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 455 1996

Lien vers le document

Canadian Rail 455 1996

No. 455
Canadian Rail
ISSN 0008-4875
CHARLES M. HAYS REViSiTED ………………………………………………………………
…………………………………. 155
THROUGH RUSSIA WITH STEAM ………………………………………………….. FRED F. ANGUS …………………. 157
THE HERALDRY OF RAILWAyS ……………………………………………………. RY. & SHIPPING WORLD ……. 167
MUSEUM NOTES ………………………………………………………………
…………. JOHN GODFREy ………………… 170
THE BUSINESS CAR ………………………………………………………………
…………………………………………………. 1n
FRONT COVER: Fresh out of the shops of the Montreal Locomotive Works, Canadian
Pacific Railway Selkirk-type locomotive 5930
is seen at Hochelaga, Montreal on
19, 1949. 5930 was thefirst of six identical locomotives, 5930 to 5935, built
for the CPR; the last CPR steam locomotives built.
5931 and 5935 have been preserved.
CRHA Archives, Toohey Collection,
No. 49-47.
For your membership in the CRHA, which
includes a subscription to Canadian Rail,
CRHA, 120 Rue St-Pierre, St. Constant, Que.
J5A 2G9
Membership Dues for 1996:
In Canada: $35.00 (including GST).
United States: $30.00
in U.S. funds.
Other Countries: $35.00
in U.S. funds.
Canadian Rail
is continually in need of news,
stories, historical data, photos, maps and
other material. Please send all contributions
to the editor: Fred
F. Angus, 3021 Trafalgar
Ave. Montreal, P.Q. H3Y 1
H3. No payment
can be made for contributions, but the con­
tributer will
be given credit for material sub­
mitted. Material will be returned
to the con­
if requested. Remember Knowl­
is of little value unless it is shared with
others .
As part of its activities, the CRHA operates
the Canadian Railway Museum
at Delson /
St. Constant, Que. which is about 14 miles
(23 Km.) from downtown Montreal.
It is open
from late May
to early October (daily until
Labour Day). Members,
and their immediate
families, are admitted free of charge.
The CRHA has a number of local divisions across
the country. Many hold regular meetings and issue
newslelters. Further information may be obtained
writing to the division.
O. Box 1162
Saint John N.B. E2L 4G7
397 Blvd. Rousseau
Vallee-Jonclion Oue
P.O. Box 22, Station
Montreal P.O. H3B 3J5
O. Box 962
Smiths Falls. Ont. K7A 5A5
P.O. Box 1714
Kingston, Ont. K7L 5V6
P.O. Box 5849, Terminal A
Toronto, Ont. . M5W t
O. Box 20311 Grantham Postal Ouliet
St. Catha rines, Ont. L2M 7W7
c/o Rick Connery, Secretary
95 Bennett Crescent
Calgary, Alberta T2L 1
P.O. Box 2561
Revelstoke, B.C.
P.O. Box 400
Cranbrook, B.C.
V1 C 4H9
123 View Street
Nelson, B.
C. V1L2V8
P.O. Box 2408
Prince George, B.C.
V2N 2S6
P.O. Box 1006, Station A
Vancouver, B.C. V6C 2P1
1148 Balmoral Road
Vicloria, B.C. V8T 1
EDITOR: Fred F. Angus
CO-EDITOR: Douglas
NW. Smith
Hugues W. Bonin
DISTRIBUTION: Gerard Frechette
F. Angus
Printing: Procel Printing
PRESIDENT: Frangois Gaudette
VICE PRES.: David W. Johnson
TREASURER: James Bouchard
SECRETARY: Bernard Martin
F. Angus
Doug Battrum
Walter J. Bedbrook
Barry Biglow
Gerard Frechette
Dean Handley
J. Christopher Kyle
Roger Martin
Robert V.V. NichOlls
Andrew W. Panko
James Scott
Len Thibeault
William Thomson
Michael Westren
D. Walter Edgar
4515 Dalhart Road
Calgary, AB T3A 1 B9
Phone: (403) 286-2189
Christopher Kyle
49 -77 Wellesley
St. East
Toronto, ON M4Y 1H7
Phone: (416) 962-1880
E. Viberg
172 Main St.
Hillsborough, NB
Phone: 506 734-3467
Memories of the Orford Mountain Railway
In 1982, Mr. S. McKenzie Paige, of Windsor,
Que., made available to the
CRRA a collection of
photos of the former Orford Mountain Railway
which once ran
in the Eastern Townsllips of Quebec
between the Vermont border, near Troy Junction,
and Windsor Mills, on the Grand Trunk main line.
This railway crossed the
CPR main line at Eastray,
and had in fact been a part
of the Canadian Pacific
system since 1910. In June,
1952 an article on the
OMR, written by the late Robert
R. Brown, appeared
in the CRHA News Report.
The following brief
is taken from that article.
Orford Mountain
o I Z l 4 5 6 7 8 9 It
In 1870, the Missisquoi & Black Rivers
Railway was incorporated to build from a point on
Ihe Grand Trunk Railway, at or near Richmond,
to a point on the boundary of Potton
Township, and it is believed that it was
to be a
northern extension
of the Missisquoi Valley Railway
in Vermonl; the two forming a line from St. Albans
to Richmond. Progress was slow and it took nine
to complete the grading from Melbourne to
Bolton and lay rails from Dillontown (now Eastman)
to the Bolton copper mines. This exhausted the
of the company alld it went bankrupt. The
Central Vermont Railroad then operated the completed
portion as
an industrial spur until about 1887 when
the mines closed.
Olford Mountain Railway was
incorporated in 1888, and in 1892 it was completed
from Eastman to Lawrenceville. A year later
construction reached Kingsbury, most
of it being
built on the abandoned grade
of the old Missisquoi
& Black Rivers Ry. In 1904 the OMR was built south
from Eastman
to Potton, and the same year a branch
to Stukely Lake. Then, in 1905, the line was
extended north from KingsbU/y
to Windsor Mills,
and in 1907
it was extended south from Potton to
The Canadian Pacific Railway bought the
property on March
1, 1910 and extended the line
from Mansonville
to a connection with the Newport
line at North Troy, Vennont. The last mile
of this
extension was in Vennollt, and it was built under the
of the Midland Railway of Vermont.
The section last built,from Mansonville
to North Troy, was
to go; train service was discontinued on May 1st 1936 and
the rails were lifted soon after. Service was discontinued between
Windsor Mills and Kingsbury on April 27th 1940, and two years
later rails were lifted between Windsor Mills and KIngsbury, and
between Eastman and Mansonville. The section between KingsblllY
and Valcourt was closed on December 15th
1949 and dismantled
soon after.
An interesting sidelight on this latter closure concerns the
station at Flodden, on tile OMR. Following the 1949 closure, the
station was moved bodily to
CPs Montreal conunuter line where
it was installed near Lachine. As it still bore the name Flodden
it was looked on with some honOfby residents
of Scottish ancestry
who thought that the new commuterstation was going to commemorate
the 1513 battle when the Scots were defeated by the English
I The
crisis soon passed when the CPR stated that they had not yet lime
to paint out the offending name, and it was to be known as
Grovehill. Under the latter name, this small station served
Montreals commuters for many more years.
Olford Mountain Railways second No.2, which likely had been Montreal & Atlantic No. 18, built by
Rhode Island
in August, 1880. It was acquired by the OMR about 1900 and sold in 1909.
The remaining 13.9 miles
of the former OMR, from Eastman
to Valcourt, survived for one
main purpose, to serve the
Bombardier snowmobile factory.
In this capacity it continued
operation until April 30, 1965
it was abandoned as a result
of Bombardier discontinuing
shipping snowmobiles by rail in
favourofhighway transportation.
Thus the last remains
of the OMR
Of course today
Bombardier is one
of the foremost
of railway rolling stock,
and one cannot help butspeculate
what would have happened
if the
plant had been adapted
to produce railway equipment.
Had this happened it is very likely
that part
of the OMR would still
in use transporting new railway
power and rolling stock
to purchasers in all parts
of the
Montreal and Atlantic No. 29 as it appeared at Mansonville Que, on the OMR. about 1912. This locomotive had a rather varied career. It
was built by Rhode Island (construction number 1358) in 1883 as South Eastern Railway 29, named T.A. McKinnon. In March, 1892 it
became CPR 156, and in January, 1900 it returned to its old line (which had become the Montreal & Atlantic in 1891) and received its old
29. In April, 1913 it was again renumbered, this time to 7032 in the CPR series but still retained its M&A designation. Retired in
1920, it was still in storage in 1933 when, due to the efforts of John Loye, the founder of the CRHA, it was considered for preservation in
front of Montreals new Park Avenue station. After examination, however, it was unfortunately decided that it would need too much work
to be restored, and it was scrapped in 1934. Ironically, many years later another CPR locomotive numbered 29 was preserved by the CRHA,
and now graces CPs new headquarters in Calgary.
Information on the early locomotives of the OMR is rather
It is reported by R.R. Brown that Nos. I and 2 were of the
4-4-0 type, built
by Kingston in 1879, for the 3 ft. 6 inch gauge
Lake Champlain
& St. Lawrence Junction Railway, where they
were known
as No.3, Bedford and No.2, Abbotsford. In 1881 they
were converted to standard gauge and became South Eastern
Railway No
s. 21 and 20. No. 21 was bought by the OMR in 1891
and No.2 a short time later. Both were scrapped about 1900 and
replaced by two Rhode Island 4-4-0s
(ex Montreal & Atlantic 2 and
18) which were also numbered I and
2. No.2 was retired in 1909
and replaced by
No.3 which was an 1878 Baldwin 4-4-0 bearing
RIGHT: A small 0-4-2 locomotive of the New Rockland
Slale Quarry near Kingsbury
in 1894. This engine
hauled slate from the quarry
to Corris siding on the
Grand Trunk Railway between Windsor Mills and
In the cab are engineer John McLean with
his brother Archie McLean.
M()UNFA [N 1
;Vl .
11~lll; CA :1>,
1,,1\:\: EFV;CT (HI. 11, Ill!,;, .
. {~:~:t:i,~:l~.:.:::, …. :, .~.::: ,1.11
I 111. ,~~;~!II :~.IH
fltltlin. •••••••••••••••••• 1 10 .. ; .llil II
!hOHII •••. •••••••••• ~ on
I .\I!h •. dHc .•••••••••••. ?2V II 1.2{1 II
• :ClHh ~ltk,i) , •••••••• ~ :~( 7.:W II
)·tllH.I: ..•••••• , •••••.•• a Oft ft oj • hIt ..
A.r .. ~Ulljlljl.IJI .1UII (hm
•• J) 1)5 II 8.t10 If
II l{oli(1r, in C. I, n … 7.:U. U lCIS.
. WatllOQ 8.20 I, 10 .. 15 H
.( Hlwrl,r{kk( i.20 t, 12.10 R.m
OJ J,lmll,utl 6.{.0 0.30 (f
II St . .I()hll~ .. 1 (l.07 u
.: (f Mont,,l U ] 1.20 u
.. OU11Wn. n.m :1.80 U
ft Boston 8.30 II
h Nnw York ] 1.00 •
:iW I)lk, ia C. P. n.
1;.(. ,lQilllS ,
Fal uh-:-tlH
Mfxetl PIL … .
4.QO l.m
8.00 ••
11.4n am.
