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Canadian Rail 465 1998

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Canadian Rail 465 1998

Canadian Rail
No. 465
ISSN 0008-4875
THE BLUE LRC -LA LRC BLEUE ……………………………………………………………………………………………………………………… . HUGUES W. BONIN ………………………………………. .
THE GRAND TRUNKS MOGULS AND TEN-WHEELERS OF 1898 ……………………………………………………………………………………….
.. RAILWAY & SHIPPING WORLD, 1898 ………………. .
THE CPRS COMPOUND TEN WHEELERS OF 1897 -1898 ………………………………………………………………
…………………………………. . FRED
OF GILDERFLUKES PERFECTED LOCOMOTiVE ……………………………………………………………………………….. . ELI GILDERFLUKE ……………………………………….. .
OF PLACE VIGER STATION AND HOTEL.. ………………………………………………………………
………………………….. . FRED F. ANGUS …………………………………………… .
ON THE MONTREAL & LACHINEI ………………………………………………………………………………………………. . FRED F. ANGUS …………………………………………… .
…………………………………………………………………………………………………….. . JOSEE VALLE RAND ……………………………………… .
ED AT DEUX MONTAGNES ………………………………………………………………………………….. .. FRED F. ANGUS …………………………………………… .
BOOK REViEWS ………………………………………………………………
THE BUSINESS CAR …………………………………………………………………………………..
………………………………………………………………. .
FRONT COVER: May 2, 1995, exactly one month before the retirement of the old commuter equipment, car 6735 brings up the rear of a Montreal-bound
multiple-unit train as
it passes Val Royal. Today, Val Royal station is only a memory, alld 6735 is far away in South Carolina. However 1914 locomotive
6710 has
!lOW been placed on display at Deux MOlltagnes, as we see on page 110. Photo by Fred Angus
BELOW A CPR train, consisting of a locomotive, a baggage car and two coaches, is seen near Ste. Agathe Que. about 11:15 A.M. on a summer day in
The train would have left Place Viger station at 8:25 A.M., and was due at Labelle at 1:00 P.M. Art Work on MOlltreal by WHo Carre, 1898.
For your membership in the CRHA, which
includes a subscription to Canadian Rail,
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Membership Dues for 1998:
In Canada: $36.00 (including all taxes)
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S. funds. Canadian Rail
is continually in need of news, sto­
ries historical data, photos, maps and other mate­
rial. Please send all contributions to the editor: Fred
F. Angus, 3021 Trafalgar Ave. Montreal, P.O. H3Y 1 H3.
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EDITOR: Fred F. Angus
CO-EDITOR: Douglas N.W. Smith
(Motive Power):
W. Bonin
F. Angus
PRINTING: Procel Printing
DISTRIBUTION: Joncas Postexperts
The Blue LRC -La LRC Bleue
by -par: Rugues W. Bonin
On the longest day of 1981 (21 June), I was in Montreal
and, as usual for this time, I made a detour up to Dickson Street
check what was going on at the Bombardier locomotive plant (the
former Montreal Locomotive Works plant). From the parking lot
under the Dickson Street viaduct,
one could see on that day two
brand new LRC (Light -Rapid -Comfortable) locomotives more
less hidden by
some clutter spread on the plants grounds: blue
VIA 6900
in front of grey VIA 6904. You have read it correctly, as
on that day, the 6900 sported a dark blue livery quite reminiscent
of British Rails HST u·ains. The well known VIA Rail livery of
dark blue, grey and yellow were tried on the 6900, but, except for
minor details, the blue and the grey were reversed, making the
of the 6900 much different than that of the 6904 and
the other
LRC locomotives. The front end of the 6900 had more
yellow, with this colour reaching the level
of the coupler and ditch
s. Another difference was that the front windows of the 6900
were not outlined with black and appeared smaller.
Having never seen pictures
of the blue 6900 in trains maga­
zines, nor read any references
to this livery, I must conclude that
the 6900 wore this colour scheme for only a ve
ry short time. Some
letters and phone calls made to VIA Rail and Bombardier failed
to provide
me with more information on issues such as the indi­
viduals who conceived this paint sc
heme and the reasons why the
predominantly grey livery was retained for the LRCs.
My per­
guess is that the blue I ivery was too close to the colour
scheme of the older FP7 As, FP9As, FPA4s and their B sisters,
and that VIA wanted
to outline the introduction of the new LRC
service with a strikingly different livery, not unlike the Turbo Trains
wore a special yellow colour scheme. I hope that some
readers of Canadian Rail will provide additional information on
the blue livery
of the 6900 and, perhaps, better photographs.
It is hard to realize that the
LRC train concept is already
25 years old. In the 1970s, a group
of Canadian companies, Mon­
Locomotive Works (MLW), Aluminum of Canada Ltd
(Alcan), and Dominion Foundry and Steel Co. (Dofasco), con­
ceived the Light-Rapid-Comfortable (LRC) train.
The LRC logo
was well suited for the French language as well, standing for
Leger-Rapide-Confortable. At that time, fast lightweight trains
were already operating or being constructed
in several countries,
such as the Shinkansen in Japan, the High Speed Train (HST) in
the United Kingdom, and,
of course, the TGV (Train a Grande
in France. The LRC concept was based on diesel-electric
propulsion with a sophisticated banking system for the cars
ensure the comfort of the passengers in the curves of the existing
track network for which the
LRC was designed to operate safely
at speeds
up to 125 mph (202 kmlh). A version of the LRC train
based on straight electric propulsion was also planned at the time.
A first
LRC test car and an LRC expenmentallocomotive
were built at the MLW plant in the Spring and Surruner of 1973.
