days with the 2
-6-0,2-8-0 and 4-6-0 becoming more common
by the turn
of the century.
The D1O-class locomotive represented on the 64-cent
stamp is typical
of the 502 locomotives of this class owned by the
Canadian Pacific Railway, from class D10a
to D1Oj. A typical
of tbis class, D I Ob No. 1095 is illustrated here. This
locomotive was b.uilt
in 1912 by the Canadian Locomotive Company
of Kingston, Ontal:io, and is displayed in Confederation Park in
Kingston in front
of the historic City HaiL
The first 4-6-0s acquired by the Canadian Pacific
came with a railway leased to the CPR in 1884. This was
the Toronto Grey and Bruce Railway which had lines from Toronto
toward Lake Huron in tbe Bruce Peninsula area.
The locomotives
acquired from the TG&B included one 4-4-0, five
4-6-0s and six
2-8-0s, all built in the early 1870s as 3 6 narrow-gauge
locomotives and later standard-gauged. The Ten-wheelers, TG&B
Nos. 8 and II to 14, became CPR 159 to 163 and were used for a
short time only, all having been retired from the roster by 1892.
It does not appear that it was this gaggle
of early 4-6-0s
that impressed the CPR mechanical experts enough to adopt this
wheel alTangement on such a grand scal
e. It was rather the tracking
problems of most of the CPR 2-6-0 Mogul-type locomotives

Canadian Pacific DI0 Locomotives 1905 -1913
Numbers are as per 1912 numbering system
600 -613
Dl0d Richmond 1907 14
614 DlOd MLW 1907 I
615 -624
DI0d Richmond 1907 10
625 -669 DIOd MLW 1907 45
670 -684
OWe CLC 1906 15
685 -699 DlOb MLW 1906 15
700 -709 DI0a CLC 1905 10
710 -739 DlOb MLW 1905 30
740 -749 DlOc CPR 1905
750 -759 DlOb MLW 1906 10
760 -769 DlOc MLW 1906 10
770 -779 DlOc CPR 1906 10
780 DI0d Richmond 1907 1
Dl0d MLW 1907 1
782 -784 D10d MLW 1907 3
790 -794 DlOc CPR 1905 5
800 -819 D10e MLW 1908 20
820 -832 D10e CPR 1909
833 -842 Dle MLW 1909 10
843 -847 DlOf MLW 1909 5
848 -869
Dle CPR J 910 22
870 -890 DlOg CPR 1910 21
891 -894 DI0g CPR 1911 4
895 -912
o 109 CLC 1911 18
913 -933 DlOg CPR 1911 21
934 -948 D10g MLW 1911 15
949 -961 DlOg CPR 1911 13
962 -986 D10j MLW 1912 25
987 -1057 D10h MLW 1912
1058 -1061 Dl0h MLW 1913 4
1062 -1076 DlOk SCHY 1912
1077 -1086 o 10k MLW 1912 10
1087 -1111
DI0h CLC 1913 25
694 was scrapped in July 1910 and never included in 1912 series.
863 was reclassified as
DI0m in 1921.
Canadian Pacific Ten-wheelers Preserved
453 D4g CPR
492 D4g CPR
894 DlOg CPR
926 DlOg CPR
972 DlOj MLW
999 DIOh MLW
1057 DlOh MLW
1095 DlOh CLC
1098 DlOh CLC
2.·~6 144 TYPt,. -:Z::·2.8.-o30UNITA-OVcH
[-10)/4 I~IIY,-TYPE 32.JN1T
JAN 1912 O. Winston Link Rome, N.Y.
DEC 1914 Canadian Railway Museum Delson, Que.
JAN 1911 Doon Pioneer Village Kitchener, Ont.
1911 National Museum of Science Ottawa, Ont.
and Technology
SEP 1912 Rail Tours Jim Thorpe, Pa.
MAY 1912 Canadian Railway Museum Delson, Que.
DEC 1912 Ontario Rail Association Beeton, Ont.
OCT 1913 City
of Kingston Kingston, Ont.
NOV 1913 Rail Tours Jim Thorpe, Pa.
4-6-0 10 WHEEL TYPE
, ,
1—————————————<04 If 0 .. ,. lar.
ABOVE: The basic dimensions of a DlO as shown in the official CPR diagram book.
No. 1095 shown al Angus Shops in Montreal in October 1924. /1 still has its original style lellering and
high mounted headlight. Note the small C. P. R. 1095 on the cab, as well as the large numerals on the tender. The major change inleftering
occurred in
1928 when the full Canadian Pacific appeared Oil the lender, and Ihe cab side sported only the locomotive number.
of Mr. John Mayell.
NEXT PAGE, BOTTOM: Ten-wheeler 1095 near the end
of its active career. /1 appears inlhis photograph taken at Woodstock, Ontario
on April 4 1958, with few changes from ils appearance in 1924. The headlight is now centred on the smokebox fronl and there is a lighted
number board above the headlight. The lellering
is the lalesl style and vel] similar to thai ilnow bears as preserved in Confederation Park
in Kingston. Collection of Mr. John Mayell.
Important Improvenlents
on Saskatoon -Calgary Lines
By William Burns
Engineer of Construction, Western Lines, CNR
From Canadian National Railways Magazine, November 1922
The territory through which the Canadian National Railway
in going from Saskatoon to Calgary, before the advent of the
railway, was known as the Goose Lake Country and this
generally applies to the whole district from Saskatoon to Drumheller,
a distance
of 313 miles, through which our line, locally known as
the Goose Lake Branch, runs.
Previous to the year 1904, excepting for a short distance
out from
Saskatoon, there was little, if any, settlement in this
whole territory which is now tributary to the Goose lake Branch;
the country was all open prairie with very little land that was too
rough for cultivation. In 1903, 1904 and 1905 the homesteads were
rapidly being taken and small settlements were gradually being
in the first fifty. miles~out from Saskatoon. The early
settlers were made up
of English speaking people from the older
of Canada and from the United States, and the fame of
the chocolate clay of the Goose Lake Country for wheat raising was
becoming known all
over the country with the result that, by the
of the year 1905, there was an insistent demand for a railway
to be built from Saskatoon southwest and west through the then
settled portions
of the district. At that time the only railway in
Saskatoon was the
Qu AppeUe Long Lake and Saskatchewan
Railway running between Regina and Prince Albert, owned by an
English Company, but leased to and operated by the Canadian
Pacific Railway.
The Canadian Northern main line passing about
15 miles to the North of Saskatoon was completed to Edmonton in
December 1905. At the end
of 1906 the Canadian Northern
Railway Company became the owners
of the QuAppelle Long
Lake and Saskatchewan Railway and began operating it early in
1907. Soon after taking over this line surveys were started from
Saskatoon southwest and west through the Goose Lake
District and
actual construction started the same year by the C.N.R. By the end
of 1909 track was laid to Kindersley, the first divisional point out
from Saskatoon, and by 1912 the railway was completed to Hanna
the second divisional point. During the years 1907
to 1912 the
district filled up very fast and the capacity
of the railway, hurriedly
built and
in hardly any part completed, was taxed to the limit
in settlers effects, merchandise, coal, etc., and hauling out
the grain.
In 1913 the connection was completed through to DrumhelJer
and then on
to Calgary, the terminus of this branch. With the
opening up
of extensive areas of farm land, and the consequent
large influx
of immigrants the question of a fuel supply at once
became a live question on the prairies. While a certain amount
wood for fuel is available, practically all the country south of
Humbolt, Saskatoon, Battleford and Edmonton in the Provinces of
Saskatchewan and Alberta is dependent on coal for heating and
domestic purposes. In building the C.N.R. line from Saskatoon to
Calgary one
of the great obstructions to overcome was the crossing
of the Red Deer Valley, getting down to the river from the east,
crossing and getting away again on the west. Other railway
companies had made extensive surveys and abandoned the project;
however, the Canadian Northern Railway found a practicable
route down the Mecheche and Fox Coulee from the east and up the
Rosebud Valley on the west, establishing on the west side
of the
Red Deer River the town
of Drumheller. Mr. Sam Drumlleller,
a pioneer, had settled there a few years previously and had been
working a coal seam to a very limited extent for the benefit
of the
very few people
in the vicinity. With the coming of the Canadian
Northern Railway Drumheller at once found its own, and from that
day to this the fame
of the Drumheller coal fields has increased and
grown, until now shipments
of domestic coal from here are larger
than from any other similar coal field in the west. Included
in the
Drumheller Coal District there are now 28 producing mines,
15 at
Drumheller, 6 at Rosedale and 7 at Wayne.
The greatest actual
production so far
in one day has been 8000 tons in August 1921,
but with all the mines working
to capacity this would be increased
to 10,000 tons.
The total output from the coal mines in the
Drumheller district, as tabulated by the Department
of Mines for
Alberta, was:-
In 1913, 52,900 tons, employing 223 men.
In 1917, 660,974 tons, employing 1042 men.
In 1920, 1,210,687 tons, employing 1782 men.
Practically the entire output
of coal as noted above from
the Drumheller field is shipped
over the Canadian National
Railway to points on their system as far east as Winnipeg. The
of wheat alone from stations on the Goose Lake Branch,
which amounted to 4,161,490 bushels
in 1913, had grown to
15,044,960 bushels in 1916; the stock raising industry had also
assumed considerable dimensions, shipments
of cattle alone in
1917 amounted
to 32,490 head. With such a rapid increase in the
of coal, grain and live stock, the Railway Company
decided in 1918 to build a second
or double track from Munson to
Wayne, a distance
of20 miles, relay with 85 pound steel the whole
line, replace wooden trestles with concrete structures and solid
embankments, extend sidings and build passing tracks.
It was also
Coal Mines at Drumheller, Alberta on the CN Line about 1925
National Archives
oj Canada, Photo No. PA-87284.
arranged, to revise the line ordivert the river in the Rosebud Valley
at several points
in order to reduce the number of river crossings,
rearrange Drumheller Divisional Yard and enlarge its capacity,
replace wooden bridges across the Rosebud with steel structures
on concrete abutments, ballast the whole line and make other
improvements that would permit train operation and handling
the increasing business to the best advantage.