.or. p.m­
ri.2:1 fI
6.M) II
1.ZI1 II
3.f,O II
.Fo!.icl H.M; II
l;:,ahul1ll ,.,IIHdiun; ••• ~ ••• 8.:11)11,01 7.2U u
l~,,,·hmu.I •••••••••••••••• 0.30 II 7.25 It
lo.I~1 Stukely ………. 0.65 u 7.(,f) fI
l.n:HIllt~ ,iII( •••••••••• 10.11) tI 7.M;
V •• koml •••••••••…•• lO.:lO U 8.07 CI
1, .• ,bu-•••••.••••••••• I 10.5U fl S.:2tJ U
l:10<1.l.!1l ........ , •• ,... 8.:J0 II
J1.r. Kiu:.;:-iulIIY ••••.•••• 1] A(, ll.lU. 8.60 II –
,FI:.;.! l-it:ltiOJl, tnli-fl~ iH{~jt ,ml) :-;J,.!lIo11t,.1.
J.,. Il.lill,!( HIli ij.Hy, SUlJllayx Xl~IJ((,l!_
, !,jD,;1i Ia,.in IItHIi;lhl~, Iipln.-Jay an.jlSIl.:
It IlIW ~Jh·. .
ll:rlll1;.!il li,t: I, i.~ .. illi li.ud 11.,J;~;l.gI..·clliliH.d
to all puluil. 411 IlII l~!lIlinl.i,Ut . ,·,ihi Hy .• –, ,
H. C. (I I J,.~h, . I:.) .L, 1J •. JIII:I.I.i!, ,
(H·!lalln):.I., , f.illLj
(:AI:Uli-I.1l ~II:I;-S~, S,·Ij-Ir,·;lS. J
, CO~li·.:-;l!J OrVIC;(;, J.:A;q~N; QU I
construction number 4714. Oliginally it had been No.5 Empress
of India used by contractor Joseph Whltehead during the building
of the CPR. In 1882 it became CPR 147, later No. 20, and was
bought by the
OMR in 1909. When the CPR took over in 1910 the
two remaining
OMR locomotives were retired and CPR motive
power was used entirely.
We hope you will enjoy these rare photos of this long gone
railway which was once
of great importance, but succumbed, as
did so many others, to the shift of traffic to the improved highway
A timetable for the OMR, effective
October ],
1893, and still in effect the
following summer. Times
& County
rd, Richmond, August 16, 1894.
The crew on lhefront ofOMR No.2 at Kingsbury about 1910. On the locomotive
are engineer Harvey
W. Paige, fireman Medias Lemay and brakeman Alex
Irwin. Standing in front are baggageman Bill Racicot, Alphonse Chartier and
conductor Charlie Willard.
A leiter from President Foster of the OMR to Mr. R.J. Paige complimenting him on the work
he had done
to keep the trains running during the bad snowstorms of January, 1902.
rare views, taken near the border, about
one mile north
of North Troy, Vermont,
show construction under wayan the OMRs
last extension, that built in 1910 to connect
at North Troy with CPRs Newport line.
They give an excellent idea
ofhow railways
were buill
in the early days of the century,
before the development of heavy
cons/ruction machinery.
LEFT: Track gang at work on the OMR.
PiLe driver, OMR, 112 mile from North Troy, Vt.
Lumber mill beside the OMR tracks.
RiGHT: Italian construction gang,
OMR, one mile
from North Troy, Vt.
RiGHT: Another view
of CuLebra
Jr. , OMR, one mile from North
LEFT: Corduroy trestle work, OMR,
one mile from North Troy,
LEFT: CuLebra CUI Jr. , OMR, one
mile from North Troy,
Vt. This refers
to the
famous Culebra CUI on the
Panama Canal which was then under
Charles M. Hays Revisited
Our recent articles about Charles Melville Hays have produced quite a number of comments from our members, as well as some
additional material, a
nd requests for more stories about Hays. Due to the interest shown we present some further items not printed in our
articles, as we
ll as material received since the last issue.
(The Railway and Shipping World, June, 1898)
A contemporary,
in speaking of Mr. Hays recently, said:
There is no doubt at all about the fact that he
is a great railway
manager. He took charge
of the G.T. when it was losing money
right and left, and has already brought it to a point where revenue
and expenditures meet. This is a great feather in the cap
of the
manager, for no one had ever succeeded
in doing it before.
of the great troubles with the G.T. used to be that it was
managed from England. The
Manager in Canada had to write or
cable home whenever there was anything to be done that was at all
out of the ordinary, and the consequence was that important moves
were delayed so long that oppOltunities were always being lost.
When Mr. Hays took charge
of the road he stipulated on
having autocratic authority to follow
out his own ideas in his own
way. There was some demur at this, but the power he sought for
was finally conceded to him, and the result
is seen.
(The Railway and Shipping World, August, 1898)
In a recent interview in Montreal, Vice-President Jos.
of the G.T.R., said: I have no hesitation in saying that Mr.
Hays enjoys the fullest confidence
of every member of the board
of directors, all of whom appreciate the services which he has
rendered and is rendering, services which have resulted already
a wonderful increase of material value. It is felt on all hands that
Mr. Hays is the right man in the right place. From the start his work
has been appreciated by the board. Now that he has been
in office
some time his value is thoroughly understood. This is a
specially pleasing feature
of the present regime, that there should
be such a perfect understanding between the manager and the
board in London. He has shown since his advent to office that he
understands how to employ those
powers in the best possible way
so as
to ensure the highest results. I am especially anxious that it
should be known that in Mr. Hays the board
is convinced they have
a man who is bringing at once much experience and ability to bear
upon the duties
of the responsible position he occupies, with
results which are already seen in the appreciation
of Grand Trunk
(The Railway and Shipping World, January, 1901)
During the past few weeks the name
of C.M. Hays has been
in the mouth
of every man on the continent interested in railways.
Naturally this interest has given rise to a number
of stories about
the new President
of the Southern Pacific which are more or less
authentic. Here are some
of them, culled from an exchange:
How $5,000 Was Recovered
Mr. Hays, late in the eighties, made an investment in
California. A.A. Talmage was General Manager of the Wabash at
the time, and Mr. Hays w
as his assistant. On the coast the company
had as its representative,
J.K. Woodward. The latter had been a
newspaper man, and as a Jayhawker
in the Cincinnati Enquirer
had had a considerable vogue as a correspondent. He was a friend
of Talmage, and had got his position out there on that account.
Woodward built the Laundry Farm Railway back
of Oakland.
It connected with the Southern Pacific at Fruitvale. It was part of
a big suburban residence scheme. Among others, Woodward got
Mr. Hays to invest $5,000
in the proposition. He also got the
Caljfornia National Bank into its project. A smooth talker and an
oily promoter, Woodward soon had his road built and a lot
improvements made without the cost of a cent to himself. The fact
that he was head over heels in debt did not worry him.
He was not
that kind.
Soon the crash came, and the road was swallowed up in the
of the California National Bank [editors note: This bank
was very short lived; it was granted national charter
number 3592
in San Francisco on November 23, 1886 and went into receivership
on January 14, 1889]. Mr. Hays was out
his $5,000, and it was at
a time when that money was about all
of his little fortune. When
he enquired into the particulars
of the projects failure, he concluded
that he had been duped by one
of Talmages trusted friends. He laid
the facts before Talmage, and the latter is said to have laconically
If Woodward has failed, he has failed right side up.
Tell him
if he does not give you your $5,000 back youll go out to
the coast and take it out
of his hide.
As the story runs, Mr. Hays did not vary one iota in obeying
Talmages suggestion. He did not have to go to California.
Woodward sent him a cheque for his money. And Mr. Hays,
by the
way, was the only investor who
got out of the Laundry Farm, now
known as Leona Heights, whole.
Haunted Car
Talmage and Hays had their own private car on the
Wabash. Late in the eighties, when Talmage died, his
car was
turned over to the passenger department
to use in cases when
people wanted a private car.
On one occasion, about a year after Talmages death, the
car was rented to a St. Louis friend
of Mr. Hays, who had known
Mr. Talmage well. The next morning Mr. Hays was surprised to
receive a telegram from him from Toledo that he had abandoned
the car and rented another. On enquiring by wire as to what was the
he received a message reading something like this:
car haunted. Slept in room that Talmage always used, and
saw his ghost as plain as day.
Wouldnt have the car as a gift.
The papers soon got hold of the story, and from that time
on the palace on wheels was known as the hoodoo car. People
wanting a private car would not think
of renting it. In disgust Mr.
Hays turned his own
car over to the passenger department, and said
he would take the Talmage for his own personal use.
He used
it frequently for about six months and it maintained
its reputation as the hoodoo car. Mr. Hays was sleeping
in it one
night when it was partially wrecked by one
of its trucks breaking
down. On another occasion it was badly stove
in by a collision
between a freight and pass
enger train, it being the hind car on the
latter. Mr. Hays had it repaired each time, being determined to stay
with the hoodoo car
as long as possible.
One cold winter night he was travelling special
in the car
from Toledo to St. Louis.
The stove in the car was red hot. In some
mysterious way the
car was soon ablaze, and Mr. Hays, his
secretary, the coloured porter, the brakeman and the conductor
barely time to get out with their effects.
The hoodoo won out and thats all there is to say about it.
remarked Mr. Hays, when all that was left
of the car was dumped
into the ditch by a wrecking car.
Hates Tale-Bearers
He is credited with hating a tale-bearer as much as a
rattlesnake. On one occasion a subordinate official sought a
private confab with him
in his office, and venomously criticized a
brother officer. Mr. Hays sat the tale out. At its conclusion he
to the purveyor of tales: Wait a minute. Ill ring for Mr.
——and well settle this matter right now.
As he rang for the officer who had been maligned, the tale­
bearer blanched
in the face and begged to be excused from
personally confronting his associate. Hays was obdurate.
other man put in an appearance, and the accuser shamefacedly left
the room
as Hays began to tell the stories told behind his back. A
few days later the tale-bearer left the employ
of the company, and
it was said
he had resigned on account of his health.
Mr. Hays Beard
He is a slave to his beard. Twelve years ago [1888], or
when only 32 years old, he found himself Vice-President and
General Manager
of the Wabash Railroad system. He has been put
over the heads
of many an older official. He was even more
youthful looking than his years warranted, and those who did not
know him were always picking him
out for the smart, trim
of the Wabashs Vice-President.
An elderly lady, who thought she had a grievance against
the road, strolled tluough the open door
of his St. Louis office one
1 want to see the Vice-President and General Manager, said
Ive lost some baggage, and cant get any satisfaction from
of the lower officers of the road.
Im the man youre looking for, replied Mr. Hays, as he
asked her
to be seated. Lord bless me, she ejaculated as she gazed
on Mr. Hays youthful appearance. No wonder people lose their
baggage on this road when boys like you are running it.
Laughing heartily at the
womans candid exclamation, Mr.
Hays heard her complaint and had it righted to her satisfaction
before she left the room.
1 didnt mean, she remarked on retiring,
to blame you for being such a young Vice-President, but Ill
advise you to grow a beard and look older. Your heart
is all right,
but your face
isnt. And he did begin forthwith assiduously to
cultivate a beard. A splendid crop of whiskers added to his dignity
and age, and he still has them.
Mr. L.S. Kozma, of Edmonton Alberta, writes:
Re; Canadian Rail 454 (September-October 1996). It was
good to see you and Derek Boles shed some light onto the life and
of the relatively unknown Charles Melville Hays. Regrettably,
I believe these depictions were overly sentimental, resulting
quite an unbalanced view of Hays. He was, after all, human and
exhibited numerous failings, which may explain why he has been
ignored or treated so unsympathetically by historians. Principal
among these traits was Hays brand
of corporate arrogance which
alienated many
of the very people his railways served and needed
to survive.