The locomotive, numbered JV-J (JV for Joint Venture), was
mostly aluminum grey with scarlet red on the nose and pilot, and
had huge black LRC letters on the sides.
The model was desig­
M429LRC by MLW, and as LRC (A) by the rail press.
The engine was the rugged 12-251F Alco-designed diesel engine,
rated at 2,900 hp at 400-900 rpm. Weighing 236,000 Ibs (about
107 metric tonnes), the JV-I had a length
of 67 11 (20.7 m) and
Le 21 juin 1981, Ie jour Ie plus long de iannee, je me
trouvais a Montreal et, selon Ihabitude du temps,
je fis un detour
jusqua Iusine de locomotives de Bombardier de la rue Dickson,
Iancienne usine de
la Montreal Locomotive Works. Deux locomo­
tives LRC f1ambant neuves de VIA Rail etaient visibles du
stationnement sous Ie viaduc de la rue Dickson: la VIA #6900
bleue devant Ie 6904 grise. Vous avez bien lu: la 6900 etait, cette
journee-Ia, effective-ment bleue, la livree etant constituee surtout
de bleu fonce, de
jaune et de gris, evoquant les trains HST de la
British Rail. Cette livree etait essentiellement la presente livree
des locomotives
LRC de VIA Rail, mais avec Ie bleu et Ie gris
inverses, sauf pour quelques details mineurs. Cependant,
iapparence de la 6900 se trouvait fort modifiee. Le devant de la
6900 avait plus de jaune, cette couleur atteignant Ie niveau de
iattelage et des phares dappoinl. Une autre difference etait que
les pare-brise n
etaient pas accentues de noir, comme cest Ie Ie
cas des LRC presen-tes, ce qui rendait ces fenetres dapparence
plus petite.
N ayant
jamais vu de photographie de la 6900 bleue dans
les revues ferroviaires,
ni lu danecdote sur celte livree, iJ me faut
que la 6900 na arbore ces couleurs que quelques jours
tout au plus. Plusieurs lettres
et appels lelephoniques aux rela­
tions publiques de VIA Rail
et de Bombardier nont pas permis
den apprendre davantage sur cette livree et ses concepteurs, ni
sur les raisons motivant Ie choix de la presente livree ou Ie gris
Des speculations plus ou moins hasardeuses de ma
part suggereraient que la Iivree bleue ne se distinguait pas assez
de celie quarboraient les anciennes locomotives heritees du
Canadien National
et du Canadien Pacifique (de modeles FP7 A,
FP9A, FPA4 et leurs soeurs
B) et que VIA Rail desirait souligner
Iintroduction du nouveau service LRC avec une livree speciale
qui frapperait limagination du public, tout com
me on lavait fait
pour les trains Turbo dont la livree etait
dun jaune vif. Jespere
que les lecteurs du Rail Canadien pourront eclairer notre lanterne
sur ces questions troublantes et, peut-etre, nous en voyer de
meilleures photographies de la LRC bleue.
II est difficile de realiser que Ie concept du train LRC a
ja plus de 25 ans. En effet, au debut des annees 1970, les
compagnies canadiennes Montreal Locomotive Works (MLW),
of Canada Ltd (Alcan) et Dominion Foundry and Steel
(Dofasco) forment un consortium pour concevoir Ie train
Leger-Rapide-Confortable ou LRC,
Ie sigle convenant tout aussi
a Ja langue de Shakespeare: Light-Rapid-Comfortable. A
cette epoque, il y avait deja des trains rapides et legers en service
ou en chantier dans plusieurs pays, tels que Ie Shinkansen du Japon,
Ie High Speed Train au Royaume-Uni, et, bien entendu, Ie TGV
(Train a Grande Vitesse) en France. Le concept du LRC etait base
sur la propulsion diesel-electrique, avec des locomotives legeres,
et des voitures pourvues
dun systeme sophistique dinclinaison
assurant Ie con fort des voyageurs dans les combes de la voie fenee
existante: en effet, Ie LRC etait con<;u pour utiliser des voies ferrees
jusqua 202 kmlh (125 mph). Une version du LRC a
entierement electrique etait aussi prevue a Iepoque.
Une locomotive experimentale, de meme quune voiture
LRC, furent consuuites aux ateliers de la MLW au printemps
et a
Iete de 1973. La locomotive qui arborait Ie numero JV-I (Joint
Venture -I) etait peinte presquentierement de couleur alu­
minium, avec quelques accents de rouge vif a
iavant, et presentait
les lettres geantes LRC en noir sur ses flancs. La locomotive
etait designee du modele M429LRC par la MLW,
LRC (A) par la presse ferroviaire. Le moteur
etait un robuste 12-251F de conception Alco,
produisant 2,900 cv it 400-900 tours par minute.
107 tonnes metriques (236,000 Ibs), Ia JV-I
avait une longueur de 20.7 m (67
II ) et une hauteur
de 3.6 m
(II 9), et etait pOUl·vue de bogies ii deux
essieux Dofasco DFP-B,
dune generatrice principale
G771A et de moteurs de propulsion 4-752E8 dont
rapport dengrenages de 71 :32 permettait une vitesse
de 192
km/h (120 mph) avec des roues de l.02 m
(40) de diametre.
La JV-I et sa voiture furent testes intensivement
au cours des annees suivantes,
notamment sur les
du Canadien National ii louest de Montreal,
Ie corridor nord-est dAmtrak, et aux installa­
tions du Departement americain des
transports de
Pueblo, Colorado.