From 1918 to 1921 improvements have been carried on
and practically completed between Saskatoon and Wayne, a
of 322 miles. There still remains to complete, the portion
between Wayne and Calgary, a distance
of 78 miles. Since these
improvements were started in 1918 the entire line from Saskatoon
to Wayne has been relaid with 85 pound steel, including the double
track portion between Munson and Drumheller. The total quantity
of rails and fastenings required to lay with the heavier steel
amounted to 49.,250 gross tons; the lighter steel that was removed
has been used
in branch lines. It was arranged that the relaying
should be done during the periods when the grain and coal traffic
was lightest. Ballasting was carried on during the years 1918, 1919
1921 and approximately 800,000 cubic yards of gravel were
used for this purpose; not included
in this is the filling of wooden
trestles being replaced by concrete culverts and solid embankments. Earth cuts were widened to improve snow conditions and the
material used for filling trestles.
Between Saskatoon and Calgary there are some 173 grain
elevators with a total capacity
of 6,850,000 bushels. To permit of
the handling of trains to the best advantage it was found necessary
to provide more space on Sidings and Passing Tracks, and
in three
years a total
of 37,000 feet or seven miles of new track for this
purpose has been put
in use.
Before work for the double track between Munson and
Wayne was started in 1918, the total trackage
in Dlumheller Yard
amounted to 5.5 miles with a capacity for 450 cars. With the
improvements now completed we have a trackage
of 12.5 miles
and a capacity for 860 cars.
The layout of the yard has been
rearranged with the result that service to the mines, which started
operations since the track was first laid, has very much improved,
and cars are handled
to and from the mine spurs without interfering
with other traffic.
From Rosedale Station West to Redlands, a distance
of 22
miles, the railway follows the deep, tortuous valley
of the Rosebud
River. As originally constructed the railway crosses the river 67
times on wood pile bridges. Before replacing these pile bridges
with permanent structures, surveys were made to determine how
of them could be avoided either by revising the line or
diverting the river. To date one line revision one and a half miles
long, between Mile 333-335, has been completed eliminating six
river crossings, shortening the line
2200 feet and cutting out 239
degrees of curvature; also four river diversions between Miles 324
and 337 have been completed eliminating eight river crossings.
or two other line revisions are contemplated and a number of
other river diversions will be undertaken, and when these are all
completed the 67 crossings as originally bui
lt will be cut down to
29 permanent crossings
of steel and concrete construction.
As the
average cost of a permanent steel girder and
concrete abutment bridge across the Rosebud River
is approximately
$48,000.00, a large direct saving has been effected by building the
line revision and stream diversions, as well as doing away with bridge openings in
the track which are a source of danger to train
In cOlUlection with replacing the wooden trestle bridges
across the Rosebud River with permanent steel girder bridges,
date seven of these bridges have been completed with a total length
of 911 feet; five of them are for doubletrack and two for single
Twenty reinforced concrete box culverts have replaced
wooden trestles, -their various dimensions are 3 x 3 ,4 x 6 , 5 x
5, and 7 x 7, thirteen
of them are under double track and seven
under single track with a total l
ength for all of 2663 lineal feet.
Besides carrying out the program as outlined in 1918, other
improvements have been carried on, such as
extensions to station
buildings and stock yards, rearrang
ement of division yards at
Hanna and Kindersley, improved water supply at Kindersley,
Alsask, Richdale, Rosedale and
some other points.
Water -A Railway Necessity
Western Lines Increase Supply
By L.A. Heaman
From Canadian National Railways Magazine, November 1922
To the average traveller, and possibly also to the railway
men engaged
east of the Manitoba-Ontario Boundary, or west of
Edmonton, Alta., the truth of the heading of this article is known,
not appreciated as it is by the inhabitants of the Western Plains.
The railway man in Ontario or in the mountains of British
Columbia expects –and his expectations are rarely disappointed
–to have an ample supply
of good water for use at points from 20
to 30 miles apart along the line. The prairie railway man, on the
contrary, looks on a supply
of water of good quality the same as an
Arab does an oasis in the desert, and if limited in quantity
conserves it like the desert traveller his scanty reservoirs.
Since the first railways were operated on the
Prairies the lack
of ample supplies of good water has been the most
fruitFul cause
of increased operating costs of any of the local
conditions peculiar to these regions.
Large sums have been spent in alleviating, and in many
cases, unfortunately, in attempting only to alleviate this condition.
Wells both shallow and deep have been dug and driven, some
the latter having been sunk to sea level or into the earths crust 1800
feet. Waters from rivers, lakes and streams have in many cases
been utilized and piped for miles when necessary. Springs have
also been developed, and, latterly, valleys dammed, and the waters
from spring rains and melting snow impounded
to give a years
supply. It has been found from bitt
er experience that good supplies
from wells are rare, the water when obtained usually carrying
solution either scale forming salts or constituents which on evaporation
in the boilers cause foaming.
The effect on boilers and incidentally
also on operation
of the use of water of this character is beyond the
scope of this article, but the cost of boiler washouts, scale
compounds, boiler and tube renewals, delayed trains, etc. is only
too well known to the westem railway man, so much so in fact that
the word water is often another word for trouble in large doses.
Then again rarely do wells furnish an adequate supply even of
inferior water.
Rivers, lakes and streams, when their water is
of good
quality, fOlm ideal supplies, but even these sources cause trouble
at times. Rivers
cany silt at flood, streams and lakes sometimes
dry up, but worst
of all, such sources of supply are few indeed
compared with the needs in
Western Canada. Springs as sources
of railway water supplies are comparatively rare, although some
exceptionally good supplies are obtained in that way.
On the other
hand, a
years pumping, or even less, has often transformed a
inexhaustible spring into a bad excuse for an exhausted
appropriation and subsequent explanations.
During the last few years in those sections
of the country
where underground waters are especially poor in quality, and
limited in quantity, the Canadian National Railways have been
developing water supplies by impounding water in the spring and
conserving it for use during the remainder
of the year. The water
secured by this means is largely snow water or spring rains, and
comparatively free from alkaline or other salts. By selecting for
reservoir sites valleys
or coulees where thenormalsbeam flow
lasts only during the spring
run-off or is at all times of fair quality
and needs only to
be supplemented to provide a good supply, the
requisite conditions for a satisfactory water supply are obtained,
always providing
however a dependabl~ run-off from a water shed
not subject to surface contamination or sufficient area to supply a
years requirements of the railway is assured.
Owing to the lack as yet in the Prairie Provinces of reliable
stream flow
or precipitation data extending over a considerable
peliod there
is some uncertainty as to the minimum run-off to be
expected from water sheds considered as the sources
of water
supplies, and reliance
on less satisfactory infonmation such as
evidence secured from old settlers, employees, etc., has been
Where investigation has detelmined that an ample supply
of water may be obtained by impounding spring run-off, composed
largely of melted snow, and hence of good quality, the valley is
dammed if sufficiently deep to by this means impound the water
required; at other times storage is secured by a combination of dam
and excavated reservoir.
Dams used by the Canadian National in recent work are
dams sealed by clay puddle walls carried down below the
of the valley to an impervious stratum, and bye-passes, if
contour of site will allow, are provided clear of the dam. These
bye-passes are either of a gradient safe against erosion or are
with rip rap. Such construction requires practically no
maintenance and is permanent. Where such bye-passes are
unattainable, spillways, usually
of timber, have been constructed
in the dams.
Melville Miniota
Hubbard Touchwood
Archydal Riverhurst
Riverhurst Riverhurst
Swan River
Richdale Hanna
Melfost Prince Albert
Wiseton Elrose
The largest single undertaking in providing water supplies
during 1921 was the new supply at Melville, Sask., a divisional
point on the G. T.
P. Railway. This comprised the construction of
an earthen dam, with clay puddle wall, 1950 feet long, the
excavation .of a reservoir for additional storage above the dam, the
of a bye-pass 40 feet wide at the bottom and 2000 feet
long, the construction
of reinforced concrete pump house and 8
cast iron pipe line
2f miles in length, and the installation of two 36
H.P. crude oil engines and
pumps. The excavation in reservoirs
and spillway and the material used in constructing dam totalled
315,000 cubic yards. The dam and reservoir will impound
225,000,000 gallons
of water , or sufficient allowing for evaporation
and other losses to supply 400,000 gallons
per day the year round.
The pumping plant consists of two sets of 36 B. H. P.
engines and 8 x 12 horizontal triplex pumps each
set delivering
20,500 imperial gallons per hour.
The completion of this undertaking in December 1921, and
the unexpected filling
of the reservoir owing to unusually heavy
fall rains, at once furnished Melville with an abundant supply
excellent water for boiler purposes and rendered further haulage of
water by trains unnecessary. It is estimated that the saving in water
haulage alone
is $250. per day, besides which an abundant supply
is available at the tenminal and locomotives leave the tenminal with
a full tender and the drain on adjacent supplies
is reduced so that
these are no longer in danger
of depletion.
There·are many additional savings due. to an ample supply
of good water at the tenminal, on which it is not possible to put an
accurate money value.
Water supplies, on
Westem Lines, obtained by impounding
water by dam,
or by a combination of dam and excavated reservoir
were under construction during 1921 at the following points:
224,711,000 14,560 6
23,322,160 1,330 6
7,000,000 161 6
113 6
147,748,630 16,118 6
75 6 W.LP.
5,200~000 598 4 W.l.P.
1,600 4
A typical CN waler tank, contained in a wooden structure to insulate the tankjrol11 the cold winter winds, and so prevent the water from
freezing. This tank is at Wartime, Saskatchewan.
of Douglas N. W. Smith.
At Archydal, Riverhurst and Kindersley reservoirs are
complete, pumps are to be installed and pipe line, etc. laid in
of 1922.