Also, for the sake
of accuracy, 1 wish to point out the
reo page 123. The illustrated Penny station was originally
constructed at Lindup in 1914, relocated
in 1947. The depicted
McBride station replaced an earlier station which burned down
1919. Based on the above, neither depot was constructed during
Hays tenure, as is stated in the caption. In future might I
recommend that you consult C.W. Bohi,
CNs Western Depots.
We sincerely thank Mr. Kozma for his comments, and for
pointing out the error about the stations. Your
comments help to
give both sides of the story, and to clear up such en·Drs.
We have received a copy of the Thirteenth Annual Report
ofthe Central Vermont Railway Company, covering the fiscal year
ending June 30th, 1912.
The Central Vermont was owned by the
Grand Trunk, and its successor Canadian National Railways from
the 1890s for about one hundred years, until its recent sale. Mr.
Hays was the Chairman
of the C.V. This report is dated Montreal,
September IS, 1912, and the following
is taken from it:
To the Shareholders orthe Central Vermont Railway Company:
With profound sorrow we record the death of our late
Chairman, Mr. Charles Melville Hays. On June 25th the Board
passed the following resolution
in respect to his loss in the terrible
disaster to the White Star Line Steamship Titanic:-
RESOLVED that by the deplorable disaster to the
Steamship Titanic on April 15th,
in which our late Chairman,
Charles Melville Hays,
met an untimely death, the Board has been
of an able advisor, and the Company has sustained an
ilTeparable loss:
That his associates on the Board desire to express their
of his sterling qualities and unfailing courtesy in all
official and personal relations, and to extend sincere sympathy
his family in their great bereavement; and be it further
RESOLVED that these resolutions be spread upon the
of the meeting, and an engrossed copy of the resolutions
be forwarded to Mrs. Hays
as a tribute to his memory.
Through Russia With Steam
By Fred Angus
This huge map of Ihe Trans Siberian railway is displayed on the wall of the station at Chita, 6199 kilomelres east of
Moscow. II gives a good idea of Ihe route followed by the steam trip.
There are many great railway journeys in the world, each
of which is notable in some respect. Our own country has the
famous CPR main line from Calgary to Vancouver, Australia has
long straight (297 miles without a curve) and, of course the
Orient Express has its stories and legends. However one
of the
most famous, and certainly the longest, railway journey in the
world is the Trans Siberian Railway, stretching 9288 kilometres
(5771 miles) from Moscow to the port
of Vladivostok on Russias
east coast. This is double the rail mileage from Montreal to
Vancouver and is probably the trip highest on the railway enthusiasts
want list. Until very recently it was not possible for foreigners to
visit Vladivostok, hence the traveller had to go
to the POlt of
Nakhodka. Today, thanks to the end of the Cold War, it is
possible to make this legendry trip in little more than a week,
travelling behind powerful electric locomotives for almost all
the trip (one short section in the far east is still diesel powered).
ones imagination further, one can visualize the
of long ago when it was possible to ride the Trans Siberian
behind steam. As in North America, this has not been possible for
many years since the program
of modernization and electrification
was begun early
in the Stalin era and was virtually completed by
the 1960s. In fact one re-Iocated section
of the line near Lake
Baikal has reportedly never used steam power. When was the last
time that one could ride from Moscow to Vladivostok entirely
behind steam? Was it 1926? 1936? Perhaps 1946, soon after
War II (or the Great Patriotic War as it is called in Russia).
The answer is tmly surprising – – -1996! This is because a group
in England, known as GW Travel, had the audacity to propose a
steam trip across Russia, with the run from Berlin to Moscow
in for good measure. Counting side trips, this would be a steam trip
of more than 8000 miles, taking 26 days. Furthermore
they lived up to their promise and ran the trip as planned, behind
a total
of72 steam locomotives. This must rank as the greatest and
longest railway enthusiasts steam excursion
of all time.
is the largest country in the world measured by
square miles or kilometres. It is the only country in the world
whose area exceeds that
of Canada. In many ways Canada and
ia resemble one another with their northern location and their
huge areas
of sparsely settled land. In fact the two countries are
almost neighbours, facing each other across the polar seas. It
surprising that Canadian railway enthusiasts do not know more
about Russian railways, and it
is hoped that this article will give a
very slight look at that system.
Everything about Russian railways is big, from their wide
gauge (5 feet) to the extent
of their trackage, 54,000 miles (87,000
kilometres) at last report, the largest in the world. Reportedly there
are more than a million freight cars in service; celtainly all freight
car numbers have eight digits. In the days of steam, the number of
locomotives in a given class was prodigious; there were well over
of each of the L-class and S-class, and several other classes
had quantities in the thousands.
Even in the preservation movement, the numbers are
impressive. A recent report indicates that more than
400 Russian
steam locomotives have been saved, either
in Russia itself or in
neighbouring countries. The preservation of locomotives in Russia
began quite early, and a number, dating back as far as the 1860s,
had been set aside during Czarist times for a proposed museum.
Unfortunately, due
to the Bolshevik revolution, the museum was
never built and the equipment seriously deteriorated. Finally the
locomotives were scrapped during the industtialization campaign
German locomotive 62-015 al thefronl of our train, aboulIa leave Berlin al the start of the trip.
It was soon found that the fen),
across Lake Baikal was a bottleneck,
and work began on the circumbaikal
line. around the southern end
of the lake,
in 190
l. This relatively short 259
kilometre (161 mile) line was the most
difficult to build
of the whole Trans
SibeIian as it was cut into the mountainside
along the lake and involved more than
200 bridges and
60 tunnels. After a
tremendous effOit the line was completed
in 1904.
Meanwhile a branch from near
Chita. tluough the city
of Harbin in
China, had been
completed in 1903,
thus affording an all-rail route
to the
fico However after the Russo-Japanese
of 1904-05 it became more and
more desirable to have a line entirely in
Russia. Accordingly construction began
on a new line which branched
off the
main line
at Kuenga, near Sretensk, and
Through the Polish countryside, 4-6-2 No. Pm36.2, with its four-car train, peliorming a runpast.
of the Stalin era in the 1920s and 1930s. By the 1970s only a
of steam locomotives were officially preserved, but since
then large numbers have been saved, and many are on exhibition
throughout the country.
The first plans for a railway across Sibel1a were made in
1886, exactly fifty years after the
fUst railway was built in Russia
in Canada too). Work actually began on May 31,1891 when
Nicholas, the son
of Czar Alexander ill (later to be Nicholas n, the
last Czar) turned the first sod at Vladivostok.
The route as
originally planned was a combination
of rail and water; rail from
Moscow to Port Baikal. ferry across Lake Baikal to Mysovaya, rail
again to Sretensk,
boat on the Amur river to Khabarovsk, and
finally rail to Vladivostok. By
J 894 the line was complete from
Moscow to Omsk,
in 1895 it reached Novosibirsk, and in 1898 the
were completed all the way to Port Baikal. Meanwhile the
line between Khabarovsk and Vladivostok was completed in 1897,
and the Mysovaya -Sretensk section was finished in 1900, so
completing the original plan. headed overland towards Khabarovsk. This line, through very
remote territory, took years to build, but was finally completed in
1916 with the opening
of the bIidge across the Amm river. Later
the route through China was sold to the
Chinese and converted to
standard gauge. It is still in operation as part
of China Rail. The
entire Trans SibeIian project had taken 25 years and had cost more
than a billion roubles (then about
$500 miJJion) and countless
lives. However it was, and doubtless always will be, the longest
railway in the world.
For me, planning for the great adventure began early in
January. 1996. I had not heard
of this proposed trip until I had a
long-distance call from my good friend
Mark Gustafson who was
then in Arizona. He told me there was a trip planned on the Trans
Siberian Railway, that
he had decided to go, and was I interested
joining him. Then, almost as an afterthought, he added Its
going to be steam all the way. I told him I would think it over and
let him know so, after thinking it over for five seconds, I told him
I was definitely in.
The trip was scheduled to stalt from Berlin on
May 25 which left about 4 1/2 months to
make all the arrangements. All the
formal ities of reservations, visas etc.
done by GW travel, and their
North American agents, Trains Unlimited
Tours, so once this was done it was only
necessmy to get to Berl in at the appointed
We had decided to fly from
Vladivostok to Alaska after the uip, and
complete the journey around the
world in somewhat less than the
proverbial 80 days of Phileas Fogg, the
of Jules Vernes famous 1872 story.
May 22, Mark and I met in
London, and the following day started
off from Charing Cross station (the
one used by the intrepid Mr. Fogg).
We had decided to go by the boat train
rather than the
Chunnel, so went to
FolkestoneHarbour, crossed to Boulogne,
then train to Paris. This was easier said
done due to a strike on the French
railways (SNCF), but by taking three The roundhouse at Wolsztyn showing five active steam locomotives. Four others were also under
local trains we made it to the Gare du steam that day.
Nord in time. Then we took an overnight
sleeper to Berlin so giving
us a full day to explore the German
metropolis which is soon to be the capital again.
There is now no
of the infamous wall, and the city is once again united. Early
the following morning, May 25, we went by S Bahn (elevated rapid
transit railway)
to Berlin Hauptbahnhof, and soon met our fellow
travellers, as well as
our first steam locomotive. Our group
consisted of 48 passengers, from many different countries, as well
as the trip organizers.
There was much photographing of the rare
German 62-class 4-6-4T, numb
er 62-015, and then it was time to
board the train and sta
rt off on our adventure.
For the first day our group occupied the last two cars
of a
train run by a group
of German railway enthusiasts travelling
through Poland. During this part
of the trip we had many runpasts,
both in the former East Germany and Poland,
but the high point had
to be the steam festival
at Wolsztyn, the last operating steam
roundhouse in Poland. Here nine locomotives (including
our own)
were under steam, and they paraded past the spectators, at first
singly, then in pairs (on adjacent Uacks), and finally all nine
coupled together with whistles blowing full blast! After a night at
Poznan, Poland, we continued until we reached the Belorus border
at Brest. Here we entered the telTitory
of the former Soviet Union,
and here also we presented passports and visas.
Our Russian visas
were accepted here, in fact we did not need to show them to go from
Belorus to Russia, so great is the cooperation between the two
republics. At Brest the track gauge changes from standa
rd to the
gauge of five feet. Regular trains run through the bogie
changing facility where the I!ucks (bogies) are changed under the
cars with the passengers in the
m. We were fortunate that the
Warsaw –
Moscow express was due, so we saw the complete
operation, in which the trucks of a 16-car train were changed in one
hour, while the passengers looked on from the car windows.
it was illegal to photograph this facility, but now there
are few restrictions, and many photos were taken.
Our train was not going through, since at Brest we were to change
to the Russian
train, belonging
to the North Caucasus Railway. This train would
be our home for the next three and a
half weeks.
As soon as we boarded the train we sought
out our assigned
accommodations. All passengers were in sleeping cars which
contained nine compartments with two beds (both low
er berths) in
each. Thus the capacity
of each car was 18, however some
passengers had paid for single accommodation, so there was an
of only about 10 passengers per car. Mark and J had
compartment 5 in car 10, the actual
car number being 051-06372.
It was the third car of the train, where we could plainly hear the
welcome sound
of the locomotives. Our compartment was in the
of the car, away from the jolting of the wheels. There were
two attendants per car who did a first class
job of looking after the
many requirements
of a long trip, as well as keeping everything
spotlessly clean. A samovar was located at the end
of each sleeper
to provide hot water for tea which was served every afternoon.