VIA Rail LRC locomotives 6900 (in blue) and 6904 (in grey) at Bombardiers ex­
Montreal Locomotive Works plant on Dickson Street, Montreal, Quebec, on 21
1981. Photo by Hugues W Bonin.
On rapporta en novembre 1975 quAmtrak etait ii
negocier la location de deux trains LRC constitues
dune locomotive et de cinq voitures afin den
faire l essai. Ces pourpariers s avererent bientot
fructueux et, en mars et mai 1979, la MLW
construisait les locomotives Amtrak #38 et 39, de
modele M437 (commande #M6107). Une greve
retarda la livraison du materiel roulant durant environ
Les locomotives LRC de VIA Rail 6900 (en bleu) et 6904 (en gris) aux ateliers de
Bombardier (ex-Montreal Locomotive Works) de
la rue Dickson, Montreal, Quebec,
Ie 21 juin 1981. Photo par Hugues W Bonin.
huit mois, mais Amtrak finit par recevoir les deux
locomotives de
meme que les dix voitures LRC #40
11 49. Les locomotives etaient connues comme des
LRC (B) et etaient plus courtes que la LRC (A) JV-I
81 em (32). Leur moteur etait un diesel 16-251 F
a height
of II 9 (3.6 m), and was equipped with four-wheel
Dofasco DFP-B trucks, a
G77IA main generator and 4-752E8
traction motors with a gear ratio of71 :32 permitting a 120
km/h) speed with 40 (1.02 m) wheels.
The locomotive and its LRC car were extensively tested
in the following years, notably on the Canadian National main
line west
of Montreal, on Amtraks NOlth-East Corridor and at
the U.S. Department
of Transportation test facility at Pueblo, Colo­
In November 1976, it was reported that Amtrak was nego­
tiating for a trial lease
of two LRC train sets made of one locomo­
tive and five cars each. Eventually, the negotiations
came to a
positive outcome and MLW outshopped Amtrak locomotives 38
and 39, Model M437 between March and May 1979, as per order
M6107. A strike delayed the delivery and the two locomotives
by the 10 cars (numbered Amtrak 40 to 49) joined
the Amtrak roster some eight months later than planned. These
two locomotives were referred to as LRC (B) and were shorter
the LRC (A) demonstrator by 32 (81 em). They were
equipped with a 16-251F engine producing 3,750 hp (some sources
state 3,725 hp), the power shared between propulsion and hotel
power for the train.
The trains were tested briefly on Canadian
Nationals main line between St. Lambert and St. Hyacinthe, Que.,
then more extensively on Amtraks network in the Boston, Mas­
sachusetts, and the Jacksonville, Florida, areas. Some overheat­
ing problems were reported, but they were apparently fixed quickJy.
At about the same time (early 1980), VIA Rail placed two
orders with Bombardier (who had bought MLW
in 1979) for LRC
equipment, for a total
of 22 locomotives (order M6109 for 5 loco­
motives, and M6110 for
17 more locomotives). The total was re­
duced by one locomotive, and 10 LRCs were built
in 1981 and 11
produisant 3,750 cv (certaines sources citent une puissance de
3,725 cv). Cette puissance eta it partagee entre
la propulsion et la
fourniture denergie eJectrique pour alimente;· les voitures. Les
trains furent mis
it lessai brievement sur la voie du Canadien
National 11 Iest de Saint-Lambert, puis essayes de maniere plus
poussee sur les lignes d Amtrak de
la region de Boston, Massa­
chusetts, et celie de Jacksonville, Floride. On rapporta quelques
problemes de surchauffe mais iJ semble que Ion apporta
rapidement les correctifs appropries.
A la meme epoque, au debut de 1980, VIA Rail envoya
deux conunandes
a Ja compagnie Bombardier qui venait dacheter
la MLW en 1979 pour sequiper de trains LRC: la commande
#M6109 pour cinq locomotives et la commande #M6110 pour 17
autres locomotives. Le total de 22 locomotives fut reduit ii 21 peu
apres, et Bombardier construisit
10 locomotives en 1981 et les II
autres en 1982. Ces locomotives etaient numerotees VIA Rail
it 6920. Elles etaient semblables aux deux LRC d Amtrak,
et leur modele fut appele LRC-2. Cependant, Iequipement
electrique des locomotives dAmtrak netait pas compatible avec
celui des locomotives de VIA Rail. Avec les locomotives, VIA
Rail se procura cent voitures LRC en deux groupes:
Ie premier
groupe de voitures numerotees #3300-3349 fut livre des ateliers
La Pocatiere en 1981-1982, tandis que Ie second groupe de
voitures (#3350-3399) fut construit en 1984. En 1985, les voitures
coach #3375-3399 furent converties en voitures Club et
renumerotees #3451-3475, leur capacite sen trouvant reduite,
passant de 72 passagers
ii seulement 54.
Tout comme pour les LRC dAmtrak, les
Rail furent mises
it Iessai sur les voies du Canadien National ii
lest de Saint-Lambert, Quebec, et Bombardier effectua de
nombreuses modifications avant
la mise en service de I equipement
LRC dans Ie cOlTidor Toronto-Windsor Ie I ier juin 1982. Le serv­
ice LRC setendit peu apres
a tout Ie corridor Quebec-Windsor, et
VIA Rail LRC locomotives 6900 (in blue) and 6904 (in grey) also at Bombardiers ex-Montreal Locomotive Works plant on Dickson Street,
Montreal, Quebec, on
21 lune 1981. One can see the trucks from the experimental LRC locomotive, the lV-i, on the flat car at the right of
the picture. Photo by Hugues W Bonin.