Other important supplies have been completed
and Dana. The Maymont undertaking involves the construction of
a 6 diameter cast iron pipe line 20,800 feet in length, the
of a Tangye pumping unit of 36 B: H.P. and the
of a reinforced concrete pumphouse and an extensive
intake in the
Saskatchewan River. The pumping head in this
supply, including friction in pipe line is
700 feet.
The Dana supply furnishes water to both the Battleford
and Cudworth Subdivisions, being located at the diamond crossing
of these two subdivisions; with its constmction water cars were
abandoned on the Battleford Subdivision and when an additional
supply is provided on the Cudworth Subd ivision the same satisfactory
conditions will prevail there.
The source of this supply is springs, which through tests
demonstrated that there was sufficient flow to more than furnish
the railway requirements. The development
of the supply involved the laying
of a 6 diameter cast iron pipe line 20,300 feet long, the
of concrete pumphouse, suction well, tank, and
pumpmans dwelling, and the installation of a 37 H.P. Fairbanks­
Morse oil engine with a
7 x 8 Gould Triplex Pump.
It is estimated that
$118,000, per year is saved in
operating expenses on the Battleford Subdivision since the Maymont
and Dana water supplies
have been put in commission.
During 1921 sixty-six water supplies on Western Lines
were either constructed, partially constructed or improved.
The inlprovements in the water situation on Western
Lines provided under the 1921 program have so bettered conditions
on the main lines that water cars have been practically eliminated.
There are, however, certain points where water supplies are still
needed, more especially during the fall and winter when grain
traffic is heavy, to provide economical operating conditions. It
proposed to provide these additional water supplies as well as to
complete all undertakings commenced in 1921 and still wlcompleted.
The 1922 programme also covered a number of water supplies on
Branch Lines.
One Hundred Years Ago
1. The CPR at the Worlds Columbian Exposition
On May 1 1893 The Worlds Columbian Exposition
in Chicago. This fair was one of the greatest, if not the
of the nineteenth century Worlds Fairs. It was intended
to have opened in 1892 to commemorate the 400th anniversary
the discovery of America by Columbus in 1492 but, due to
numerous delays, it was 1893 before
everything was ready.
of all types, from all over the world, were on display in
the many magnificent buildings constructed for the occasion.
During the six months the fair was open millions
of people
travelled great distances to see the wonders on view in Chicago.
The Canadian Pacific Railway, under the Presidency of
William C. Van Horne, did not miss the chance to participate. It
sent a complete passenger train
of the latest and best design, equal
or surpassing anything that had been seen on any North
American railways. The Company produced a twelve-panel folder
containing information about Chicago and the Fair, as well as how
to reach it from points in Maine and New England using the CPR
lines between Newport Vermont, via Montreal to Detroit Michigan.
A brief description was also given
of the companys exhibits:
The Canadian Pacific Railway Company, with its usual
to bring Canada to the front, has on exhibition in the
Transportation Building
of the Worlds Fair, one of its standard
trains, consisting
of an immense ten wheeled passenger locomotive,
baggage car, second-class sleeper, first-class coach, dining car
Savoy, and the first-class sleeper Satsuma, all manufactured
in their Montreal erecting shops. Immediately alongside their
train will be found the trains
of Great Britains most prominent
railways, showing the difference between the Old and the New
Worlds mode
of traveling. Near at hand will also be found
handsome models
of the Canadian Pacific Railway Trans-Pacific
Steamships, unswpassed to-day on
the Pacific waters, and decorating
the midway bridge
of the building, oil paintings, illustrating
Canadas broad prairies and the Canadian Pacific Railways
unsUipassed Rocky Mountain Routes. A descriptive folder
of the
exhibit will be presented
to visitors on the grounds.
The book A Photographic History of the Worlds Fair,
by James Wilson Pierce, and published in 1893, describes the train
as follows:
The Canadian Pacific road is represented by a passenger
train, with sleeper, first-class day coach, colonists car, dining
and baggage cars, and engine.
J.H. Hall, a conductor on the road,
is on duty, ready not to punch tickets but
to shoil visitors through
the train. All the cars are vestibuled and lighted by electricity. The
finish and decoration
of the diner is superb. White mahogany, with
bronze tablets for ornamentation, with linen, silverware, crystal
alld china on the spread tables, create a pleasant effecf
of light and
cleanliness. Thirty persons can be seated at the tables. The
General Passenger Agent, Ass!. Gener:l.t Passeuger Agent.,
Asst. General Passenger Agen(, New EuglRUd Passeuger Agent,
· .. Ditisiou, etc., 197 Wasbiugton Street,
The cover o/the 1893 CPR Worlds Fairfolder.
of Fred Angus.
Canadian Pacific
ABOVE: The CPR system map on the 1893 flyer. This showed the connections by which one could use CPs lines to reach the Worlds Fair.
BELOW: The schedules from Maine to and from the
1893 Worlds Fair.
.TATIONS PRO> 1—–i .M~,~ r :;~~~
Oldtown.. . ……. Lv. 5.50 a ml 6.30 p 111
Bar Bl bor. ,_…… ——~
Ellsworth ~ 6.05 p m
Hangor.. 7.20am ~
Foxcrort. .•.. 7.05 a m -43.5pm
BeIrast….. lIalne ~ ~ ~
PIU.,fteld.. . …….. ….. 8.36 a 1ll ~
Skowhegau….. Central. 8.j5jlm —-
Waterville……………. ~~
Willtbrop .. 6.27 10.22
Lewilit..on._. .• 7.20 a m 11.10 am
————-O~25am ~l
-Rockland. —-~
Bath.. 7.16 a m to.55 a In
Brunswick… -tAO-Am ~
d. ~i:–7:323-m .7.15 pm
Portland… ~ 118.10 P In
Bart.lett,.. Mo. CU. 11.50 a m 1f.;J5 p III
Fabyan3.. . …………. 12.60 P III -11.30}J m
St. Johnsbury H. & 1[. 3.13 -2.22 a m
Newport………. .. — –4.45 it355
:llontlcal, Windsor St… , …. Ar. Canadian 8.25 p In 7.30 a III
Montrcal, Wind50r St.. ~ -JD:OO p m 8.2£> a m·ll
Jet Pncific. ~!U2 pm 8.:n a m
TorOIllo.. .. ………… t~: :~:~g: ~ ~:~g ~,m
Eastern Time .. Ar. 2.30 p Tn ~2.30 a ru
Dctloit,FoltSt .. ElIst.ernlme .. Lv. _____ -:155 I< 112.50
Ccntral Time .. Lv. -1.55 I< ~1 50 Ellglewood... VabH..8h.
·9.50 Cllicago, Dearborn S.t..:….:….::….:.. …… : … : … :.::Ar. ___ .. _. __ ..J ~0.15 ,I _1:IO.IO~_
sleeping-car is a model of comfort, of the type familiar to al/
travelers, but brought up to dale by modern improvements. The
of the first-class day coach is in quarter-sawed oak, the seats
having backs arranged ratherfor comfort than economy
of space.
The car
is divided into three sections by two arches, which create
an impression
of spaciousness foreign to cars of the usual pattern,
There are two smoking compartments, one at either end
of the car,
and the usual toilet conveniences.
1n the colonists car, what is
called in this country [the U.S.A.] an emigrants sleeper, many
improvements are found. The sea
ts are comfortable and the beds
furnished with good bedding.
In finish and decoration the car is
superior to many first-class day coaches. All the cars are finished
without and within with oil and varnish, no paint being used
in any
Chicago, Dearlloro St.. . .. Lv. 2.30 P 111 -1O.S0)l m Engic9ood
…………. ,…… VabaS}l. !2.55 10.M p m
CeDtral Tillie .Ar. 10.60 u 1.15 a III
Detrolt. FortSt .. CClltral Time .Lv. I l.OS P m 12.11) (lID
EMtern Time .L·. 12.05 a m 1.10
Ar. Canaulnn .8.10 $.5,)
T(uollto .. . …. ·Lv. 8.30: In 9.10.) to
bfOlltre:t1 Jct… Pllclftc. 7.07 I) IU tj 30 ~ m
ilontleal, Windsor SL ………. Ar. 7.~0 pm lIi.40 A. In
~1:~~)~era~1 Windsor St. . ….. Lv. –=n=-.-=&=-.:::r=-.-I ~;~ig ~: Jg:~ ~ ~
St. Jolmsbury . . . I :t~:: t~ ::
~~~~~I:~.: Maine a.05 II 5.40
Porthlnd. . …….. Ar. Ccntral. ~.!~…:..~ ._.2!.~·p.m
Old Orchard. B. & Itt. t:l.31 a 10 8.35 p m
Brunswick.;m -iJ2.25 a In
~~~I~~~d . . .. ~ ~ ~:~ ~. ~1.1 !.gg ~ ~
Augusta 11.35 p m ·2.03 ~ m
~i~::~ ;onp …………… I lr:~~~,m … ~~:~~.rl.~~
Waterville.. Maine I 11.581 III t3.00: m
Sko~llega.D… I 5.10 P..!!l -~:.OO -am
PiLtsOeld. Cent.lal. I 5.19 P m -3.4j 11. m ~~O;
Foxcro(t……… 6.40 p m 9.25 a In
DAng-OI………….. II~ -.GSaln
Ellsworth. 8.20 p 111 -8.25 R m
BAr Barbor.. ~.1O,15RD1.
O.~~~~~. __ . ___ …:..:.: .:.A__· ____ .. 8.13 p 111 6.23 R m
unie~ otherwise Olarkcd run week daY only. ·Daily Sundays includcd.
lIDltily, except MondfYs.
Chl~I~:~erEMg:t~!!itoPc~l~J!~A.r ~~;~~~~ !~e~~~:r:::.b~0r~:~c&t~i1. with througb
\,odds Fall Express.-Sleoping Car Portland 1.0 Moutreal, conoecting wi.lh
lhrougb Slefper Do.!.ton to Chicago. Through berths to Chicago sold.