There were also two restaurant (dining) cars on the train, one with
musicians playing, the other without.
The Cyrillic rendition of the
Restaurant looks like Pectopah, so we usually referred
to them as Pectopah cars, although they are not,
of course,
pronounced like that.
There was also a shower car, which was a
former sleeper with the
compartments converted into shower
rooms. At first there was laundry service on the train, but the
machines soon broke down and, after a brief attempt at hand
it was decided to drop off the laundry at certain stations,
wash it there, then put
it on a fast train that would overtake us a day
or two later. This worked well, and no laundry was lost. All the cars
were modern and clean; ours was built in Germany in
1993; only
three years ago. However there was
one strange thing. The heating
was by coal, and it seemed strange to see coal being can-ied, usually
in metal boxes loaded from a truck, into these modern cars. All cars
were green, except for the refrigerator
car which was white.
A builders photo of Yek. 351 a 2-10-0 built in 1916 for the Trans Siberian railway by the Canadian Locomotive Company of Kingston, Ontario.
of these, numbered Yek.351 to Yek.4OO, were built during World War I in addition to 831 others built in the United States at that time.
The k in
the classification Yek stands for Kanadskii which is Russian for Canadian. Unfortunately, all of the Canadian-built
es, and all but four of the u.s. ones have been scrapped, but one, reported to be saved is Baldwin No. Yes.350, the one immediately
before this Yek.351.
Of the 2051 similar locomotives built in the U.S. during World War II, many survive and some of them hauled our train.
The letters Ye in the class designation
is a transliteration of the Cyrillic E which is not the same as the E in our alphabet.
The train made an impressive sight as it
departed Brest, behind Russian 2-10-0 No. L-5289,
painted a shade
of purple with ornate lettering. Soon
after departure we had our first dinner on board,
served with Moldavian wine. Then we went to bed,
with the window very slightly open so we could
the steam locomotive working. It was the first time
I had travelled behind steam overnight for more than
f0l1y years, and
some of us had never done it.
About nine miles west
of Minsk, the capital
of Belarus, occurred the first crisis of the trip
when L-5289 ran low on water and had
to be assisted
by a die
sel into Minsk. However the steam locomotive
was still on the train, so we still were riding behind
steam, although a few purists disagreed. This turned
out to be the only time on the entire main line when
steam was not providing all the power. At Minsk we
had a tour
of the city which is quite modern because
almost the entire city was destroyed in the fighting
World War U. Leaving Minsk, we continued
east and at Orsha we met our first P36. These famous
4-8-4 locomotives are what usually come to mind
when one thinks
of Russian steam, and P36.0027
lived up to our expectations. This locomotive, either
running singly
or double-headed, was to be with us
for the
next four days during which time we covered
This is Yel.629, one of only four reported survivors of the 881 locomotives built in
North America during World War I and sent to Russia. It is plinthed (i.e. displayed
on a base) in a park near the old station at Ussuriysk,
9177 kilometres from Moscow
and only
112 from Vladivostok. Other than the removal of the buffers, a different
smokestack, domes and
afew other changes, it does not appear to be much altered
from its
as built appearance, similar to Yek.351 above. Many locomotives are
displayed throughout Russia, without surrounding fences, and they
do not appear to
suffer from vandalism.
1748 kilometres (1086 miles). Later
that day we crossed the border into
ia itself at Krasnoye. and late that
evening stopped at Smolensk. Here we
had our first sight
of trams in Russia, a
sight we would experience many more
times in the days ahead.
The following
at 6:40 A.M. we stopped at
Vyazma for servicing, then we continued
on, seeing numerous suburban trains as
we came nearer to Moscow. Finally, at
2:35 P.M. on May 28, we pulled into
Moscows Belorusskiy Vokzal, or
Be10russki station. The word Vokzal,
the Russian name for station, is said to
be derived from the English name
Vauxhall, a district
of London where
the Russians first saw main line trains
in the early 1840s.
Like many large European cities,
Moscow has several railway stations
serving different parts of the country. view the most interesti ng thing we did was to ride the world famous Moscow
subway (called the Metro) which
is one of the busiest in the world, carrying
an estimated nine million passengers a day! Many
of the stations, built
during the Stalin era, are beautifully decorated, with chandeliers and other
ornaments. (See also page 174
reo Moscow Metro). It is fOitunate that
Muscovites have such a good subway because the automobile traffic, since
the advent
of capitalism, is incredible. The following day there was another
city tour and then, all too soon, it was time to leave Moscow and continue
east. At first
it had been planned to depart from Yaroslavl station but, as this
would have made a gap
in the trip, permission was given to leave from
Belorusski and travel by the ring line. Soon we were heading north-east
towards Yaroslavl, and here we joined the Trans Siberian railway proper.
The first major event
of this part of the trip was the crossing of the
Volga, the longest river
in Europe, which we actually crossed tlu·ee times,
twice on a side trip to Kostroma and again on the main line after leaving
Yaroslavl. On the crossing
during the return from Kostroma we were
allowed to go on a special two-car train to a location on the far side
of the
bridge and then photograph our train, hauled by two P36s,
as it crossed.
Since this was done on the side trip, the continuity
of steam haulage was
maintained. In Yaroslavl there was a tour
of the locomotive shops, patts of
which dated back to 1912. Following this was a reception in the offices of
the shops, where we met some of the railway officials. At Vyatka (formerly
called Kirov). the most northerly point on our trip, we said goodbye to
P36.0027 which had hauled us so far. Then we headed into the Ural
mountains, had a visit to Perm (once called Molotov), the ice caves at
A two-car tram set in the streets of Ekaterinburg. During afifteen minute pause in our bus tour
of the city, dozens of trams of various designs passed and were eagerly photographed.
UsuaJJy these stations are named for the major place served by the
line that departs from that station, e.g. Belorusski station serves
Belorus, Yaroslavl station serves Yaroslavl, etc. There is also a
ring line around the city that connects the stations.
The night of
May 28 the entire group stayed at the Hotel Ukrana, a huge
structure with a high central tower in the wedding cake style.
Tours were alTanged, both
in the city and to outlying areas, and
some participants attended the Bolshoi Ballet. However there is so
of interest to see in Moscow that it was impossible to do more
just scratch the surface. From a railway enthusiasts point of
Kungur and, the morning of June 2, we passed the obelisk marking
the boundary between Europe and Asia. Twenty miles further on,
and about two hours late, we reached Ekaterinburg. the gateway to
Siberia, 1813 kilometres east
of Moscow. This city is known in
history as the place where the last Czar, Nicholas II, and his entire
family were murdered on the night
ofJuly 16, 1918. A city tour was
held, visiting many points
of interest including the infamous site
of the murders. However some of us were especially interested in
the variety and number
of trams that served this city on numerous
lines, although there was not enough time to ride them.
be readied for use as needed. This consisted of 54 L-class,
25 Yem-class and
10 Yea type. The latter two types were
in the U.S.A. during and just after World War II.
Although not all these locomotives would be used, by this
plan the train would seldom be more than
50 miles from a
, relief engine in case
of breakdown. This is all the more
amazing since all this was done on about four weeks
notice, and steam had not been used on Russian main lines
for more than twenty years. One wonders how long
would take North American railways to get even one steam
locomotive ready for service.
On arrival at Omsk, on June 3, the first
of the
military locomotives were coupled on, and
our trip became
a military special. Very soon it appeared that each shop
charge of the restoration had used their own artistic
The locomotives came with various paint jobs,
some had huge Russian flags painted on the tender, others
had decorations on the cabs, sometimes pmts were painted
In the cab of P36.0027 travelling at speed wesl of Vyatka (Kirov) on May 31.
Riding on IhefootpLate (i.e. in the cab) couLd be hadfor the asking 011 this tour.
green or blue, and two had pink wheels! In some cases the
paint was so fresh it was slightly sticky. As a reminder
the old days, one locomotive even had a medallion of
Leaving Ekaterinburg, it was
decided to try and make up lost time, and
to see what double headed P36s (P36.0031
and P36.0071) could do. Soon we were
treated to the deafening noise of the
locomotives at full speed as loose objects
were flying around the compaltments. For
miles we were travelling more than 70
miles per hour (yes, miles, not kilometres)
and a
maximum of 75 mph. was attained.
As a result, arrival at
Tyumen was on time.
One person (not your editor) who missed
the train
in Ekaterinburg took a regular
electric train and
was amazed how long it
took before he eventually caught up with
the steam special. Whether by chance or
by design,
champagne was served that
at dinner in the restaurant car!
As we continued on to Omsk the
trip began a new phase
of operation. The
original plan had been to have eight P36
Double headed P36s (P36.0031 and P36.007l) hauling our train east of Ekaterinburg after
their high speed run
of June 2, 1996.
locomotives available to haul the train. While some were being
serviced, others would leap frog
us on other trains and be
available for use further along the line. However, barely two
months before the trip, it was found that only four P36s were in
sufficiently good condition
to be used. This was a major problem,
and at
one time threatened the entire plan. Help came from an
unexpected somce; the Russian army. For years the army has
maintained strategic reserves
of steam locomotives at various
locations throughout the country for use in emergencies such as
or other crises. On hearing the problems faced by the excursion,
the army
made an astonishing offer. They would take locomotives
from the strategic reserves, restore them to operating condition
make them available for the trip. If we could reach Omsk
behind steam, the army would take over and run the rest of the trip
as a military operation! For this purpose the Ministry
of Defence
authorized the use
of no less than 89 locomotives, all 2-1 O-Os, to Lenin and Stalin in the centre
of the big red star on the front of the
There were two things these locomotives had in
common, almost all were 2-10-Os and all worked
to perfection.
This was the routine for the rest
of the trip: frequent locomotive
changes and superbly operating equipment.
During the entire trip the organizers had the complete
support from the authorities
in Moscow. The route covers the area
of eleven different railway administrations, any of which could
seriously disrupted the plans.
The fact that no such disruption
is due to the close liaison with the higher authorities. On
several occasions potential problems were solved by quick phone
to Moscow, and things were soon put right again. Sometimes
it was necessary
to adjust parts of the schedule in order to get back
on time. Often our train took priority
over regular passenger trains
and occupied the track nearest the main platform at station stops
while other trains had to use less convenient platforms.
There were many passenger trains which passed us
in both directions. Foremost among these was
the Rossia, the famous train that runs every other day
Moscow and Vladivostok. We saw this train
several times on the trip, and
it made an impressive sight.
To clear up a
common misconception, there is not, and
never has been, a train called the Trans Siberian Express.
This is a name sometimes applied to the Rossia, but is not
an official name. Many
of the passenger trains (including
the Rossi a) carried travelling post office cars (T.P.O.s).
This was where
we would mail postcards, usually on trains
heading towards
Moscow, from where they would be
forwarded to their destinations.
Crossing Siberia we entered the Taiga, the largest
in the world, which consists of small hardwood trees
and stretches for many hundreds
of miles. Contrary to
popular belief, Siberia is not a dull uninteresting wilderness,
but has an
ever-changing landscape which somewhat
resembles parts of Canada, and there is always something
Er.789-91 was one of almost 3000 similar 0-10-0s built between 1947 and 1957.