: Les locomotives LRC
de VIA Rail 6900 (en bleu) et 6904 (en gris) aussi aux ateliers de Bombardier (ex-Montreal Locomotive
Works) de
la rue Dickson, Montreal, Quebec, Ie 21 juin 1981. On pew voir les bogies de la locomotive experimentale LRC JV-1 sur Ie
wagon plat a la droite de I image. Photo par Hugues W Bonin.
in 1982, these being numbered VIA Rail 6900-6920. These loco­
motives were quite similar
to the two Amtrak LRCs, and the model
was eventually designated LRC-2. However, the electrical sys­
in the Amtrak equipment was so much different than the one
in the VIA Rails equipment that they were not compatible for
joint operation. Along with the locomotives, VIA Rail acquired
from Bombardiers La Pocatiere plant 100 LRC coaches in two
batches, 3300-3349 built in 1981-82 and 3350-3399 built
in 1984.
In 1985, coaches 3375-3399 were converted
to Club Car configu­
ration (54 passengers capacity, down from 72) and renumbered
VIA Rails LRC equipment was tested on Canadian Na­
tionals lines south-east
of Montreal, and Bombardier had to make
numerous modifications before the trains entered service
in the
Toronto-Windsor corridor on 1 June 1982. Soon after, VIA Rail
ordered ten
mo~e LRC locomotives, 6921-6930, for delivery be­
tween June 1983 and mid-1984. These are designated LRC-3, rated
at 3,700 hp (2,700
hp for traction), but geared for 103 mph (167
kmlh), whereas the LRC-2, also rated at 3,700 hp, had initially a
maximum speed
of 125 mph (202 kmlh). All the VIA LRCs were
later restricted
to 95 mph (153 kmlh) resulting from a series of
ailments and failures which started early in their career. Troubles
were reported
as soon as 1983 with locomotive 6906 being de­
stroyed at Glencoe, Ontario,
by a fire. It was eventually retired
and scrapped. At about this time, the 6909 had a main generator
explosion, and the 6915 was damaged
by fire as a result of a col-VIA Rail
commanda aussitat dix autres locomotives LRC, les
#6921-6930, dont la livraison etait prevue entre juin 1983 et la
mi-1984. Ces locomotives etaient denommees LRC-3, de puis­
sance de 3,700 cv, mais conslruites pour une vitesse maximale de
167 kmlh (103 mph), alors que les LRC-2 avaient initialement
une vitesse maximale de 202
kmlh (125 mph) et la meme puis­
sance de 3,700 cv, dont 2,700 cv etaient pour la propulsion. Toutes
les locomotives LRC de VIA Rail furent modifiees par
la suite
pour une vitesse maximum de 153
kmIh (95 mph), a la suite de
problemes mecaniques qui firent leur apparition
tat dans leur
On rapporta des defaillances aussi tat que 1983, alors que
la 6906 fut detruite par un incendie a Glencoe, Ontario, et fut
a la retraite puis envoyee a la fenaille. A la meme epoque,
la 6909 subit une explosion de sa generatrice, et la 6915 fut
endommagee par un incendie
a la suite dune collision. Le 21 juin
1984, Ie train 46 (Ottawa-Toronto) constitue de la locomotive LRC
6910 et de quatre voitures entra en collision avec deux wagons
la voie de garage de Kott Lumber, un marchand de bois de
Nepean, Ontario. Cet accident resultait dun acte de sabotage de
la part de vandales qui avaient detourne un aiguillage. Vingt-sept
voyageurs furent blesses (blessures mineures heureusement),
la 6910 fut envoyee aux ateliers de Moncton du Canadien Na­
tional pour y etre reparee et elle
fut remise en service Ie 7 juin
Quant aux locomotives LRC d Amtrak, elles fment
retournees a Bombardier en mai 1982, et tout service LRC
d Amtrak prit fin Ie 4 juilJet 1983, les dix voitures etant elles
VIA Rciil LRC locomotives 6904 and 69 J 5 in storage at the SEPTA plant in Ville Saini-Pierre, Que., on 22 October
1990. Photo by Hugues W Bonin.
aussi retournees a
Bombardier. Les loco­
languirent a
atelier de la rue
Dickson durant plus­
ieurs annees.
La #38
conserva I essen tiel
la livree d Amtrak
(blanc accentue de
bleu et de rouge),
mais la #39 fut
repeinte entierement
en bleu pale, sans
aucune inscription.
Eventuellement, la
#38 fut
#2100, puis #6941
lorsquelle fut acquise
par VIA Rail
source de pieces de
rechange avec la #39
qui fut renumerotee
#6942. A la fin de
Les locomotives LRC de VIA Rail 6904 et 6915 entreposees aux ateliers de la compagnie SEPTA de Ville Saint­
Pierre, Quebec,
Ie 22 octobre 1990. Photo par HlIglles W Bonin.
lision. The LRC equipment soon became the mainstay of the Wind­
sor -Quebec City corridor. On
21 June 1984, train 46 (Ottawa –
Toronto), consisting
of LRC 6910 and four cars, collided with
two bulkhead flat cars and a box car on a siding at Kott Lumber
Nepean, Ontario, the accident being caused by vandals. Twenty
seven passengers received minor injuries and the 6910 was sub­
sequently repaired at the Moncton Shops
of Canadian National
and returned to service on 7 June 1985.
As for Amtraks LRCs, the two locomotives were returned
to Bombardier
by May 1982 and all Amtrak LRC service ended
by 4 July 1983 with all
10 cars also returned to Bombardier. The
locomotives languished at the Dickson Street plant for several
The 38 remained in Amtraks colours (mostly white with
some red and blue), but the 39 was eventually painted ail light
blue without any markings.
The 38 was renumbered 2100, then
6941 when it was acquired by VIA Rail as a source
of spare parts
along with the 39 which was renumbered 6942. By the end
1990, both the 6941 and 6942 were sold to Saturn International,
c/o Century Locomotive Co.
of Lachine, Que.