Xomiat Car Portland to CbicallO Tueada}·s.
l»lne Bxpress.-Sleepiug Car Cbicago to Boston, couuectin~ Montreal Sleeper,
to Portlalld. Througb berths lold. TOUlI,lCr Chicago to Portlnd ThurI,daya.
EAsl~wn EXI)ress.-SleepiDg Car Cblcago to Montreal, counectlng with Parlor
ColT )(ont.reallo Portland. Througb bertha bold.
For lIleals, SAme {ootnot.e will apply aa for Bostou !;rRins, pRges
Titile of connections wit.h foreign lines nolo guaranteed.
form. This is a specimen train, being a duplicate of those now in
service on
the road. Each of the cars are 14 feet 10 inches high by
10 feet 3 112 inches wide. The sleeper is 78 feet long, and weighs
pounds. The locomotive
is known as a ten-wheel engine. 1t
weight 106 112 tons when loaded, and the cylinders are 19 X 24
inches. Steam
from the boiler heats the train, and the customary
bell cord
is replaced by a pneumatic device. Electricity is provided
from storage batteries, charged before the train starts.
RAILWAY~-I El~t~D 1 :~;~=S~
~~~I~~~~d D~~~b~~.S: ………….. ~v: Wabash. ~~~ P,:>, :l~:~~ ~:;;
) Central Time .. Ar. 1;10.50 II -7.15 am
Detroit, Fort St .. (i:;:::, ~::::: :t;: :g:gg ~ :;; Ii tg ~,ru
London……… . -3.45 4.50 II
Toronto …… C 8.30 a m *9.10 p m
Montreal Jct ….. .Ar. anadlan 7.07 p m 7.30 m
eal, Wiudsor St ………… Ar. Pacific. 7.20 p m 7.40 n ru
lIlontreal, Windsor St ………… Lv. :88 .. 2032 ~.m g:~~ ~,m
Montreal Jet. . .. …………. ..
Richford. *10.65 p m 11 34 ..
Newport. Vt. . .. : ::::::::::: IE :g:~g:~ g:~ ~,m
Lyndonville….. . …………. Ar. :t!g :: ~:g~ ::
~~~~~i~~~.r~. :: …..• :: :: :: :: :: :: … llO~OU ~~.20 a Ul 2.65 ((
N b 10:06 In ~I
B~~(~~a:::::::: ~:::::::.: .. llaine. 10.24 u 7.34 II
No. Thetlord .. .. . . … …. .. .. . … 1 1063 8.03 .. Norwich
………………….. _______ 1l.20am _B:~O,p.U1
wood8;,jii.~.c.-:.–:-:-:-:-:-:-:::-:-:-:-:-:-:-:.–:-:-:-.-:-:-*2.30 am· 3.05 pm
Bath……………… !—-uta;;; —s:48Piii
Llsbon . …….• …….. …….. .. 7.23 I 4.00 I
Littleton.. ………….. 1 j .48 4.24 It
Lancaster. ………….•…….. Concord !—.!~.35 a m _.~O J~.~.~l
Haverhill, N.H ………… •· .. · :5:~~,m ::::::::::::
;:~~~o;tb. . . … .. … & -3.25 It
4.16 P m
Plymouth.. .. . . . . . •••. …. …. .•.. 1!:3.56
Ashland.. .. …….. .. Montreal. .4.07 H ••••••••••••
Meredith.. . … ….. …. .. .. …. … . 14.24 II ••••••••••••
Weirs.. .. ..,… …. …. …. 1t432 u 4.57
Lakeport. . …………• , •.•. *4.44 (I •••• ~.·I·O·· ;, .
Lacouia ….••….. .,.. . .. *4.49 II l)
Tilton. .. ……… , …. …. . -5.07 am 6.27 pm
Franklin ………… …… .. .. F. & T. 1
Concord ……………………… C. & M. I
Hillsboro ………………….. ..
Beonington …..•…….•…….. Boston
Keen. ……. ………….. … &
6.60 a m 7.00 p m
6.40 a m 6.05 p m
9.45 n. tri
11.30 11.55
a m
Harrisville…. . …. …. .. I
–w3rueT …. …. …. .••. …. …. 7.30 a. m ….
Brad(ord.. Maine. I g:~::
~:~~~;[:N~i:i:::: :::::::::.::::: ______ \_~1::1. . .:1::.5.::a~I.::II-_:,_-
lIlanchcster…. …. …. …. …. .. .. C. & ~l. I Q.19 a m 6.31 P m
Nashua Jct ……………. 0….. ! Q.60 ~ m 7.00 P m
Portsmouth …………………. .
IAlwrellce …………. · ….. ····· .
DoveT ………….•.. · …… ··· .
Haverhill …………… ..
Oakdale….. . ………. ..
Worce8ter.. . ……. , .. , …… . Woonsocket ..
………….. .
Pawtucket ……………… …
·Providence …………… .
C.&M .. 1
Boston & i
Maine. I
B. &~r. I
N.Y.P.&B. i
10.IOam ………. ..
7.26 a m 11.40 P IU
12.50 ..
8.10 a m
52 a m
9.20 II
10.32 12.33
a m
1l.02am ….
Lowell ……….. ,…… …. 7.18 am 7-:25Pm
Boston……. ………….. Boston 8.02 a ru 8.10 p m
Lynn ………………… & –8.40 a m 9.52 pin
Salem….. Maine. 852 a. m 10.05 pm
Newbluyport.. . .. …. …. ______ .I–=-10~.=2_=_7-=-a m 12.35 a m
…. . … . . .. …. .. . . …. 9.35 a m 11.40 P m
Taunton. .. . . . . .. .. •. .. . . . . …. 10.25 a In 12.05 a m
Brockton……… …….. O.3G a ru ~.5i; pm
~1iddleboro…. ….. …. Old 10.02 • m ..
Providence…. ….•••……….. Colony. 10.05 a m 1£20 ~l
New. Bedford ……………… 1 11.05 a m 12.43 • In
Fall Rn·er……… …………….. -10.25 a ID 12.4.> a lit !.
. :Newport, R.I ……….. · .. ·· …. Ar. 11.05. mi·
Traina not otherwise marked week days only. ·naily Sundays juclud~d. 1
New EIJ.:lalld EX}lless.-Tlrrougb. Sleeplng Cnr ChicRKO to Boston Satulda},8
Sleeper remains over Torontn Sundays till 9.10 P M. Tourist Cars, Chica~o to I
Boston, leave Wednesdays, Fridays, aud Sundays Dining CaT, Supper west of I
Detroit. break(ll.8t Toronto Station, dmner a.nd supper Dilling Car east of Toront.(). I
East.ern.Expl:~ss.-ll!e,llping Ol.r ChiC.~1U toll;(qlltreal cQllllectillg.Wlth Sleeping I
Cars Montreal to Boston. Through Sleeping Cars berths sold. Breakfat
Detroit StatiOD, dio.ocr and 8upper Dining Car eRSt of Detroit, brea.k(ast· and
dinuer Dining Car 8out.h of Montreal.
Time of and connections with foreign lines not guaranteed.
Newport, n.!. ..
Fall Rivel·.
N.w Bedford
Taunton …..
Providence ..
Mansfield ..
.. …. Lv.
Sal.m …………………….. ..
Lynn ……………… ..
2.66 pm
6.30. m 4.55 pm
–6.25 n ru ~Opm
6.IOnm G.l0pm
6.15 a III 6.20 pm
7.19a m 0.2G pm
7.30 a m 6.40 p m
7.00 a m 6.40 P m
7.48 7.05 II
8.25am 0.58pm
9.00 a m -s:Oopm
Boston ….
Lowell ..
…..••………….. ______ D.45 1 m 8.43 pm
Providence…………….. N. Y. 1. &, U. G,45 ( m 4:20p-ru
Pawtucket….. …….. n.M II 4.30
Woonsocket. ….• •. 7.1G II 4.55
Worcester….. . Boston & S.€)7 II G.25
Oakdale. . . . . . . . …. . .. . … nlaine. 8.30 ( In G.!)!) P JU
Haverhill, Mass……. Boston & -8.30 m 6.45 p m
Dovttr ………. ,…. 6.55 II 4.30
Lawrence… Main.c. 8.45 a m 7.05 P UI
Portsmouth……………. ConcOld & -s:3oam 6.15 pm
Nasl;ua Jct… IO.lh m *9.07 pm
lIlanchester… ………….. Montreal. 10.41 a 11 9.37 pm
Newport, N. H …….. o. ……… 8.18 a 11 5.28 p lD
…. …. ….. …. .. . . Boston 8.44 .• 6.35 ..
ord….. D.OO 7.15
Warner.. . . . . …. …. .. & 9.22 a in 8.15 p 111
Keene …………••… ,….. 7,15 a m —–z.-55PW
Harrisville ……….. 0….. 1I1alne. I 7.41 3.18
:~a:~~rao~. : : …. : : :: :: : : 8.25 4. UO Ii
=-==:::;.:::..::…:..:..::..:..-_.:..:..:..:…:..:~:..:..:..:..:.::.:. ______ 8.50 a ml 4.40 pm
.Concord ………………………… ·Co &.M. –:-ii:2iiaiiil-:o:tQ:io-pru
Franklin ……. ……. F. & T. 11.25 a tnl 0.26 p Dl
Tilton.. .. ……… 0…. …. I 10.35 pm
Laconia.. .
……………. 12.06PIUII1.07
Lakeport……………………….. 12.10 11.12
Weirs ……………… ,…………. 12.23 u 11.22
Meredith……. ………………… 12.31 11.30
Ashland ………… ,… …. …. •. …. Concortl 1;2.45 II .11.47 P IU
Plymouth …… 1 I 1.10 I 12.03am
W.ntworth …….. …… …… …. & …. …….. 12.32 am
Warren ……………………….. ~ 1.38 It I ·12.39
Haverhill, N.H……….. . i Montreal. __ 2_.0.~1~1 • 1.09 a m
Lanc .. ter…… …. ……….1 ! 7.25. m 7.10 p lD
Littleton.. …… …. … 8.45 11.20 p m
Lisbon.. .. .. . .. .. .. . 9 09 .. 11.43 P In
Bath…. ……… .. .. Lv. I 9.21 a m 11.57 pm
Woodsvill…………. . … Ar. _____ 220pm 1.25am
Norwich …………………. Lv. 1–8ToA.-m ~p;u
No. Thetford…… …. …….. …. 841 6.11 ..