The Er class should not be confused with the
Ye type which is a different Cryillic
letter. This one, sporting its green paint job, hauled the train from Omsk
Talarskaya. II was one of Ihe few on the military move that was not a 2-10-0.
different to see. Night after night we would
go to sleep to the sound
of the steam engines
if they were working hard, we would
see showers
of sparks flashing past our
window. The rythem of the wheels was also
different from North America due to the rail
joints being opposite each other. At one
place we watched an engine change after
midnight and toured the yard and engine
in darkness. There we saw another
steam locomotive fired up and ready to go
case it was needed. The procedure was like
that employed on the Canadian trans­
continental railways half a century ago.
ABOVE: L.3806 was one of several locomotives which
were ready
for emergency use on the trip but were not
used. Note the elaborate water tower in the background.
of the subway system and also saw a rush hour sight
in the western world, as one of our group said;
multiple-unit articulated trolley busses. Yes, two trolley
busses were running coupled together, with only the
trolleys on the rear one on the wire, and all controlled from
the front one. At Achinsk, we made a side trip down the
branch line to Krasnaya Sopka where several runpasts
were held. This was welcome for there were few runpasts
on the main line due to the heavy traffic. Instead it was the
practice to have false starts where those interested
would walk ahead from the station, the train would start
and run by them, then all would board and the train would
depart. At Krasnoyarsk we had a ride on a chair lift to the
of a mountain, and also visited a paddle wheel steamboat,
in 1881, which is now a museum. This vessel, which
still appears
to have its original engines, was preserved
in 1897, it carried Lenin into exile in Siberia.
Next on the itinerary was a visit
Novosibirsk, the largest city in Siberia. This
included a dinner in a resort on the river
and the usual town tour. Here we rode some
Su.205-91, plinthed at the station at Ulan Ude, is actually Su.251.97. It was built in 1949.
On the non-electrified line between Ulan Ude and Gusinoye Ozero (Goose Lake)
there was more chance
for runpasts. Here L.2182 hauls the train on June 10.
As daylight came we were travelling along the
east side
of Lake Baikal, not as spectacular as the west
side, but still very scenic. Then
we left the lake and
continued east. At Ulan Ude
we had another side trip,
this time to Gusinoye Ozero (Goose Lake) on the line
which extends on through Mongolia to Beijing, China.
Here we were also able to have several runpasts away
from the busy electrified main line. Returning
to Ulan
Ude we had a tour
of the locomotive shops, and saw
various types
of locomotives, cars, and trams, from all
over Russia being repaired. Following the shop tour,
Mark and
J went off on our own for a ride on the trams
around the city. Tram tickets cost 1000 roubles, about
30 cents, and are sold at kiosks at each tram stop. We
then attended a lunch, at which musicians
of the local
Buryat tribe played traditional music, and then we
rejoined the train. After leaving Ulan
Ude we passed
through Chita and then took a side trip down the line
between Kuenga and Sretensk with the usual numerous
runpasts. This was the old main line before the Amur
of the Trans Siberian was completed in 1916,
since traffic had to go by water beyond Sretensk. Now
however it is a lightly used branch line.
Early in the morning
of June 8 we passed
through Irkutsk and then climbed over the summit
of a
mountain range on a new line built after World
War II
and completed in 1950. This line was constructed to
bypass the old line via Port Baikal which had become a
bottleneck owing to the many curves along the shore
the lake between Port Baikal and Sludyanka. Later the
line along the Angara river between Irkutsk and Port
Baikal was abandoned. Descending from the summit
electric locomotive was coupled to the rear to provide
dynamic braking power. However all the work
of hauling
the train was done by steam power. Soon we came in
of Lake Baikal, known as the Pearl of Siberia.
This lake, although smaller in area than Lake Superior,
is very deep and contains as much fresh water as all the
Great Lakes combined, about
20 percent of all the fresh
water on earth. AlTiving at Slyudyanka we reversed
direction and had a side trip to Port Baikal over the
Trams turning on a loop at the end of one of the lines in the suburbs of Ulan Ude.
fOlmer main line. This is scenic and very spectacular, but it is easy
to see how
it must have been an operations nightmare and has now
been bypassed. Due to fire hazard, tills portion
of the trip was diesel
hauled but, since it was a side trip and not the main line, the
of steam haulage on the main line was maintained.
Along this line
we had several runpasts and also stopped to see a
of vintage motive power and rolling stock presently
under restoration. This
is planned to be a railway museum willch
be a tourist attraction in this scenic area. On arriving at Port
Baikal we had a night at a hotel on the shores
of Lake Baikal, a
hydrofoil trip on the lake and an outdoor lunch on the shore
of the
Angara river listening to local musicians play. Then followed a
of the fascinating city of irkutsk, with its many old wooden
buildings, as well as a chance to photograph more trams. Following
a dinner
in Irkutsk, we boarded a hydrofoil for a trip back to Port
Baikal where
we rejoined the train, and had a night run to
Sludyanka and the main line. Soon after, we were once again
heading east behind steam. As
we continued east we noticed more and more the
of the hundreds of people, largely schoolchildren, that
came down to the stations to greet the train. Word
of the special
train had appeared
in the local newspapers and lumours were about
that Prince Charles and/or Princess Diana were aboard! Although
much interest was shown
in the steam locomotives, even more
interest was reserved for the passengers. At every stop, far into the
night, the pal1icipants were kept busy signing autographs on pieces
of paper, small-denomination banknotes, and even on hands and
arms. Many knew a few words
of English and the communication
between us was surprisingly easy.
The friendship shown was
genuine and will always
be remembered by those who rode this
trip. By now we were in
an area where there are few roads and the
is the only feasible transportation link. Here an emergency
developed when one
of the passengers had to have a painful, but
not serious, operation. This was performed in ills compartment,
a team of four doctors, in the middle of the night during a service
stop. All went well, and we soon resumed the trip.
~-. -!+– .–
–……. ~
nearthe Chinese border, as well as travelling
over the only non-electrified
pOl1ion of the
entire line. During
some of this run I had
the pliviJege
of riding on the footplate (i.e.
in the cab)
of Yea.2887, one of the loco­
motives built by Baldwin in the U.S.A.
L.3946 and L.2084, both displaying Russian flags painted on the tender, head up the train
leaving Chita on June
A service stop at Ussuriysk allowed
time for a few
of us to visit the old station
and locomotive Yel.629 displayed
in a
park nearby. This historic engine
is one of
881 built in the U.S.A. and Canada and
delivered to Russia during the Great War
of 1914-1918. Yel.629 was built by Baldwin
Locomotive Works
in 1916 and delivered
in 1917. Of interest to Canadians is the fact
that 50
of these 2-10-0s, Yek 351 to 400
(k for Kanadskii, i.e. Canadian), were
built by the Canadian Locomotive Company
in Kingston, Ontario in 1916 for use on the
Trans Siberian railway.
None of these has
survived, but Yel.629 shows what they
looked like. See pages 160 and
161 for
of this type of locomotive.
Ever since leaving Moscow the time difference became
more and more apparanl. All the station clocks,
in fact the entire
railway system,
LUns by Moscow time, and the difference increased
with each time zone we passed. By the time we reached Chit a the
difference amounted to six hours, so we were eating breakfast at
2 A.M. and dinner at I P.M. by the time shown on the station
clocks. However there were no adverse effects as all the events on
board the train were done by local time. In the extreme far east,
near Vladivostok, the clocks did seem
to read local time.
The night of June 17 was our last on the train, and early
of the 18th found us at the p0l1 of Nakhodka. This port
is now much less used since Vladivostok has been reopened to
foreigners. Between Nakhodka and Vladivostok the line
is very
scenic as it crosses three mountain ranges which are not mentioned
in any
of the guide books. This is because most regularly­
scheduled trains pass through at night.
The double-headed 2-1 O-Os
worked hard getting the train up the grades, which exceeded 2
percent, while passengers took photos
of the train rounding the
sharp curves.
On June 15 we passed
Arkhara and reached the tracks of
the Far Eastern Railway. Here we
began to be hauled by the U.S. built
Yea-class (
a for Amerikanskii,
i.e. American) locomoti ves. 2051
of these 2-10-0s were delivered to
Russia during and immediately after
World War II. They were very similar
to the earlier Ye-class built in America
duringWorldWarI,ofwhich Yel.629
is one
of only four reported survivors
(see below). Soon we were
near the Chinese border, and then,
on June
16. we crossed the Amur
river on the great btidge which was
the last link
of the Trans Siberian
railway when it was completed in
1916. Today there is also a tunnel
under the river but,
of course, steam
locomotives are not permitted to
pass through it. Then we arrived at
Khabarovsk were we visited the city
and had a tour
of the hump yard.
There was another day
of running
Yea. 2887 is one of the Baldwin-built 2-IO-Os that is still in its original configuration. Others have been
modernized and classified Yem
. Note the small Russian flag painted un the tender side near the front.
On June 18 we passed along
this scenic line as
we approached the
end of the journey. For so long
Vladivostok had been the seemingly
unattainable goal,
and now it was
in sight. Soon we were running
along the shore of the harbour,
anticlimatically delayed by a regular
in ahead. Then it was the last
kilometre, and at 7:46 P.M., local
time, we came to a
stop at the 1912
tation at Vladivostok, beside the brand­
new (builtin 1996) monument marking
kilometre 9288 from Moscow.
had made it, and behind steam all the
The band of the Russian Pacific
Fleet was there to play rousing marches
as we disembarked with all our luggage
at the end of this amazing trip. Routine maintenance to the locomotive was necessary day and night to ensure troublejree running.
Trans Siberian has decJjned considerably
f!=Ff]ii in recent years, and electric locomotives
J,.j..J,;~;:~I!,…:..bdl.;~=7=lo=d= ._/ are being stored in places formerly
l:L Three kinds of motive power side by side, at Nakhodka, June 18, 1996.
The following day there was a morning tourofVladivostok,
including a ride on a funicular railway. In the naval museum
(formerly a church) were many reJjcs
of the Russian navy over the
years. In one place there was a plaque presented by the crew
HMCS Winnipeg during a recent visit.
~–…… -….
steam engi nes are being preserved, many
more will be scrapped.
One more day remained in
Vladivostok during which we rode the
entire tram system. This system used to
be free but now costs the usual 1000
roubles. It is still an excellent way
see the city.
On June
21 many of those going
to North America flew from Vladivostok
to Anchorage Alaska and so,
by crossing
the International Date Line, experienced
the longest day in the year twice. For Mark and I there was still the
Alaska Railway, the White Pass
& Yukon, B.C. Rail, and many
other sights to see before we returned home. However, above all
was the knowledge that we had done the seemingly impossible; we
had crossed Russia by steam on the greatest railway enthusiasts
steam excursion ever run.
In the afternoon a short steam excursion
ended the rail activities.
That night
there was a farewell dinner with music
and dancing until almost midnight.
was a happy occasion, completing a
successful trip, but there was a touch
sadness as well. Soon aH participants
would go their separate ways, and many
would never meet again. Also those
beautiful 2-1O-0s, so carefully restored
to service, would
go back into dead
storage. Many will probably never run
again since the strategic reserves
steam locomotives are being reduced
at an alarming rate. Traffic on the
The end of the line! Vladivostok station, with trams passing infront, was a welcome sight after the
long steam excursion,
for it meant that the trip had been a success.
The Heraldry of Railways
From The Railway and Shipping World, January, 1901
One hundred years ago, one of the most famous of Canadian railway symbols was introduced, the Grand TlUnk tilted wafer. The
of this symbol coincided with the change in the companys title from Grand Trunk Railway to Grand TlUnk Railway System.