In September 1984, the LRCs had their hour
of glory when
a IO-car train was used for transporting Pope John-Paul
n from
to Canadian Pacifics Windsor Station
in Montreal, via the Shrine at Cap-de-Ia-Madeleine. Locomotives
6927 and 6922 (elephant style) led the train which consisted
new LRC cars. of which coach 3373 was specially outfitted for
the Pope. Locomotive 6921 was pushing on the rear
of the train.
An 8-car LRC train made
up of old LRC cars, and powered by
locomotives 6907 and 6915 transported the media.
The career
of the LRC locomotives continued dUling the
1980s with a series
of mechanical fai lures and some mishaps, as
the LRC trains dominated the Quebec-City-Windsor Conidor serv­
The reliability of the locomotives was rather disappointing
and, at the same time, the VIA Rail maintenance personnel were
blaming the high technological complexity
of the equipment for
the many failures, and Bombardier was arguing that VIA Rail
was not maintaining the equipment properly. The love story with
the LRC locomotives ended quite soon and,
by the end of 1984,
of the locomotives appeared neglected with their yellow 1990, la #6941
et la
#6942 furent vendues a la compagnie Saturn International, a/s
Century Locomotive Co. de Lachine, Quebec.
C est en septembre 1984 que les LRC eurent leur heure
de gloire alors quun train LRC de dix voitures servit au
deplacement du Pape Jean-Paul
II de Sainte-Anne-de-Beaupre a
Gare Windsor de Montreal, en passant par Ie Cap-de-Ia­
Madeleine. Les locomotives #6927 et #6922 menaient Ie train
(accouplees en style elephant) qui etait constitue des nouvelles
voitures LRC dont la #3373 avait ete specialement reamenagee
Ie Pape. La locomotive #6921 poussait a Iarriere du t.rain.
Un autre train LRC compose de huit vieilles voitures
LRC et
mG par les locomotives #6907 et #6915 senait au deplacement
des media.
La carriere des locomotives LRC se poursuivit au cours
des annees 1980 marquee de plusieurs pannes et accidents, alors
que lequipement
LRC fournissait la plus grande partie du serv­
ice dans
Ie Corridor Quebec-Windsor. La fiabilite des locomo­
LRC laissait a desirer et Ie personnel dentretien de VIA
Rail bHimait la grande complexite technologique de
pour les nombreux problemes techniques, tandis que Bombardier
soutenait que
Ie personnel technique de VIA Rail neffectuait pas
lentretien du materiel de maniere appropriee. La
lune de miel
entre VIA Rail et les locomotives LRC fut plut6t breve
et deja,
la fin de 1984, plusieurs des locomotives avaient une pietre
apparence avec leur nez jaune ayant tourne
au rose au point que
certaines locomotives, comme la 6909, etaient surnommees
debut de 1985, VIA Rail debuta lexploitation des
Trains J (i.e. trains joints) qui etaient deux trains LRC accouples
ensemble pour la paltie
COITUTIune de leur trajet. Par exemple, un
train J LRC etait forme dun train Toronto-Montreal et dun
train Toronto-Ottawa accouple a larriere, el cela jusqua
Brockville ou lon decouplait les trains qui poursuivaient chacun
leur route vers leur destination respective. Les trains
1 navaient
quun seul equipage pour leur trajet commun, qui contr61ait les
deux trains a partir de
la locomotive de tete. Typiquement, un de
ces trains avait une locomotive LRC en tete, sui vie de neu! ou dix
voitures, puis de deux locomotives LRC auelees nez a nez, elles­
memes sui vies de quatre ou cinq voitures. Ce mode dexploitation
un peu plus dune annee alors que Ion realisa chez VIA Rail
VIA Rail LRC loconwtive 6909 hauling VIA train #52 York, al its stop al Kingston, Ontario, on 23 December 1995.
by Hugues l¥. Bonin.
La locomotive LRC de VIA Rail 6909 propulsa/1l Ie train #52 York de VIA Rail, a son arrel de Kingston, Ontario, Ie 23 decembre 1995.
par Hugues l¥. Bonin.
nose fading to a pink colour, hence the Miss Piggy nickname
for some
of the LRCs such as the 6909.
In early 1985, VlA Rail started operating the so-called J­
Trains (Joint trains), which were two trains coupled together
for the common part
of their run. As an example, a Toronto-Mon­
treal LRC train would have a Toronto-Ottawa
LRC train coupled
to its rear end up to Brockville where the trains were uncoupled
to continue
to their respective destinations. The J-Trains were
operated with only one crew controlling all the locomotives for
the common part
of their itineraries. A typical consist would have
one LRC locomotive followed
by nine or ten cars, two LRC loco­
motives coupled nose-to-nose, then four or five more cars. This
operation lasted about a year
as VIA Rail felt that the time spent
in coupling and uncoupling the trains away from the shops was
hurting the marketing
of the COlTidor service.
While the LRCs were restricted to the service within the
Conidor, some
of them were used to haul the International, a
joint Amtrak-VIA Rail service between Chicago and Toronto.
Since the Amtrak maintenance facilities in Chicago were not
equipped to repair the LRC locomotives, only basic maintenance
could be done
by Amtraks technical personnel unfamiliar with
the Bombardier technology. This aggravated the ailments
of the
LRCs, which were soon replaced with Amtrak equipment, then
by the new VIA Rail GMD F40PH-2 which were delivered staLt­
ing in 1986. When VIA Rail formally acquired the two Amtrak
que Ie temps necessaire aux operations daccouplement et de
desaccouplement des trains loin des ateliers ne favorisait pas Ie
marketing du service dans Ie Corridor.
a Iimpression generale, les LRC nont pas
ete restreintes au Corridor Quebec-Windsor. En effet, certaines
locomotives ont tire les trains du service International exploite
conjointement par VIA Rail et Amtrak entre Toronto et Chicago.