Bradford. …. …. …. …. …….. Boston 9 J3 638
Newbury, Vt…… .. .. …. …….. & • 9 32 a m 6 65 pm
Wells Riv.r…. …. . I 2;30 p ru *1.35 a m
St. Johnsbury ….• ,…… 1[aine. 3.08 It .2.22
Lyndonville.. 3.25 -2.38
N {
Ar 4.35 ·3.45
ewport, t. …… …. Lv: —–4.45 II ~3.55
Richford… . .. Lv. 5.54 i!5.00
Montreal Jet……. ….. .Ar. Canadian 8.12 –7.19 II
lIt:ontreal, Windsor St. . AT. Pacific. 8.26 p m ~7.30 a ru
Montreal, Windsor St ………… Lv. ~p m 8.~5 a m
Montreal Jct· 9.12 pm 8.37. In
Toronto. …. .. 7.20 a UI 7.20 P In
London……. .. .. .. …. …. 11.05 ~ 1 11.05 P III
Eastern Time .. Ar. 2.30 p UI 1230 a III
Detroit, Fort St.. Eflstern Time .. Lv. -2.55 I I .,-y2.50 II
Ceut.ral Time .. Lv. -1.55 Ie ~1.50 II
Englewood ………………….. Ar. Vabash. 9.50 19.45
Chicago, Dearborn St. .Ar. 10.15 p DI 110.10 a m
Tra~8 not otherwise marked run week days only. -Daily Sundays included.
Wally, except Monday. .
Chica.g~ Expres8.-Sleeper Boston to Montreal. connecting with t.hrough
SIe~ptng Car Montreal to Chic.go. Through berth tickets sold from Boston.
Dilling cars, Dinner 5.30 P. M. Sout.h o( Mout.real, Breakfast. and Dinner
West of Toronto, and Supper West of Detroit.
Worlds. Fail EXlress.-Thtou~h Sleep.r Bosto!> to Chicago. Saturdays
Sleeper rema.ins over in Montreal Sundays till 9 P.M. Tourist Cars Boston to
Chicago Mondays, Wednesdays and Fridays. Diuing Car, and
Lunch West of Montreal, Supper, Toronto Station, Breakfast Diuing Ca.r East
of Chicago. Time of and connectiolls witb foreign linea not guaranteed.
From New England 10 Chicago and return by the CPR lines as promoted in the flyer issued in 1893.
2. The Opening of the Niagara Falls Park and River Railway, May 24 1893
May 24 1893 saw the inauguration of service of the electric
railway from the docks at Queenston, Ontario, up the escarpment
at Queenston Heights to Queen Victoria
Park at Niagara Falls, This
company received its franchise on December 4 1891 and construction
began in 1892, Despite problems in obtaining
sufficient power to
mn the car up the steep grade up Queenston Heights, the line
opened on schedule, on Queen
Victorias birthday, and later the
same year was extended
to Chippewa. In 1895 an electric line was
built down the Gorge on the United States si
de of the river and, in
1898, the two systems were connected by the newly completed
ABOVE. Crossing Ihe arch bridge at
Niagara Falls looking towards the
Canadian side,
in the early 1920s,
Note the sign reading
4.4% Canadian
Aleand Beer. This was a great at/mction
at thaI lime there was prohibition
in the U,S.A.
National ArchivesojCanada, MeITilees
Collection, photo PA-166519.
RIGHT: internalional Railway Co. car
681 al Whirlpool station in the Niagara
Gorge (U.S. side) about 1910.
NalionalArchivesojCanada, Merrilees
phOIO PA-166482.
arch bridge just below the Falls. Tn July 1899 the completion of the
suspension bridge between Queenston and Lewiston allowed a
circular tour, and for
more than thirty years thereafter the Great
Route was one of the attractions of the Niagara Falls area,
Despite two serious accidents, as well as rock slides
in the Gorge,
the line continued in operation until September 10 1932 when
was abandoned.
A detailed feature article on the Great Gorge Route is in
preparation and
is scheduled for publication in Canadian Rail early
in 1994.
Page 94
Sixty Years Ago
The Royal Scot in Canada
In 1933 the world was in the depths of the
Great Depression and there were few happenings
which gave cause for optimism about the future.
One such rare happy occurrence was the visit,
rom Great Britain,
of London Midland & Scottish
locomotive 6100 Royal Scot and its train
route to the Century of Progress Worlds Fair
in Chicago. During its 11, 194-mile, 5-month
tour the Royal Scot crossed
Canada and stopped
at many places
in this count.ry and the United
States. 3,021,601 people visited the train during
this time.
These two photos, taken about May
1933, showthe Royal Scot at Montreals Windsor
Station, as well as some
of the large crowd of
people who saw and went through the train
during its stay. Notice the bell and headlight on
the locomotive.
These fixtures were not used in
Britain, but were,
of course, required for North
American operation. Interestingly, when the train
returned to Britain, the bell remained on the
locomotive; a presentation from the CPR.
One interesting sidelight of this visit was
that the
modem curved-sided cars impressed the
of the Canadian Pacific Railway so
much that theirnextpassengercars, the lightweight
high speed cars constructed in 1936, were also
curved-sided. This feature
became typical of
lightweight CPR passenger cars built from then
until the early 1950s. Thus the long-ago visit
the Royal Scot left a lasting legacy to the
of Canada.
MAY -JUNE 1993
These two phoros, from rhe collection of
Tom Wash, show the Royal Scor at
Kingston, Olltario
011 a snowy day,
11 1933, as (he traill neared
the end of its long tour.
Fifty Years Ago
The CNR Maple Leaf First Appears on Railway Rolling Stock
By Fred Angus
Fifty years ago a famous
emblem first appeared
in Canada.
This was the CNR Maple Leaf
which, together with the CPR
Beaver, must rank as the finest
insignia ever used on
railways. It was in the deepest
of World War II, May 1943,
that Canadian National Railways
announced that a new symbol
would appear
on its freight cars;
the maple leaf with the initials C
N R and the tilted wafer bearing
the proud slogan
Serves All
Canada. Previous
to this, the
of the railway had appeared
in simple block letters on the
sides. The magazine Canadian
Transportation (successor
to the
Canadian Railway and Marine
World and the earlier
and Shipping World) described
the innovation as follows in its
issue for May, 1943:
Advice received since the
foregoing was written
is to the
effect that the slogan shown in
the accompanying illustration
will be placed on approximately
100 cars, and that very probably
similar slogans will be used on
other cars. In future, all
cars going through the paint
shop will be pa int ed red, inci uding
the trucks, wheels and all
underslung equipment. Decision
as to display
of a slogan on
repainted cars will be made later.
The accompanying
illustration shows one end of a
new box car on Canadian
National Rys., this car being the
Thefirst application of the Maple Leaf as seen on CN box car number
Themapleleafinsignia was
a success and was used
on very
many CN freight cars, diesel
locomotives and, later, passenger
over the years. Variolls
modifications were
made from
time to time, including the
changing of the colour of the
maple leaf from white to green.
Some experimenting with the
slogan was also done as the words
Canadas Largest Railway
appeared on the maple leaf for a
time in the mid-1940s;
the slogan Serves All Canada
emerged as the standard.
480715 built in February 1943. Canadian Transportation.
first delivered out
of an order for 1,1 00 all-steel, 40-ton box cars
placed with Canadian Car
and FoundlY Co., Ltd. The body of the
is painted in the standard box car red, with a maple leaf, and
the slogan Serves All Canada, prominently superimposed
white. The car lettering, numbering and specifications are in white
The red
in which the car body is finished has been extended
to the trucks, wheels and all underslung equipment, previoLisly
in black.
When the first
of the new box cars was delivered in
Montreal, it was inspected at the Bonalenture station by a group
ojCN.R. officers, including N.B. Walton, Executive Vice President;
Alistair Fraser, K.C., Vice President, Traffic;
ER. Battley, Chief
of Motile Power and Car Equipment; Ip. Johnson, Chief of
Transportation; F. Simpson, Assistant to Vice President, Operation;
and G.E. McCoy, Assistant
Chief of Car Equipment.
The new cars are
40ft. 6 in. long inside, 13 ft. 8 in. high to
10 ii. wide at eaves and with extreme width of 10 ft. 3 in., 9
2 in. wide inside and 10ft. high inside. Capacity is 3,712 CLi. ft.
In the mid-1950s a
significant change was made when the tilted wafer bearing the
slogan was straightened up. The tilted wafer was a symbol
inherited from the Grand Trunk and dated back at least as far as
1896; the reasons for its original adoption are not
clear at the
present time. Coincidentally with the straightening
of the wafer,
the Maple
Leaf insignia began to be applied to the new passenger
cars as well as some of the larger steam locomotives.
The end of the appl ication of the Maple Leaf came in 1960
and 1961 when CN adopted its new symbol,still
in use, affectionately
known as the
Wiggle Worm or the Wet Noodle. Gradually, as
cars were repainted
or retired, the Maple Leaf became rarer and
However it is not yet gone; even after more than thirty years
can still be seen throughout the system, sometimes in remarkably
good condition. Even examples
of the tilted wafer, out of use for
fOUf decades, still are seen from time to time. Your editor
recalls seeing, in April 1993, a Maple Leaf insignia, in excellent
condition, on a box car used in tool service in Kitchener, Ontario.
So heres to the CN Maple Leaf on its 50th anniversary,
and may it continue
to be seen throughollt North America for years
to come.