It also coincided with the modernization of the company under the new General Manager, Charles M. Hays, whom we discussed in the last
The reason for the nine-degree tilt has not been definitely explained, although there are several theories. This symbol was adopted
by the Canadian National Railways as soon as they absorbed the Grand TlUnk
in 1923. With the new wording, the symbol was used until
1961, with two major changes over the years: In 1943, the wafer began to be displayed on a maple leaf, but also continued to
be used alone
in certain cases. Then in 1955, the tilt was abolished, and the wafer was straightened up. In this final form (with and without the maple leaf)
the famous symbol continued
in use until 1961 when it was replaced by the present-day CN symbol.
To commemorate this centennial, we are reprinting an article on railway heraldry which appeared in the Railway and Shipping World
in its issue for January, 1901, at the very start of the twentieth century. We will leave it to the reader to say whether the heralds showed an
utter absence
of the heraldic spirit as the writer of the article thought. Some, at least, are better than what we see today.
Under the above heading the Montreal Starrecently published
an article on the trademarks
of railways in which it said:-The
managements of Canadian railways do not appear to have the same
of romance and heraldry as the management of lines in the
U.S. In the latter country there are dozens
of lines which are
familiarly known by sobriquets, and others which adopt as their
trademark or device some special symbol. These emblems,
symbols, usually emphasize some special characteristic of the
territory through which the railway passes, some peculiarity
in the
road itself, or a nickname given to it by its own or the employees
of some other lines.
The devices are often very cleverly and aptly selected, and
become to the railway company very
much what the trademark is
to the merchant. They appear upon all the folders, are used in all
advertising matter, and often appear on the locomotives and cars
of the company. In this way they become familiar to the travelling
public, and in time become the sign by which the railway
popularly known to other railways and the public generally. It
is a rather strange thing that among Canadian railways
the devices chosen are
of the most matter-of-fact kind. Some of
them are striking and make good enough advertisements, but there
is an utter absence of the heraldic spirit which charactelizes the
of so many of the large railway systems on the other side
of the line. There is not a vestige of romance, or even an attempt
at the representation
of heraldic mysticism, in the devices of the
large Canadian railways.
The device of the G.T.R. is, perhaps, the most prosaic of
the larger railway corporations in the Dominion. It has, however,
been the device
of that company sufficiently long to make it well
known to the travelling public.
The G.T.R. has the distinction of
being one of the oldest railway lines in the country as well as one
of the largest and most important. The Montreal Star states that the
present device has been used since the earliest days of the
companys organization. This, however, is not correct, as it was
not adopted until the change in management in 1896, when the title
Grand TlUhk Railway was changed to Grand TlUnk Railway
System. Prior to
that the device used was a circular one containing
the words Grand Trunk Railway Great International Route.
The Grand Trunk symbol. in use before 1896.
The familiar trademark of the C.P.R. consists of a heart
shaped shield, surmounted by a beaver couchant, the beaver being,
perhaps, the most distinctive
of the fur-bearing animals of the
Dominion. With the maple leaf, it divides the honour
of being the
national emblem.
The trademark was designed by a prominent
of the company in the early days of its history, some time
in the eighties, and was immediately adopted by the passenger
of the road, as a suitable emblem. Ever since, the
characteristic shield has appeared on the numerous pamphlets,
maps, folders and other advertising matter issued
by the company,
is now readily recognized as the sign-manual of the C.P.R. In
1890 the design was copyrighted, and has since been used exclusively
by the company on its railway and steamship literature. [Editors
note: The beaver continued to be used until 1929 when itdisappeared
upon the introduction
of a beaver-less shield. It returned, in a
modified form,
in 1946, but disappeared again in 1968 when the
entire corporate image
of the company was redesigned. With the
latest reorganization there are rumours that the beaver may reappea
We hope so.]
The moosehead was adopted as the heraldic device of the
Intercolonial Railway
in 1883, and in 1897 the Dominion arms
were· made a companion device, as indicating the government
of the railway. Both of these devices appear on the
folders, but the moosehead surrounded by a circle is the recognized
trademark, to be used either with or without the arms. An official
of the passenger Department has furnished the following:-The
moosehead is used
by the I.C.R. as representative of the largest and
of the game animals in Canada, and one which is of itself
in being common to Quebec, New Brunswick and
Nova Scotia.
No railway in America passes for so long a distance
through a country which is recognized everywhere as the home
the moose. Apart from this geographical application, the moose is
held by the I.C.R. as representing the Government line in its
position as a leader among railways as the moose is king
of the
forests. In the size, symmetry
of form, strength, endurance and
of the moose, are found the points of excellence for which
the I.C.R. seeks to commend itself to the public.
The I.C.R. has the
of Safety, Speed and ComfOlt, the relation of which to the
trademark is as follows: The moose, through its size, strength and
is able to hold its own against all rivals in its domain. It
has a speed which distances its opponents, and its coat, proof
against storm and cold, gives
COmfOit at all seasons. Thus, these
qualities typical
of the moose, are kept in view by the railway in
its construction and maintenance, and with especial reference to
the transpOitation
of passengers over its lines.
The Canada Atlantic has for a considerable time used a
shield bearing the words Canada Atlantic Railway, plain but
striking, but latterly a good deal
of its literature has on it another
shield device, beating the words The Algonquin Park Route,
is especially used to attract attention to sportsmans territory
traversed by the western portion
of the line.
The Quebec & Lake St. John Railway uses the device here
reproduced on its winter timetables, but on its summer timetables,
booklets and hangers [sic], the prominent feature
is a ouananiche,
or fresh water salmon, for which the Lake St. John region is
The Northern Pacifics trademark is unique. In the 11th
century there was a Chinaman who was named Chow Lien Chi.
One day in his rambling he found a cave that had an entrance on
each side. Both were crescent shaped, with the sides facing each
other. Out
of these opposed crescents and the moon shaped cave he
evolved a diagram that has become noted among the Chinese.
It is
now used also as a symbol for something else. From the mysteries
of an ancient Chinese philosophy it has been dragged forth to
illustrate the modern American system
of transportation and now
does duty
as the trademark of the N.P.R. The design is a circle, the
centre composed
of two eel-shaped crescents, one above the other.
The upper crescent is either red or white, the lower one black. In
China the figure is known as a nomad, and in the original there are
used certain mystic characters grouped around the crescents. The
latter are known as
Yang and Yin, the male and female
s oflife. In the new they stand for Motion and Rest, and
Force and Matter.
The design is used on the companys cars,
printed matter and on the windows
of its ticket offices. [Editors
note: This symbol, reversed,
is also used by Korea. It continued to
be used by the Northern Pacific until that railway became part
Burlington Northern in 1970].
The Wabash shows a banner of red, with a black centre, on
which is imposed the single word Wabash. In 1884 the road
copyrighted a trademark that showed the forward part
of a locomotive
with the word Wabash illuminated
by the rays of the headlight,
and which was enclosed
in an oblong square [sic]. This continued
to be used until 1886, when
it was changed into the form of a flag
or banner, and from that time until now the Wabash R.R. has been
known as the Banner Route. It was afterward thought that the
engine took up too much room on the banner a
nd not enough space
was given to the word Wabash, and,
in order to make the word
as conspicuous as possible, in 1894 the headlight was dispensed
with, and the whole space on the banner was given to the word
Wabash. [Editors note. When this symbol went out
of use, along
witl: the Wabash Rail Road itself, was this the origin
of the term
fallen flag?]
The Delaware and Hudson uses a combination
of its
initials The D
& H with a deers head to indicate not only the
company name, but also the abundance
of deer in the Adirondack
region through which the line passes.
Museum Notes
By John Godfrey
November 1st, 1996
What was once said about the best laid plans of mice and
men? When I started this column some time ago, I indicated that
intentions were to write about
CRM activity tluee times a year.
Well, here we are at the end
of 96, and this is only the second
edition. Trying to organize my personal life with that of editor Fred
Angus in order to get something out proved elusive at best. No Work on the
Museums workhorse street car, MTC 1959,
dragged on till May 4th (you may recall that the site opened on May
5th). Despite the close call, the car did not miss a day
of work all
season; due in large part to the regular maintenance carried out
Saturday morning and during the winter
in addition to the on­
going restoration
of the cars interior. The interior work will
continue this winter, during which time the remaining
half of the woodwork will be stripped, stained and
varnished, and the window sills metalwork will be
MTC 3 (the observation car), which had an
unfOltunate encounter with the door
of track 1 in 1995,
had this damage repaired and its various operating
systems inspected prior to its return to service
in July.
Once again, Museum visitors were able to tour the site
in style, some, no doubt, reliving the days when this car
and its sisters toured Montreal
s street car system.
P of M 1002 has just left the turntable at the end of a days work. The CN rotary
30, the Museums passenger locomotive, spent
considerable time
in the shop later in the winter and
throughout the Spring, having its prime mover attended
to. While inside, the cab was cleaned up and painted (as
were the handrails), and better access arranged for
maintenance on its battery box. Alas, after toiling away
for Museum visitors throughout June, July and two­
of August, mechanical woes returned to haunt the
locomotive. After limping through the Fall, it is expected
plow is visible to the right.
All photos by Fred Angus on September
29, 1996.
matter. Last issues article by CRM Curator J.P. Viaud
filled some
of the void. Nineteen ninety-seven will see more
contributions by J.P.; so between us,
if you live across the
street from the Museum
in St. Constant or in Prince Rupert
B.C., you should be relatively up to date about activity at
s premier rail museum.
Continuing on from page 25
of issue 450, L&PS
flanger FA-I left the property
in February/March to take up
residence at the corner
of Monchamp and Route 132 in St.
Constant. Leased to the city, the car is used
to promote the
of St. Constant to all who stop by. Museum staff
restored the car
s wood interior and exterior and decked it
in L&PS colours before it left the site.
The projection that Courtald
s 7 would be a long
term resident
of the shop is coming tme. In need of
extensive steel and wood work, what is perhaps Canadas
oldest existing electric locomotive sits
in a completely
disassembled state as these activities creep along. With the
of a OlC work program, it is hoped thal, come late
Spring, this traction relic will be placed on display for the
first time since its acquisition
in 1960. that much effort will
be expended on her during the off­
season to rectify things for 1997.
Combine car 7108, recently arrived from the National Museum of Science
and Technology in Ottawa, where it was in the Museum Train,
may have been
built as early as
1866 as Nova Scotia Railway coach No. 14, although its
early history
is not fully known. After various rebuildings and renumberings,
it became CNR 7108 in 1919 and was retired
in 1953.
The CRMs designated yard engine,
PofM 1002, pretty much performed on
command througllout 1996, save for some
minor battery problems that sidetracked her
briefly during Diesel Weekend in July. Off­
season work will include inspection of its air
system, routine maintenance, and, perhaps,
the installation
of a deadmans control. In
order to meet Transport Quebecs standards,
locomotives operated in passenger service
are required to have either a reset safety
control or Deadman, neither of which are
found on the
PofM 1002. On days when this
ocomotive subs for the CN 30, a second
qualified person is required to be in the cab in
order to stop the train should circumstances
Installation of this appliance will
negate this
As was outlined in issue 450, much
new equipment now calls the CRM home. In
effort to alleviate some of the cluttered
much new track and grade has been laid.