Comme les ateliers dentretien
d Amtrak a Chicago netaient pas
equipes pour effectuer des reparations majeures sur Iequipement
seullentretien minimal de base pouvait etre fait a Chicago
par un personnel technique peu familier avec
la technologie de
Bombardier. Ceci naida guere
II prevenir les nombreuses pannes
et les LRC furent bientot remplacees par des locomotives
et des
d Amtrak, puis par des nouvelles F40PH-2 dont VlA Rail
prit Iivraison
II partir de 1986. Lorsque VlA Rail fit lacquisition
des deux locomotives
LRC d Amtrak a la fin de 1987, il acquit
aussi les dix voitures LRC qui furent envoyees
II Iusine de Bom­
bardier de La Pocatiere pour y etre reconstruites pour
Ie service
International reliant Toronto
II Chicago. A leur mise en service,
ces voitures etaient numerotees dans
la serie des 3500 et etaient
aisement reconnaissables
II leurs fenetres separees verticalement
en leur milieu. Cependant, ces voitures
netaient toujours pas
compatibles electriquement avec les
au Ires voitures LRC de VIA
Rail, et, lorsqu on cessa de les utiliser pour
Ie service Interna­
tional en
mars 1993, on planifia de modifier leur systeme
electrique afin de les rendre compatibles avec Ie reste de la flotte,
mais les voitures furent simplement entreposees.
6914 hauling VIA train No. 53 at Brockville, Ontario on October 8, 1997.
Photo by Fred Angus
locomotives in late 1987, it also took possession of the ten LRC
coaches which were sent
to Bombardiers La Pocatiere Shop for
refurbishing for the International service. The cars emerged
the 3500-series and were easily recognized with their vertically
split windows. A more implicit feature was that they were still
not electrically compatible with the rest
of VIA Rails LRC fleet.
These cars were removed from the International service in March
1993 and plans were made to make them compatible with the
other LRC equipment. However, diminishing financial resources
precluded this and the cars were stored instead.
Several events affected the LRC fleet in the beginning
the 1990s. The performance of the new F40PH-2 turned out to be
far more superior
to that of the LRC locomotives, so that the first
30 F40PH-2s delivered in 1986 and 1987 were joined by 29 new
sisters in 1989. In addition, these F40PH-2 were built such
as to
be compatible with the LRC equipment, so they can replace LRC
locomotives on LRC trains.
In early 1990, the Mulroney govern­
ment decided
to cut several of the long-distance VIA Rail trains
and also many trains
in the Corridor. This meant the end of the
acquisition program
of bi-Ievel Superliner type long-distance
passenger cars, and VIA Rail embarked on a program
to refurbish
the stainless steel Canadian cars and to replace their steam heat­
ing equipment with electrical heating and air conditioning. The
program was later expanded
to include several stainless steel cars
bought second hand from Amtrak and other sources.
if this forced the FPA4sIFPB4s and almost all the
FP9AsIF9Bs into retirement, VIA Rail found itself with more than
enough HEP-equipped locomotives for its needs, so that most
its LRC locomotives were mothballed for future uses and stored
at or near the Montreal Maintenance Facility. At the present time
(Summer 1998), only seven
of the 31 LRC locomotives are in
service (6902, 6905, 6907, 6914, 6917, 6919 and 6921), all as­
to Montreal for maintenance. Two are officially retired:
the 6906 (1985) and the 6920 (1996), plus,
of course, the two ex­
Amtrak units (6941 and 6942). The 6920 and coach 3349 were
by fire in a spectacular accident that occurred at
Brighton, Ontario, on 20 November 1994 when train 66, the Me-Au
debut des annees 1990, plusieurs evenements
influencerent la caniere des trains LRC. Les locomotives F40PH-
performaient nettement mieux que les LRC et les trente
premieres F40PH-2 reyues entre 1986 et 1987 furent bient6t
rejointes par 29 autres soeurs livrees par General Motors en 1989.
De plus, ces F40PH-2 ont ete construites de fayon 11 etre
compatibles avec I equipement LRC, pouvant de ce fait remplacer
les locomotives LRC
11 la tete des trains LRC. Au debut de 1990,
Ie gouvernement Mulroney dec ida d abolir plusieurs trains de VIA
Rail, y compris certains trains
du Conidor Quebec-Windsor. Au
me me moment, on annul a Ie programme dacquisition de voitures
11 imperiale du type Superliner pour les trains 11 longs trajets, et
debuta un important programme de reconstruction des
voitures inox du Canadien afin de remplacer Ie systeme de
11 la vapeur par un systeme de climatisation electrique.
Ce programme fut prolonge eventuellement pour inclure plusieurs
voitures inox achetees aux Etats-Unis.Ceci sonna la
mise 11 la
retraite de toutes les vieilles locomotives FPA4, FPB4 et F9B,
ainsi que de presque toutes les FP9A, et malgre cela, VIA Rail se
trouvait avec un surplus de locomotives pour assurer Ie service
maintenant reduit.
II sensuit que la plupart des locomotives LRC
furent mises dans la boule
11 mites pour utilisation future, et
entreposees 11 latelier de VIA Rail de Montreal ou dans les envi­
rons. Au moment de lecriture de cet article (ete 1998), on ne
trouve que sept locomotives LRC en service actif: les numeros
6905,6907,6914,6917,6919 et 6921, toutes entretenues 11
Montreal. II ny a que deux locomotives LRC officiellement
retraitees: la 6906 (en 1985) et la 6920 (en 1996), en plus, bien
sur, des deux LRC dAmtrak (#6941
et 6942).