The Railway and the War
By Thurstan Topham
Concluding this series
StEamship lines omned and oper,ted bl.Jthe Can.adian railu)Z~lJs hllJe
pliljed a Dital part in. tILe war effort of the Utlited Nations
, … ,IPlllli1l1hll~ ~
IWo of thC? f,mous West IndiQ5 luxury liners <~~IfI.QQ~
were ~monq in? ships of th.e C3.n~dic..n Nation-.. ~
15teamshir.s fleet wh.ich fell victim io the ~~ (N·S,I: ()dddion t~.
A U .l. lis own stllPS ISOrercltlRQ
reacherou.s X I s -b 0;::; s. l)l1.isfL.f
nnisn., Ger-
_. ~ – -~ m.o.n l>.nc. It,lil).rL
-/ –. -. . .. ——-l)es~(ls sei-zed by th(? ~
j -~ CMldiun. Government.
If! ~ ships nave uwried
i hOUSMd5 of troops Md ~.~ ~
lnan) ions of WlIt :;::: ..
ma1eriiXls to the ~.. .
)o.rlOLlS Wb-Y zones. .~.
Tne Lad4 Som~r.5,reQui5itlon(?d Th.e lad4 Hau.>klrlS WllIS .. ~ ~~
for War SI!Ylliu?, was sunk in torpedoed and sunk. u)ith.· k .
~ction in the MediteYrnc?~tt out WD.rn inAQt dead of
.. 41 hI t il t Nodllnc onuh} 15,IQ ,w ile 5<.>yuing niqhllrt ne ~n ic on ~ (hid Officer -(ELLV. Altttough c.sanClLlxtlIIMl)
crui~(?r. Jan. 19~1g12. , ~ thelifeboli~~tore!>would
. . JI/ I, have Il~ied illlO weeK5 more
Chid Officer P A.KELLI, In charq~ ~~, I \=::::;;;:. .&fffi
l>.refu.lly rAtioned thdood.,
of one of the Lc-dl) HClwkins lifeboai::; -.:::.:-,.;.~~ ~~~ …… bY dolil1.q out tltetondm~td
contc.ininq 72 p&5Senqers and crt>u.> _.~~::. –.~—~—–milk in1he Clip·IIKe boltom
s~i led his boat for five days, wQi herinq ~ Jlo<.>nt ::.lonn, of 6.·liqlr. -lite silver
bE:fo rQ bei nq picked up blJ the 5.5 Co l).m 0 ,U)hid1. servlc
took th.Q SLiYJiuQY5 to pod. ——-~:=:::;;.;:<@-,...~ called It.
Photo Gallery
With thi.sissue of C?padiaD Rail, we are inauguratirtg a ne.w sectiDn which will appear at irregular intervals. Its purpose is to
highlight photographs from the collection
of one member. To launch this new section, your editors are most pleased to be able to feature
photographs submitted by Dick George.
Mr George and his friend Allan Paterson have jointly developed a large photographic collection
which many authors have drawn upon to illustrate numerous articles and book
s. In 1988, Boston MiLls Press published their photographic
memoir, Steam At Oakville: A Day on the Oak
ville Subdivision.
For this new section to be a success, we rely upon
our membership for submissions. You are encouraged to submit a selection of
black and white photos of historic and/or current subjects for consideration. Prints should be 8 X 10 inches for best reproduction.
ABOVE: Italy Yard in St Albans, Vermont lies at thefoot of steep grade. In this view taekn on October 18,1950, S2 #7919 gives a southbound
freight a helping assist. The #7919, which was built by American Locomotive Works for the Central Vermont Railway in 1942, sported an
all black
paiJ1l scheme relieved only by the CV herald on the side of the cab. The roof of the CV backshop and rOllndhollse complex is behind
the wooden coaling tower
CN F3A #9000 was first new road diesel to be delivered after World War 11. It arrived on the property in May 1948.
The number commemorated
CNs first experimental road diesel which had been built by the Canadian Locomotive Works at Kingston,
Ontario in
1928. In this view the #9000 and an unideJ1lified F3B hustle a large freight train westward through Ste Anne de Bellevue, Quebec.
OPPOSITE BOTTOM: Its paint scheme gleaming
il1 the sunlight, FA-2 #4093 and an unidentified sister unit head up a sectioll of time freight
#953 near Kenora, Ontario in this circa
1953 view. This view clearly shows the CPR practice of running on the left hand main track. between
Fort William (now Thunder Bay) and near Winnipeg.
The semaphores which protect train operation have now vanished from the Canadian
railway scene as has the
FAs themselves. Delivered to Canadian Pacific on October 30, 1953, the #4093 was retired in 1977.
ABOVE: Trailing ten cars evenly split between headend traffic and coaches, FA-2 #4082 leads CP Train 741 on May 24, 1955. With a
1300 departure time from Toronto, the train
is due at Buffalo, New York at 1635. At Buffalo, passengers will change trains to make
connections with NYC Train
52, The Easterner, which departedfor New York City at 1655 and with Train 51, The Empire State Express
for Cleveland, Ohio at 1705. The train consist is a mixture
of Canadian Pacific, New York Central and Toronto. Hamilton & Buffalo Line
cars. This reflected the cOlporate ownership
of the three rail lines over which Train 741 operated. The #4082 was turned out of the Montreal
Locomotive Works in August 1953.
OPPOSITE TOP: The delivery
offifteen RS1 l s to the Duluth, Winnipeg & Pacific in August and September 1956 ended the steam era on
this CN subsidiary. Ironically, photographer Dick George took this photo while returning from a trip to Manitoba to record the vanishing
steam locmotive.
In this view showing an extra freight running south from Virginia to Duluth, Minnesota, unit #3605 leads sister engines
#3608 and #3609.
OPPOSITE BOTTOM: Due to steep grades west and north ofTolOnto, CP often employed helper units
to assist through freight trains over
these obstacles. During the transitionfrom steam
to diesel, it was usually a steam engine which acted as the helper unit. In this rather unusual
view taken
aT Hornby on October 7, 1959, SW-1200 #8146 is assisting 2-8-2 #5118 from Toro/1lo to A// s Lake where it will be cut-off
the train. The #8146 had been delivered to CP on May 28th of that year which saw the end of steam on CPs main line freight trains. In
contrast to the /lew diesel, the
#5118 had almost fifty years of service when it was photographed. It was built in Canadian Pacifics Angus
Shops in 1912.
MAY -J U N E 1 993 CANADIAN RAIL Page 101
ABOVE: To cope to with longer and heavier passenger and freight trains through the steeply graded Rocky Mountains, CPs mechanical
officers designed the
TIA class 2-10-4 locomotive. The seventeen engines of this class were turned out in August and September of 1929.
Early victims
of dieselization, all the TIN s were reired during 1956. In this circa 1938 view taken at Revelstoke, the #5909 heads up what
is believed to be Train #7, The Dominion, which was then the premier transcontinental train linking Montreal to Vancouver.
CP owned more ten-wheelers than any other type of steam locomotive. Faced with an expanding branch line network and
hurgeoning grain shipments in the west, CP placed large orders for this type
of locomotive during the early years of this century. As the
Canadian locomotive building facilities were completely filled with orders, CP turned to foreign manufacturers who supplied CP with 120
ten-wheelers between November 1902 and December 1903. The Schenectady Locomotive Works
in Schenectady, New York provided 63, the
North British Locomotive Company
of Glasgow, Scotland delivered 26, and the Saxon Locomotive Building Company of Germany shipped
31. This was the last time that CP placed such a large order with foreign builders. Shortly after 1903,
CP completed its new Angus Shops
alld private interests erected the Montreal Locomotive Works.
The 560 was one
of the 63 engines turned out by Schenectady. It spent most of its operating life in western Canada being assigned variously
to Winnipeg, Ogden, Cranbrook, and C oquitlam, The· e,[assic·.mds,down lOsteltype· view (top) was taken in Vancouver on May 7, 1939.
The other view (bottom) shows the #560 on a short mixed train in the Vancouver area on May 13,1938. At this time, CP operated two mixed
train services
in the greater Vancouver area; a daily except Sunday round trip between Vancouver and Huntingdon and two and a half daily
round trips between Coquitlam and New Westminster. Huntingdon served as
CPs connection to the Northern Pacific and Milwaukee Road.
As the mixed train
is composed almost entirely of CP cars, it is most likely that the train. pictured is one of the Coquitlam-New Westminster
xed trains.
Rail Canada Decisions
By Douglas N.W. Smith
—_ .. _-.—~—
The sod turning ceremony of the St. Andrews and Quebec Railway on June 4 1852, as published in the Illustrated London News.
New Brunswick Museum.
On February 2, 1993, CP received pellllission from the
Agency to abandon two short sections
of line in New Brunswick
by its subsidiary the Canadian Atlantic Railway. AuthOJity
was given to abandon the 18.1 mile
St Andrews Spur between Watt
and Bartlett and the 3.7 mile Champlain Spur near Bartlett. This
trackage comprises part
of the second railway line to be opened in
the province.
TheStAndrews and Quebec Railway (StA&Q) was chartered
by the Colony
of New Brunswick in 1836 to build a line from St
Andrews to Levis, Quebec. Surveyed to run in the most direct path
between the two communities, the line would have run through
territory claimed by the United States. Due to this dispute, the
project languished. When the Ashburton Treaty
of 1842 awarded
of the land to the United States, the project was abandoned
as routing the line through British telTitory would have lengthened
it by 300 miles.
In 1845the project was revived. ·TQminimize costs, it was
planned to use wooden rails. When ten miles of grading was
completed from St Andrews to Bartletts Mills [since shortened
Barlett for railway purposes], the work was abandoned in 1848.
British funding for the company had dried up
in the wake of the
revolutions which swept continental Europe. Coupled with several
jor American railways repudiation of their debts, the jittery financial markets were closed
to speculative North American
In 1850, attempts were made to revive the project.
new destination of the line was to be Woodstock, a thriving town
on the banks
of the St John River where the railway hoped to
capture the trade
of the settlements along the river valley. A
contract was signed to rehabilitate the deteriorated road bed. As
of the agreement the company undertook to import rails and
a locomotive for use
by the contractor. Thus in March 1851 the
Avon arrived from Great Britain bringing the first steam
locomotive to the colony. Fittingly named the
Pioneer, the 0-4-
0, which most likely was purchased second hand, had been built by
the noted Stephenson firm. New Brunswicks first steam locomotive,
however, was destined to languish
in storage as the contractors
failed to undertake th
eir work.