CN baggage car 8400 and combine 7108 now
reside adjacent to the Hays building with NJ
Ready to pick up passengers, MTC street car 1959 waits by the Hays building. Notice that
the car is facing the opposite way than
it did last year. This is to equalize the wear on the
flanges as the car goes around the loop line.
van 34 on a second private car track which branches off the
Straight Lead to the turntable (the third car in this group, CN
sleeper 2541, is now on track I inside). A long fan-track next to the
straight lead
now holds the CN rotary plow, CN 3239, CN 5550 and
CP 2928. Using the turntable to move from the Straight Lead to the
Lower Yard Lead, the Museum now has the capability to run
around equipment for the first time in its history. Previously, a
second locomotive was required in order to change ends during
moves. Track-laying is expected to continue in 1997.
Staff-wise, 1996
has seen thedepaIture of two key components
of the CRM team. Director of Educational Services, Nathalie
Lampron has moved to the Associations des Musees du Quebec.
Nathalie brought much energy and good will to her work at the
Museum. Rare was the day there was not a smile on her face. She
will be missed by all of us that had the pleasure of working with
her. Her position has been filled by Kevi~ Robinson, fOimerly with
Fort Chambly. Kevin brings a unique flare and a natural interest in
railways to the Museum that will reflect in his work once he is
firmly set up in his new digs. The second person to leave the
Museum is Mechanical Supervisor, BatTY Biglow. BaITY retired
CN during the Summer after 30-plus years of service, and
will return to
Edmonton, Alberta later this Fall. Bany is a walking
encyclopedia of air-brake information, and knows his way around
a locomotive prime-mover and the innards of a street car with the
best of them. Barry has nursed the Museums various operating
pieces back to health on many occasions during his tenure, and will
also be missed
by those of us who had the pleasure to work with
The best wishes of the entire staff of the CRM go with
Nathalie and Barry as they explore new horizons.
Projects that
came to fruition in 1996 included the return
of Barrington Station to its Canada Atlantic Ry. appearance, the
paving of building 2, and the relocation of the fence between· the
Museum and the Stella-Jones creosoting yard to the other side of
the CP connection track. The former required weeks of preparation work to oil bearings and to
grease rods and traction motors on the
equipment residing on tracks 6, 8 and 9, as well as some minor
track re-gauging to
accommodate the narrow-tread wheels found
on the t.raction
equipment to be moved, The latter will include the
of a boarding platform forthe Sunday/holiday passenger
service to increase operational flexibility and
passenger handling
in the vicinity
of Barrington Station.
The various activities outlined in issue 450 were held
throughout the 1996 season. All
were the product of a great amount
of effort on the part of those involved in their organization and
One, the July 6 – 7 Diesel Weekend, even garnered
attention from the major US-based rail
enthusiasts magazines

Railpace, Railfan & Railroad and Trains. Later in November,
a Monday morning quarterbacking session will be held to
analyze the strong and weak points
of the 1996 season, so that 1997
will be even i.etter.
But before the Museum opens in 199? there is much to be
Why not lend a hand? While the location of the work
obviously appeals to ra
il enthusiasts, anyone with an interest in
woodworking, metal work or mechanics would find the type of
work of interest as well. Work sessions take place Saturdays year
round, wi~ the occasional week night thrown in for good measure.
Making contact with Kevin at (514) 638-1522 Monday through
Friday between
0900 and 1630 EST will provide you with the
information you need to have a
hand in the preservation and
of Canadas largest collection of historic rolling stock,
traction equipment and locomotives. Hope to see you some
Saturday …
Editors note:
There was intended to be a French translation
of this article to be printed alongside the English version.
Unfortunately, this had not been received by the publication
deadline of November 18, and the magazine had to go to press
without it.
It may appear next issue. Another example of The best
laid plans ……
The Business Car
Mr. Ray Corley has sent the following information on the
disposition, by the
TIC, of its retired PCC street cars. The cars
were sold unless otherwise indicated.
4600. Donated to OERRA, Rockwood,
Ontado January 9, 1996.
Shipped from Wychwood by truck May 30.
4601. Michigan Transit Museum, Mount Clemens, Michigan
(Originally destined for Trolleyville). Shipped from Wychwood
by truck May 1.
4602. Trol1eyville U.S.A., Olmstead Falls, Ohio. Shipped from
by truck April 22.
4603. National Capital Trolley Mu
seum, Silver Spring, Md.
Shipped from Wychwood by truck April
4604. Numbered 4500. Retained by
4605. Numbered 4549. Retained by TIC.
4606. Vintage Electric Streetcar Co., Windber, Pa. Shipped from
Wychwood by truck September
4607. Phoenix Transit System, Phoenix, Ariz, (Originally destined
for Michigan Transit Museum). Shipped from Hillcrest by rail
May 24.
4608, Old Pueblo Trolley Inc., Tucson, Ariz, Shipped from
Hillcrest by rail May 24,
4609, Vintage Electric Streetcar
Co Windber, Pa, Shipped from
Wychwood by truck August 27,
4610, Vintage Electric Streetcar
Co Windber, Pa. Shipped from
Wychwood by truck September 12.
4611, OERHA, Rockwood, Ontario (Originally destined for East
Troy), Shipped from Wychwood by truck May 30,
4612, Donated to Edmonton Radial Railway Society, Edmonton,
Alta., January 23, 1996. Shipped from Hillcrest by truck April
4613. McKinney Avenue TransitAuthority, Dallas, Texas, Shipped
from Hillcrest by rail May 6.
4614. McKinney Avenue Transit Authority, Dallas, Texas. Shipped
from Hillcrest by rail May
4615, Vintage Electric Streetcar Co Windber, Pa. Shipped from
by truck August 29,
4616, Vintage Electric Streetcar
Co Windber, Pa, Shipped from
Wychwood by
huck September 10.
4617, East Troy Electric Railroad Museum, Waukesha, Wisc,
Shipped from Hillcrest
by truck May 22,
4618. Donated to OERHA, Rockwood, Ontario
on January 9,
1996, Shipped from Wychwood by truck June 14,
4524, Gary Posey, Perkinsfield, Ontario (OriginaJly destined for
Vintage Electric Streetcar Co.). Shipped from Wychwood by truck
August 27.
4529, Kenosha Transit, Kenosha, Wisc. (Originally destined for
Vintage Electric Streetcar Co,; shipped
to them for storage),
Shipped from Wychwood
by truck October 21.
4530, Future Enterprises Ltd, (scrap merchant), Hamilton, Ontario
(Originally sold to Tri-Less Corp., Stouffville, Ontario for static
use, Cancelled by Tri-Less and resold
by TIC), Shipped from
by truck May 13,
4546, Future Enterprises Ltd. (scrap merchant), Hamilton, Ontario,
Shipped from Wychwood
by truck March 29.
Plans to restore the former CPR station at McAdam N.B,
got a big boost on October 30, when the Irving-owned New
Brunswick Southern Railway donated the building
to the McAdam
Historical Restoration Commission. Built by the CPR
in 1900, the
station was a busy hub for travellers
in days gone by. During its
heyday, McAdam was a busy junction and its population was more
than double its present 1600, many
of them railway employees and
their dependants. The McAdam heritage group has been trying
acquire the station for about 20 years, and the cooperation of the
Irvings, since taking over the railway, has made it possible to
preserve the building and use
it as a basis for towist promotion as
an attraction. The station presently attracts about 25,000 tourists
to McAdam annually, Several years ago it was featured on a
regular issue Canadian $2 postage stamp, The restoration project
has already been approved for $300,000 in funding under the
Canadian -New Brunswick Infrastructure program, Fredericton
and Ottawa will each pay $100,000 and the Commission will put
up the other $100,000. Fund raising has already raised $40,000
the Commissions share, and the fund-raising campaign will
continue this winter. The project has also been approved for a 50%
cost-sharing agreement with the federal govelllment through the
Historical Sites and Monuments Board
of Canada, Work will soon
begin on a national campaign to raise the matching funds,
At the same time as it made the donation
of the station, the
NBS also donated
to the New Brunswickgovernment380kilometres
of abandoned roadbed for use in the provincial trail system, These
lines stretch from Grand Falls
to Fredericton Junction and from
Saint John to St. George. This
is a very significant donation that
will provide something for all New Brunswickers
to use. When one
considers that much
of the line south of Grand Falls follows the
Saint John River, it is a beautiful line and will be a tremendous
asset for everyone to enjoy, The donated rail beds will form a key
of the Trans Canada trail system, The provincial trail
system includes about 2000 kilometres
of trails. Preparing these
for use by hikers, cyclists, horseback riders and snowmobilers
employed about 400 New Brunswickers
I.ast year, and even more
will be needed this year.
(Based on an article
in the Telegraph Journal, Saint John N.B.,
October 30, 1996)
Activists in the Gaspe and Montreal are rallying to try to
save the thrice-weekly Chaleur passenger train
in the region. A
corporation has been formed
in the Gaspe to save the line from
to Gaspe, This line can be legally abandoned by CN early
next spring
if a buyer is not found, This part of the line has not
carried freight traffic since 1991. Permission
to abandon was
overturned by the federal government
in 1991, but this has not
happened now.
If this part is abandoned it is likely that the
Chaleur would
be cancelled by VIA Rail, since there is no
in place to turn the train in Chandler, and the number
of passengers would probably decrease sharply.
The Gazette, Montreal, November 3, 1996),
On Wednesday, October 30, 1996 (the same day as the
announcement about the preservation
of McAdam station) the
former Grand
Trunk station at Kingston, Ontario was gutted by a
fire which was likely arson. This building was a restaurant for a
time, but had been closed, and in deteriorating condition, for a few
years. It was the original Kingston station on the Grand
Trunk main
line, and was built in 1856. It was one
of the large-size GTR stone
stations, and was virtually identical
to the one at Belleville which
is still in use. It is very likely that what is left of Kingston station
will be demolished, so ending a career
of 140 years for this historic
Some of the memo rib ilia at Il Etait Un Fois on its last night.
On Saturday, September 28, 1996 the restaurant II Etait
Un Fois (Once Upon a Time)
in Montreal served its last meal and
went out of business. The following day an auction was held on the
premesis, and all the memoribilia in the building was sold.
Railway enthusiasts will remember that this structure, built
1909 and enlarged in 1912, was the McGill Street station of the
Montreal and Southern Counties electIic interurban.
The M&SC
ceased to use the station when it discontinued service over Victoria
Bridge on June 19, 1955, and all electric service ceased on October
14, 1956.
The old station had several uses before becoming a
restaurant. You editor was present with some other rail enthusiasts
for the last evening, and enjoyed one
of the last Grand Trunk
Burgers served. These were among the best hamburgers ever
The building had been taken over by the city, and the
restaurant owner was evicted.
The old station faces demolition to
make way for part
of a new development.
Despite opposition from Canadian nationalists [with a
small n. Ed.
), Canadian National Railway Co. confirmed the
on November 15, 1996, of a large stretch of northern
Manitoba track to a U.
S. company. OmniTRAX of Denver was the
successful bidder for
The Bay Line, which includes the line
The Pas and Churchill, as well as the branches to Lynn
Lake and Flin Flon. There were bids from two Canadian companies.
The U.S. company now begins negotiations with Ports Canada to
buy the Port
of Churchill, Canadas only northern saltwater port.
CN had been asking $50 million for the rail line but the final price
was not disclosed. The OmniTRAX bid was the strongest from an
operational and financial standpoint, CN president Paul Tellier
told a news conference. The climate and geography of northern
Manitoba present unique challenges for railroaders,
he said. We
therefore sought a buyer with proven railway operating experience
and oriented towards service.