La locomotive 6920 et la voiture 3349 furent detruites par
Ie feu dans un accident spectaculaire qui se produisit Ie 20
novembre 1994 11 Brighton, Ontario, lorsque Ie train #66
(Metropolis) heurta 11 162 kmlh (100 mph) un bout de rail place
sur la voie ferree par de jeunes vandales. Le bout de rail perfora Ie
reservoir de mazout de la 6920 qui se trouva aussit6t entouree de
flammes qui envelopperent aussi les premieres voitures.
Heureusement il y eut beau coup plus de peur que de mal malgre
Ie fait que plusieurs des pas sagers furent blesses, mais on na pas
11 deplorer de mortalites. Laccident a eu un impact mediatique
et VIA Rail eut 11 souffrir de la mauvaise publicite.
-_ …. —_. ——
In 1998 the LRC locomotives still soldier on. This winter view of 6905 was taken at Drummondville, Que. on March 3, 1998.
by Fred Angus.
tropolis (Toronto-Montreal), hit at 100 mph (162 kmlh) a piece
of rail placed on the line by vandals. As a result, the fuel tank of
the locomotive was ruptured and the fuel ignited, engulfing the
locomotive and the first cars
in an inferno causing several inju­
ries (fortunately
no fatalties) and giving VIA Rail a lot of nega­
tive publicity in the media.
The 6920 was later sold to Century
Locomotive Parts in Lachine, Que. for scrap.
It may be expected that the LRC locomotives will be
around for a while, unless the stored units deteriorate beyond eco­
nomical repair. In late 1993, VIA Rail was considering convert­
ing one
of the LRC locomotives to gas turbine propulsion and
talks were then held with Textron Inc.
of Providence, Rhode Is­
land, U.S.A. However, nothing came out
of this project as VIA
Rail was now more concerned with the shrinking financial sup­
port from the Canadian Government.
The LRC car fleet is well appreciated by the public for
their comfort, and even
if they had some mechanical troubles in
the past with their banking system and their wheels (all the cars
had to be removed from service from December 1983 to April
1984 to have bearing problems fixed), they now provide most
the service within the Corridor. As for the LRC locomotives, they
are a regular feature on Montreal-Toronto trains York and Me­
tropolis, as well as on some Montreal-Quebec City trains.
It seems
that the VIA Rail maintenance crews have now mastered the com­
of the advanced technology of the LRC, ensuring a satis­
factory reliability.
It is thus expected that, considering the reduced
of VIA Rail, the LRC locomotives which were victims of
serious mechanical failures or accidents will simply be replaced
with sisters taken out
of storage, so that these unique locomotives
may well be running for many more years. Eventuellement, la locomotive 6920 (ce qui en restait) fut vendue
pour la ferraille
11 la compagnie Century Locomotive Parts de
Lachine, Que.
On peut s attendre 11 ce que les locomotives LRC
demeurent en service pour plusieurs annees encore, 11 moins que
les locomotives entreposees ne se deteriorent
au point de ne plus
etre reparables.
A la fin de 1993, VIA Rail envisageait de convertir
une de ses locomotives LRC
11 la propulsion par turbine 11 gaz, et
des pourparlers furent tenus
11 ce sujet avec la firme Textron Inc.
de Providence, Rhode Island, Etats-Unis. Cependant,
11 ce jour, il
sest rien concretise de ce projet alors que VIA Rail est
davantage preoccupe par ses ressources financieres qui
Les voitures LRC sont bien pen;:ues
du public voyageur
pour leur con fort et eUes continuent dassurer la grande majorite
du service dans Ie Corridor malgre les problemes passes avec leur
systeme dinclinaison et leurs roues (on se rappeUe que toute la
fiolte avait
dO etre temporairement retiree du service de decembre
11 avril J 984 pour remedier 11 un probleme de coussinets).
Quant aux locomotives, elles sont des habituees sur
certains trains entre Montreal et Toronto (York et Metropolis),
ainsi que sur plusieurs trains entre Montreal et Quebec.
II semble
que Ie personnel technique de VIA RaiJ soit parvenu 11
maltriser la complexite de la technologie avancee du LRC, assurant
une fiabilite satisfaisante. Lavenir semble donc etre quen raison
des budgets reduits accordes
11 VIA Rail, les locomotives LRC
victimes de bris mecaniques et daccidents serieux pourraient etre
simplement remplacees par des soeurs presentement entreposees,
ce qui signifie que les locomotives et voitures LRC devraient
continuer de silloner
le reseau ferroviaire du Corridor Quebec­
Windsor pour de nombreuses annees.
Early Electric Lighting of CPR Passenger Cars
Tills is a time of many centennials. As the nineteenth century drew to a close, there was an unprecedented number of significant
events and innovations relating to the railways
of Canada. In palticular, 1898 was a very important year which included such milestones as
the rebuilding
of the Victoria bridge, the start of construction of the White Pass & Yukon Route, the building of the railway through the
Crows Nest Pass, to name just three. In the last issue we considered the centennial of the diesel engine, in this issue we will consider four
centennials, and later we plan a feature on the Victoria Jubilee Bridge, the White Pass, and the Hochelaga
car barn fire.
One centennial not so well known is that
of one of the first, if not the first, practical use of electricity to light passenger cars in
Canada. In 1898 the CPR equipped its sleeping
car Winchester with a dynamo-electric lighting system; this is said to be the first railway
car in Canada to be lighted electrically. Later that year it used the same system in its new series of elegant sleeping cars which bore names
of chateaus in France. This method of lighting was used for 100 years, sometimes with belts and sometimes with gears, and is still in use
on much passenger equipment. Only in recent years has it largely been superseded by head end
power generators ill the locomotives. Even
this method was thought
of in 1898 but was dismissed as impractical in the age of steam. The Railway and Shipping World, in its issue for
September, 1898, had the following article. Evidently the publishers
of that magazine had some doubts as to the practicability of the
scheme, as witness the caveat at the end
of the article. However, as it turned out, the basic method was practical after all.