After years
of false starts, the fortunes of StA&Q improved
in 1852. On June 4th, the wife
of the Colonel Murray, the
of the colony, turned the first sod at a colourful
ceremony at Bartletts Mill
s. With the official ceremony completed,
the work was vigourously taken up
by the British firm of James
& Company. The progress on this pioneer N.B. railway was
closely followed by the Canadian press. The following article
typical of the great degree of interest in the railways progress,
local boosterism, and ex.pectation that the railway would
New Brunswick and Canada Railroad No.4 The Shamrock was built by the Portland Company in September 1858. About 1880 it became
New Brunswick Railway
No. 16 and was converted to standard gauge. In 1890 it became CPR 493, and was scrapped in 1895. The original
photo is a Daguerreotype taken about
1859, and, as all such photos, shows the locomotive in mirror reverse. It has been switched around
for publication so as
to appear properly.
Photo courtesy
of the New Brunswick Museum.
St Andrews and Quebec Railway -We observe that
the works along the line are being completed in a substantial
manner; the abutment or sea-wall from Katies Cove towards
Ministers Bar, are thoroughly fastened, and the work well executed,
reflecting much credit upon our townsman
Mr John Treadwell, the
workman, who also built the Bridge at the Cove, which has been
pronounced by Engineers, English
and American, to be finished in
a thorough and workmanlike manner. The rails have been laid
beyond Chamcook, and
the Contractors are carrying on the work
with as much despatch as circumstances will permit.
The terminus
at Indian Point is fast assuming businesslike appearance work for
shops, houses and stores are springing up as
if magic. It is
to hear the clinking of hammers, the heavy roll of carts
and the busy hum
of meny workmen, all industriously engaged in
their various occupations, denoting that life, stir and bustle, which
gives character
to a town, and tone to its inhabitants, and
indicative in some degree of what may be expected as the work
progresses towards completion.
It must be admitted that few can realize or conceive the vast benefits which will flow
from the
accomplishment of this magnificent undertaking. The great
of money involved in carrying out the work must give
impetus to trade and agriculture, which will soon be fell.
It will
also increase emigration; property will rise in value
to an extent
not yet conceived.
We lealll that that several respeclzble families
are preparing
to leave the MOlher Counlly with the intention of
settling upon some of the fine lands in this countly. We are also
happy to state, upon authority, that negotiations are
in progress
for the building
of a Screw Steamship, to be ready for sea early in
March next, to ply directly between some port in Great Britain
Sf Andrews. Thefact is, the time has alJived when Railroads have
become necessary
to the prosperity of every country, and it is with
pleasure we notice that the people
of New Brunswick are resolved
to have
these iron avenues, which will open and develope the
of the Province, tralelling as Ihey will through vast
of country. St Andrews Standard as reprinted in
Montreal Gazette October 22, 1852.
.. . • ~·I· ro .
A train of the New Brunswick Railway at the station al St. Andrews N.B. in 1889, the year before the railway was leased to the CPR. Note
the ancient combine car which looks as
if it may date from the earliest days of the line. Locomotive No. 12 had been built by the Portland
Company,for the
NB & C, in 1857, a year before the Shamrock. Under CPR operation it became No. 489 and was scrapped in October
1895. New Brunswick Museum.
Early in 1855, James Sykes perished in a shipwreck off
Portland, Maine. This unfortunate event had major repercussions
in the British North American colonies as he was bringing a sum
estimated at 50,000 pounds to pay for the construction work on the
StA&Q, Montreal and By town and the Brockville and Ottawa
Railways. The resulting financial loss threw the contracting firms
of James Sykes & Company and Sykes, de Bergue & Comapny into
bankruptcy. Construction on the three railways was brought
to a
halt while the financial situation was reassessed.
The Montreal &
By town did not recover from the blow. More than twenty years
would elapse before a direct rail line would be built between the
two cities. [By town was the early name for Ottawa.] To pay
StA&Q creditors,
St Andrews , Sheriff auctioned off its construction
materials, buildings and the completed grade.
The stetback proved temporary. Construction on the
StA&Q was resumed
in 1856. On October I, 1857, the line was
completed 34 miles from
St Andrews to Barber Dam, a point eight
miles south
of the present community of McAdam. To celebrate
the event, a general holiday was declared
in St Andrews. An excursion train consisting
of two engines, two brake vans, one
car and 22 flatcars fitted with seats carried approximately
600 passengers to the end
of the line. The railway was extended
49 miles to Richmond Corners by 1861. In 1863, the
company defaulted
on the payments on its bonds. The company
then was placed
in receivership. Plans to reach Woodstock were
deferred. An eleven mile line
to Woodstock was finally built from
Debec Junction
by the Woodstock Railway in 1868. In 1874 the
New Brunswick Railway added the StA&Q to its system which
blanketed the southern portion
of the province. Built to the broad
of 5 feet 6 inches, the former StA&Q was convelted to
standard gauge
in 1880. The trackage passed under CP control
when it lea
sed the New Brunswick Railway in 1890.
The community of St Andrews developed into a popular
summer resort under the patronage of CP Presidents Sir William
Van Horne and Sir Thomas Shaughnessy. Beginning
in 1896, CP
began to operate a through sleeper between
Montreal and St
Andrews once each week during the summer months to cater to
Montreal families holidaying
in the seaside community. The
A view of Debec Junction taken in September 1909. Note the poster on the station which dates the photo.
CP Rail
COl po rate Archives.
popularity of the resort grew to such an extent that CP increased the
frequency of the through sleeper to daily starting
in 1910. This
sleeper service lasted until September 1958. The following month
the passenger service between McAdam and
St Andrews was
by a bus.
The 10 mile section
of line between St Andrews and
Bartlett was abandoned following authorization by the National
Transportation Agency on December
1, 1989.
The Regional Municipality of Ottawa-Carleton purchased
CN line between Bells Junction and Arnprior during the
summer of 1992 for $550,000. Legal title is vested in the All1prior­
Nepean Railway. The purchase was deemed necessary to maintain needed
rail access to the
BASF nylon fibres plant at All1prior. As well, the
of way may find additional use as a transit corridor in the
The line has been leased to BASF for twenty years. BASF,
in tum, has contracted with CN to operate the line. A complete
of this line may be found in the March-April 1989 isue of
Canadian Rail.
On October 10, 1992, the National Transport Agency
eN to abandon its 11.7 mile Ste Rose Subdivision
between Ochre River and Ste Rose du Lac. The trackage was built
by the Canadian Northell1 and was opened for regular service in
October 1905.
Book Reviews
A Catalogue of Industiral Locomotives and Short Lines of
British Columbia and Yukon Territory
By Mervyn T. Green
Available from:
Pacific Coasl Division
Canadian Railroad Historical Association
P. O. Box 1006, Station A
Vancouver, British Columbia
The Pacific Coasl Division
of the CRHA has undertaken to
publish the latest edition
of the this voluminous tome. Mr Green
has produced an all-time
listing of the steam, diesel and electric
powered vehicles which ever operated in the western most regions
of the country. Running to more than 200 pages, the volume
documents the locomotive rosters
of the following operators:
-Brick, Chemical, Cranberry and Peat Opertions
-Construction Companies and Rail Equipment Dealers
-Logging Operations and Wood Pulp or Paper Manufacturers
-Mining Operations and Metal Manufacturing Works
-Museums and Public Displays
of Preserved Equipment
-Terminsals, Docks and Grain Elevators
-Short Line Operations and Miscellaneous Sites
This work
is truly an impressive accomplishment. Not
only are
is the standard roster infonnation concerning the builder,
alTangement, serial number and builder of each vehicle
listed, Mr Green also includes the dates each of the operations was
in business and its geographic location. The short line section
includes every railway which operated
in British Columbia except
Canadian Nationa
l, Canadian Pacific, Great Northern and the
Pacific Great Eastern / British Columbia Railway. Rosters
in the
book include such major concerns as the BC Electric, Esquimalt
Nanaimo, Keltle Valley, Southern Railway of British Columbia,
and Vancouvers Sky train to small operations as the Yukons Atlin
Southern and the Victoria Terminal Railway
and FelTY Company.
This 1992 edition contains 1100 names
of rail vehicle operators
spanning the period from 1863
to 1992.
The rosters are supplemented by well-chosen photographs.
Readers not familiar with British Columbia and the Yukon will
find the two maps included in the book to be
lacking sufficient
To keep the purchase price within reasonable limits, the
book has been produced on a photocopier and spiral bound.
Anyone with
an interest in British Columbia a·lid Yukon railways
would be well-advised to order a copy.
by Douglas N.W. Smith.
by Bernard Webber
Available from the author:
Mr Bernard Webber
6205 –
91 st Street, R.R. 1
Osoyoos, British Columbia
Price $21.90, including postage and all taxes.
For more than forty years, the fastest trains
to span the
North American continent were special silk trains. Their purpose
was to move
this perishable cargo from western ports to manufacturers
in the Northeastern United States in the shortesl time
possible. Up until the late 1930s, Canadian National and Canadian
Pacific competed not only with each other, but against the major
United States railroads to secure this traffic. Silk shipments were
charged nine dollars per hundred pounds making them a very
lucrative business.
In the latter part of the 1920s, the two Canadian
lines carried over a quarter
of transcontinental rail shipments and
received almost $1.3 million dollars
in compensation.
In this 125 page soft cover book, Mr Webber investigates
the history
of the silk trade, the operation of the trains, and the
factors leading to
thei.r eventual demise. In the course of his text,
the author puts to rest the generally accepted notion that the need
for silk trains ended with the creation
of new synthetic material
such as nylon. Curious readers will have to purchase the book to
of the situation which lead to the demise of these trains.