Under the deal, OmniTRAX acquires
the lines north
of The Pas, including about 920 kilometres of track
which runs from
The Pas to Churchi II. OmniTRAX, headquartered
in Colorado with offices in Chicago,
manages 11 short-line
railroad subsidiaries throughout the United States including Kansas,
Colorado, Iowa, Oregon and Ohio. It also owns an interest
in a
grain-handling port
in Estonia, one of the largest on the Baltic,
which has received shipments
of grain via Churchill. Thediscussions
over the sale
of the Port of Churchill to OmniTRAX will begin
It was essential that the sale of the rail line be confirmed
first, because the government had to know who would be the owner
of the railway before beginning serious negotiations on the port.
Gord Peters, chairman
of Gateway North, said his consortium
of Canadian bidders was sorely disappointed with CNs decision
and has called for a review by the provincial and federal governments.
However transportation experts say short-line operators, with their
lower overhead costs and more competitive freight rates, can do a
lot to reclaim rail traffic that moved to other modes
of transport.
(Source: Globe and Mail,
November 16, 1996).
Mr. Ray Corley points out the following errors, and
questions, in the chronology
of Amtrak trains in Canada which
appeared in Canadian Rail No. 452, May-June 1996:
1. Seattle -Vancouver: The Pacific International made its initial
run on July 17, 1972, not September 10 as stated.
2. Washington -Montreal via St. Albans:
The Montrealer was
officially discontinued on May 14, 1987, not October 25 as stated.
However the actual last run had taken place on April 6, due to
deteriorating track conditions.
The train was reinstated on July 18,
1989 as reported in the article.
4. New York -Detroit via Canada:
There are differences of opinion
here. One article says that the Niagara Rainbow began service,
with that name, on October
31,1974. However Amtraks timetables
are as stated
in the article, i.e. the name Empire State Express
was still used until April 25, 1976. Service west
of Buffalo
(through Canada)
is said to have been discontinued on October 1,
1978, before the train was routed to (or through) Niagara Falls
N.Y. on October 29. Can any member help to clarify these dates?
Mr. Mark Paul points outthat there was one other international
passenger train that ran until April
30,1971; Burlington Northerns
trains 47 and 48 operated between Grand Forks and Winnipeg until
that date. He also says that the Amtrak bus connecting Vancouver
with the Coast Starlight was not discontinued when the Mount
Baker International went into service. This bus still operates.
A series of ten stamps has been issued by Canada Post to
commemorate 100 years
of the Cinema in Canada. The first and
last stamps
in this series show steam locomotives. The first movie
ever shown
in Canada was made in France and was entitled
L Arrivee dun Train En Gare (Arrival of a Train in a Station).
The film depicted a train arriving at the Lyon-Penache station in
France, passengers boarding and the train leaving.
It was first
shown, in Montreal, on June 27, 1896. Fortunately the film has
survived (unlike many early movies) and a scene from it appears
on the stamp.
The last stamp in the series shows a scene from The
Fox, made in 1982. In this scene a steam locomotive is
approaching a group of horses.
The issue of these stamps brings to more than fifty the total
of Canadian stamps, between 1860 and 1996, that have showed
railway subjects. An article about this
is planned for Canadian Rail
next year.
The Union Pacific Railroad isjoining Mexican conglomerate
Grupo Carso
SA to bid for part of Mexicos national railway
company which is being privatized.
The line they aim to buy links
Mexico City with Nuevo Laredo. which
is adjacent to Laredo,
The line is expected to attract fierce bidding when it is
auctioned this year. A total
of 82 foreign and Mexican corporations
have applied
to· participate in the privatization of three trunk lines
and concessions on dozens
of short-line railways, including 16,000
of track.
(Globe and Mail)
Sixty years after Stalin completed one of the biggest
artistic and engineering feats
of the Soviet Union, Moscows
venerable Metro is being dragged into the post-Communist era.
The capitals underground system, famed for its marble columns,
art deco chandeliers and Socialist Realist artwork,
is beIng forced
to accept commercial advertising in an effort to modernise its
service and cope with spiralling costs. The system has scarcely
been modernised since Stalin took a fateful test run six decades ago
became stuck in a tunnel for half an hOUL During the Second
War the Metro was used as a bomb shelter, and later its
reputation for fast, low-cost a
nd crime-free mass transport was
often cited
by the Communists as a shining example of socialism
at work. However, since the collapse
of Communism the Metro has
struggled to cope with its daily load of nine million passengers, and
muggings have become as
common as discarded banana skins. The
move to modernise the Metro
is part of a campaign by Yuri
Luzkhov, the
citys energetic and powerful Mayor, who is trying
to turn his bustling, grimy and crime-ridden capital into a modern,
efficient city.
(Information contributed
by Mike Wragg).
Riders on Montreals Metro have noticed two strange
trains recently. All cars
of both trains bear special paint schemes
and carry advertisements. One train
is painted silver and advertises
Levis jeans, while the other
is painted white and, by means of
charming drawings, extols the virtues of milk. This photo of car
80-021 shows some
of these drawings, including one of a cow
playing a violin! These two trains, which seem to be confined to
the main east-west line, are a welcome contrast to the familiar blue
cars which have been with us for thirty years.
Rail enthusiasts in Britain, known as trrunspotters, have a
chance to pursue their hobby for eternity
in a specially designed
trackside cemetery. More than 50 rail buffs have alJeady made
advance bookings to take their final journey on a steam train to the
in central England. The ticket costs about 1400 pounds
(about $3000 Canadian).
The Midland Railway Trust has made 50
steam and diesel locomotives available for use as hearses.
hope to be ready for the first burials at the end of the year, Alan
Calladine, the
Trusts development officer, stated.
(July 5, 1996).
The Lindsay and District Model Engineers Show will take
place on April 5th and 6th, 1997
at the Victoria Park Armoury, 210
Kent Street West, Lindsay, Ontario. Hours for the show will be
II :00 A.M. to 5:00 P.M. on Saturday the 5th, and 11:00 A.M.
to 4:30 P.M. on Sunday the 6th. Admission is $4.00 for adults,
$2.00 for seniors and students, and $1.00 for children.
For further
information, please write to Box 452, Lindsay, Ontario K9V 4S7,
or phone Wayne Lamb at (705) 324-5710
or Eric Potter at (705)
The 1997 CR}IA Annual Convention will be held from
May 16 to 19, 1997 at St. Catharines, Omario, and will be hosted
by the Niagara Division. The location will be Brock University,
and the planned
schedule is as follows:
Friday, May 16
1900 hrs. to 2200 hIs. Registration.
2000 hrs. to 2300 Ills. Hospitality Room.
Saturday, May 17
0700 hrs. to 0800 hrs. Breakfast.
0800 hrs. to 1200 lu·s. Field trip to Bayview and Vicinity.
0900 hrs. to 1200 Ills. Papers and Presentations.
1200 hrs. to 1300 hrs. Lunch.
1300 hrs. to 1700 hrs. Field trip to Bayview and Vicinity.
1300 hrs. to
1600 hrs. Papers and Presentations.
1830 hrs. to 1930 hrs. Symposium.
1930 hIs. to
2200 hIs. Banquet and Speaker.
2200 hIs. to ???? Hospitality Room.
Sunday, May 18
0830 hrs. to 0930 hrs. Breakfast.
0930 hrs. to 1200 1m. Annual General Meeting.
1200 hIs. to
1300 IllS. Lunch.
1330 hrs. to 1700 hrs. Railroad Historical Tour of Niagara.
1700 hrs. to 2400 hrs. Niagara Falls Casino or your choice.
Monday, May 19
0800 hrs. to 0900 hrs. Breakfast.
0900 hrs. to 1200 ill·s. Slide Presentations.
1200 hrs. to 1300 ill·s. Lunch.
1300 hrs. Convention ends.
The cost of registration for the full convention wi Il be $ J 20
before March 1, and $135 thereafter. Spouses may attend for $100.
lf not registering for the whole convention, Saturday only will be
$65, Sunday will be $40, and the field trips wil.l be $15 each. There
is also a Ladies tour to Niagara Falls and NIagara-On-The-Lake
at no charge (fully registered guests only) and a ladies wine­
ti ng tour for $25.
More information; and registration forms will be sent to
members,.but information ~an be requested now by writing:
CRHA Niagara Division
Box 20311, Grantham Postal Outlet
St. Catharines,
L2M 7W7
Mr. Christopher Kyle, Chairman of the Annual Awards
Committee of the CRHA, has announced the following winners for
the 1995 awards:
Lifetime Achievement: David S. Wilkie.
Also nominated were Donald F. Broadbear and Ron. Lawless.
Article in a CRHA Publication: The Philatelic Column by
Hughes Bonin, Kingston Rail, November-December, 1995.
Article in a Non-CRHA Publication: Train B laze in Firefighting
Canada, Apri I 1995, was nominated. However, no award was
made as four
of the judges either abstained or stated that no award
should be made.
There were no nominations in the book or preservation categories
received by the deadline.
Next year, 1997, will be the 100th anniversary of the start
of the rebuilding of the Grand Trunks Victoria Bridge into the
modernized Victoria Jubilee Bridge. This work continued for
two years and was finally completed in December, 1899. To
commemorate this anniversary, it is proposed to publish an article,
or series of articles, telling the story of Victoria Bridge from 1897
until the present.
This will be, in effect, a continuation of the
special issue
of Canadian Rail (No. 443, November-December
1994) which was devoted to the history of the original Victoria
tubular bridge, opened in 1859
and rebuilt in 1897-99. In order to
do this project justice we need much source material and, although
much is on hand,
we depend on the members to help out. If you
have any information, photos, stories or anything else about
Victoria Bridge that might be useful for this project, please let the
editor know. I am sure there is a lot out there which will make the
new Victoria Bridge issue one
of the best yet.
The computer system, installed in 1990, for producing
Canadian Rail, is reaching the end of the line. It still works as well
as it ever did, but the problem is that the software is obsolete and
is not supported by outside services.
This applies to both input and
The system can not read anything written in language
higher than Word Perfect 5.1, and our service bureau, that makes
print negatives from our computer data will no longer support
our PageMaker 3 (at present PageMaker is up to version 6). Since
this new software will not run in our 286 computer, there must be
an upgrade to a Pentium or equivalent. The first issue produced by
computer was No. 416, May-June 1990, thus this completes forty
issues on that machine.
It is estimated that computer publishing
has saved
about $500 in layout costs per issue, thus the original
cost of $4000 for the computer and software has resulted in a
saving of $20,000, five times the cost of the system. Conversion
to the new system will take place between now and the January­
February 1997 issue. There are many new features avai lable, such
as scanning photos instead
of photographing and pasting each one.
All these features will be considered and,
where feasible, used. All
this may
cause some delay to the first issue of 1997, so please bear
with us. The result will be a better magazine.
This is a good time also to say that the Editor is always in
of more quality articles and news items for Canadian Rail.
The supply is beginning to dry up, so we depend on the members
provide input to be shared by all the membership. Thank you.
BACK COVER: The Locomotives described on page 160 were not the onLy pieces of railway equipment built in Canada for shipment to Russia.
In October,
1921, after the Bolshevik revoLution, Canadian Car and Foundl} Co. built an order of tank cars for the Russian Soviet
government. This 8000 gallon car
is shown at the CC&F plant mounted on standard-gauge arch-bar trucks before beingfil/ed with its proper
Russian gauge
(5 ft.) trucks. Note the buffers which are no Longer used in Russia. CRHA Archives, CanCar Collection, Photo C-J394.
Canadian Rail
120, rue St-Pierre, St. Constant, Quebec
Canada J5A 2G9
Postmaster· if undelivered within
10 days return to sender, postage guaranteed.

Demande en ligne