The text, which
is somewhal repetitive, is supplements by
a number of photographs of the silk trains and the trans-Pacific
ships which carried silk shipments. Effective use
is made of tables,
and graphs are used to discuss the changes which occun·ed
in the
silk business during the
1920s and 1930s.
Reviewed by Douglas N.W. Smith.
By Ron Meyer
Available from:
Pacific Coast Division, C.R.H.A.
P.O. Box 1006, Station
Vancouver, B.C.
This extremely valuable reference work is a greatly expanded
and updated edition
of the original compilation published under
the same name
in 1973. The first edition provided the British
Columbia rail enthusiasl and
historian with an introductory idea of
the published sources of information, available at that time, on the
of British Columbia.
Railroading in
British Columbia:
fA &5~&5~~@@~fA[fJrnJW
Ron H. Meyer
The new edition follows the same over all organization as
before; from the general to the specific. There are now, however,
new features which make the listings more
user friendly. For
instance, there are now many additional divisions and sub-headings
which make it easier to find specific types
of information. Also,
some items are listed in more than one section
of the Bibliography;
this was rightly felt to be necessary in cases where the variety
detailed information contained in the item clearly related to more
one regional category, yet did not merit listing in the
province-wide category.
There are also short explanatory notes to
describe the general contents
of articles whose titles are vague or
The author wishes, in the introduction of the book, to
acknow ledge the particular assistance of Mervyn T. Green (President
of the Pacific Coast Division of the C.R.H.A.), and Dr. Leonard
instructor at Douglas CoUege.
The bibliography is divided into twenty-one major sections,
many of which are divided into sub-sections. Some of the sections
are: Canadian Railways -General, Canadian Pacific Railway –
General, Canadian National Railways -General,
VIA Rail
Canada and Other Passenger Operations, Railways in British
Columbia -General, British Columbia Railway (formerly PGE),
British Columbia Electric Railway, White Pass & Yukon
RaU way, Northern Alberta RaUways, Railways of the Okanagan,
Railways of the Peace River District, etc., etc.
The entire work consists
of 114 pages (plus a page of
addendum) and contains many hundreds of entries. For anyone looking for data on the railways
of British Columbia, or even on
Canadian Railways
in general, this work is a real goldmine of
information on where source articles can be found.
by Fred F. Angus.
By Lawrence Adams
Published by:
North Kildonan Publications
28006 -1453 Henderson Highway
Winnipeg, Man.
Price: $18.95 including all postage and taxes.
This newly-published work is basically an illustrated
guide to sites, especially museums, where items
of railway heritage
interest are preserved and, usually, on display.
In all, 49 sites are
in 84 pages and there is also a map of all of Canada,
each location by number and, in addition, each listing is
accompanied by a detailed map showing how to reach each
location. As a matter
of interest, the geographical breakdown is:
Yukon 3, British Columbia I J, Alberta 7, Saskatchewan 7,
Manitoba 3, Ontario 12, Quebec I, New Brunswick 2, Nova
Scotia I, Prince Edward Island
1, Newfoundland I.
The Guide to
Museums ah Page 110 RAIL CANADIEN MAl -JUIN 1993
Merely compiling all this data, with the photos of the sites,
would be a monumental
job, and make the book well worth the
price. However this
book contains much, much more. There are
also several stories such as
Gold Fever and Extraordinary
Cures, Feeding the Railway and the Family, A contemporary
(1877) newspaper account to the arrival
of the locomotive Countess
of Dufferin in Winnipeg, Aw, It Was Rough Work, A Good
Time Was Had by All.
There is also a complete list of all 91
Canadian railway stations which have, as of June 1992, been
designated as historic under the HeritageRailway Stations Protection
Act. There
is also a list of addresses of organizations where one can
obtain more information on historic sites. There is a page for
railway notes and, finally, there are passport pages where one
can enter particulars
of each site visited.
Anyone planning a vacation,
or even a short trip, which
might include an historical railway site, should take this book
along. However, it
is also a useful reference for those who are not
travelling but are
just interested in railway preservation and
by Fred F. Angus.
By Douglas V. Parker
Available from:
Havelock House
5211 Lansdowne Drive.
Edmonton, Alberta
Price $22.95
This 196 page, fully indexed, 8 1/2
X 11 inch soft cover
book, printed on high quality acid-free paper, is the story
of the
street cars
of Nelson B.C. from their start in 1899, through the
of the system in 1949, through the lines rebirth in
1992, to the present and a look at plans for the future.
The reputation of the Nelson Electric Tramway Company
and its successo
rs as one of the smallest (3 cars) street railways ill
the British Empire was not the Nelson Street car systems only
to fame. Every day their cars struggled up the side of Toad
Mountain; unfortunately the lines more spectacular accidents (the
of which was in 1899, just before the line opened) occurred
when they came down that same mountain -out
of control! Owing
to its location deep
in the mountains of British Columbia, those
who operated the Nelson system had to contend with massive
snowfalls which closed down far larger street railways.
1.n Nelson,
a small group
of dedicated employees, led by superintendent Les
Hall, drove the street cars, and the lines only sweeper, all night
to ensure that the first shift at Nelsorfs shipyard got to work
on time.
For its size, the Nelson system had more than its share of
problems. Besides the accidents mentioned above, there was the
in 1908 when the car bam burned down, destroying all the rolling stock and leading
to a shutdown of more than two years.
A.nother time,
in 1921, car 2 moved backwards, pushing the lines
only sweeper through the back wall of the car bam from whence
it fell 35 feet to land upside-down
in a ravine, badly damaged.
There was also the usual shortage
of money which resulted in a
takeover by the city
in 1914. Despite all these vicissitudes, the
Nelson street
car system carried on, year after year, until 1949
when, to the
SOIlOW of trolley enthusiasts everywhere, it was
abandoned and replaced by busses. No one
in their wildest dreams
would have ever imagined that street cars would
ever again run in
However, one
car (no. 23, formerly No.3) still survived,
although deteriorating badly over the years. In 1983 a few dedicated
volunteers began restoring this car and, gradually, the idea
rebuilding a track and resuming street car operations began to take
shape. In 1989 work began
in earnest, and on July 1 1992, the
revived line opened. All this
is covered in the book, together with
plans for extensions
in the future.
The rebirth of street car service in Nelson is one of the most
interesting efforts atmilwaypreservation in Canada, and Streetcars
in the Kootenays, with the help
of I 17 rare photos and maps, tells
the story, past present and future,
in a most instructive and
enjoyable way.
Reviewed by Fred
F. Angus.
Published by:
ican Public Tnlilsit Association
1201 New York Ave. N.W.
D.C. 20005
Fifty years ago. April
30 1943. lhe tirst Issue of Passenger
Trun~port was published in New Yorl.: City. To .;ommemoratc
this anniversary, thc American Puhli
C Transil As.~ociation h~s
produced a beautiful special issue del:ribing. nOl only the history
of lhe Association, but also of many public transit opcration~ in
onh Americ3. One docs not h:lc to look far for Canadian
; II major 3J1icle on Onawa COcrs the period from Aheam
& Soper up to the presem day (wilh some quotes from the CRHA
News Reporl), including rare photos. A
mong OIher Cnnadi~n
dlies. Calgary. Montreal and Toronto recei vc considerablc al1ention
and there are.
of course, a great many accounts of city sy~lems in
the United States,
all of them different .md all of them very
intcresting. Other developments in transit during thc last
years are covered
Il~ well. and there is also infonnation on the
prescnt-day status
of thc tnmsit industry in generaL
or anyone wjth an interest in public 1mnsit. this fiftieth
:mnivcr.;ary issue wi
ll be a valued reference.
Rc.viewed by Fred Angus.
Association and Museum History
AI a recent meeting, the Board of Directors approved the
Of a seclion in the CRHA Archives in which 10
assemble documents etc. 10 record Iht: history of the Canadian
RaiJrood Historical Association and lht Canadian Rai Iway M uscum.
The Association was established in 1932 and incorporated
1941. We have not found the minutes Ihal we believe must have
been written starling in 1932. We have complete minutes from
10 1966 and from 1981 Iodate. We appe:lI 10 aU looger-Ienn
members to
search for all minules Ihatthey might have s:lved from
periods thm lhey
may have served OIl Ihe Boord. and donate them
for preservation.
We abo wish to :lssemble f1yen; etc. about trips
the Association sponsored for many ycars. We have been
assembling many b
acl.: i..sues ()[ the CRHA News Repon and
Canadian Rail. but are missing the followin
g: Nos. 31 through 95,
116. J 17.2%.298.299,300,312.314.319.321. 377. 413. In
earlier years the Association issued Bullctins·. Wc have Nos. I
through 15,
but:ltc missing Nos. 16, 17, 18. Missing ones would
be much appreci:lled. PholOgmphs from trips and Q(her aelivities
ill also be welcome.
The history
of thc Canadi:ln Railway Museum needs
donations of minutcs from 196.5 until recent years. Slides and
from 1961 to dnte will be greatly appreciated. We have a
complete SCI of the Museum guide books. and rcpol1$ on phlrUled
Museum expansion compiled over the years are on hlnd.
se communicate with Stephen Walbridge who is
coordinating this nctivi!
y. The address is: 196 Lakeview Ave ..
Poime Claire. Qlle. H9S 4C5. Phone: (514)·695-4012. TIlnnks for
your cooperation.
BACK CO~JER. The date is Fridtly. Allg/l.H 10 1990. alld the locatioll i. III~ eN lIaI~lfrolll YiI,} in Wim/so/. Ontario as we sre lilA Rai!
F40Ph·2 No. 6426 go jor a spill 011 the IIIrntable. Til,. skyline of Dc/roil is clearly lisible ill Ihe background. Ol1ly (/ f{·w … ·{·/;ks aft.-,. Illis
halo was ra/..cll. If/A Clo.fc(1 O/~raliQII o/Ihe Ilifl/Iobk fucility.
Photo by Picr,,, Orarak.

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