Electrical Lighting of Cars.
Three methods of lighting cars
by electriCity have so far
been adopted. The most extensively developed method hereto­
fore employed
is where a dynamo in the baggage car, run by steam
from the locomotive, generates an electric current which is car­
ried through the train by wires extending from car to car. This plan
requires the constant attendance of an electrical engineer
& has
been found so expensive as to be impracticable. Another method
now in use is that of a simple storage battery in each car. This,
however, is both expensive
& unsatisfactory, because the batter-
ies must be removed at each terminal
& recharged from a central
electric plant. The weight of the batteries, the fact that the light
likely to diminish as the storage is drawn on, the labor of changing
& cost of changing them, together with the necessity of confining
the runs to the terminal points where there are charging stations,
add to the cost
& difficulties of this system.
At one time
& another a number of inventors have given
or less attention to the possibility of utilizing the motion of
the wheels of railroad cars for the generation of electricity for lighting
the train to which such cars belong, but until recently it could not
be said that any very satisfactory results had been attained,
even now it is doubtful if any system has been so perfected as to
warrant its general adoption. Some months ago the C.P.R. Co.
equipped its sleeping car, Winchester, with
a system, & it has since been put in the 10
magnificent sleeping cars, of which the
Chantilly was the first turned out.
This system consists of a
mounted upon the truck of the car, one end
of which is supported by a stirrup from the
truck, & the other by the axle. It is driven by
a direct gear which revolves usually at the
of 2 1/2 to 1 revolution of the car wheel.
The part resting on the axle rests on a split
supported by the axle. This split
sleeve finds its bearings by means
of adjust­
able jaws,
so arranged as to take up any ir­
regularity of the axle,
& they engage close to
the wheels, leaving the central parts
of the
axle free
to spring rounding curves & going
over irregularities in the road & centering the
where it is least felt. A peculiar fea­
ture, of this system is the regulating device.
Although the speed of the train
may reach
extremes of variations, & the dynamo
being directly geared would generate great extremes of current,
the regulator is so arranged by a system
of resistance wires that
the current is kept substntially uniform during all the variations of
between 20 miles an hour & the maximum ability of the
locomotive. In other words, although the
dynamo at a speed of 60
miles an
hour is revolving 3 times as fast as it does at a speed of
20 miles an hour, the amount of current generated is the same. In
connection with this there is an automatic cut-out
so adjusted as
to throw the dynamo into circuit with the lamps upon its reaching a
potential equal to that of a small storage battery supply, & throw it
out of circuit upon its dropping below.
The effect of this is that
when the lamps are & burning and the train running at 20 miles an
hour, the
lamps are fed directly from the dynamo, & a small sur­
plus of
current goes through the batteries. When the speed falls
20 miles an hour the cut-out works automatically, & as long
as it continues at its low rate of speed, the lights are drawn direct
from a small but powerful set of stor­
age batteries supplied for the pur­
pose. Any battery capicity is sup­
plied to
take care of the lights dur­
ing all ordinary & reasonible delays,
during stops, slow-downs or
casulties. Any capcity can be sup­
plied, but ordinarily and dependent
upon the number of lights used
there is enough for from five to fif­
teen hours
of lighting in the battery
Everything connected with
the system is entirely automatic.
The porter is given no instructions,
beyond being told to turn the lights
on when he wants them & turn them
off when they are no longer re­
quired. We give illustrations of the
device as applied to the
ter. The cuts are so clear that tech­
nicians should be able to
stand them at once. Another fea­
of this system is that in run­
ning during the daytime
when the
batteries are full, the very
act of
turning off the lights cuts
down the
efficiency of the
dynamo to the point where it generates only the
necessary to pass through the batteries, in order to keep
them in the best of condition. Should it be desirable, as it very
frequently is, to introduce electric fans into the sleeping car during
the hot months,
as soon as those fans were brought into play the
current generated by the
dynamo would be sufficient to keep a
number of them in operation, if required, while yet serving
the batteries with all that they require.
The foreging description is compiled from material sup­
plied by the
owners of the system, & we do not accept any re­
sponsibility for the
claims therein made, or necessarily endorse.
Of the illustrations accompanying this article the 1 st shows
the regulating device, the 2nd & 3rd give different views
of the
axle device & the 4th & 5th explain themselves.
Grand Trunks Moguls and Ten-Wheelers of 1898
Grand Trunk Mogul 901 when new. It was built by Baldwin (construction number 15659) in January, 1898, was renumbered 1375 in 1910,
and became CNR 661
in 1923. It was scrapped in December 1927. The Railway and Shipping World, December 1898.
Grand Trunk Locomotives.
F.W. Morse, Superintendent of Motive power, writes
The Railway
& Shipping World: The G.T.R.system is now
receiving from the Baldwin Locomotive Works 6 mogul loco­
& 4 10-wheelers, & a duplicate order from the
Schenectady Locomotive works. At present we are not build­
ing in Montreal, but may do so before the end of the year.
The 10-wheel
passenger engines are illustrated
In designing these new classes of locomotives the
intention has been to combine the best features of a number
of recent designs;
& the details have received unusual at­
tention, both from Superintendent Morse
&, from the manu­
& such parts have been made especially substan-tial, while passenger
& freight locomotives are designed for
particular classes of service, yet parts which will require re­
& renewals are the same for both engines, which un­
doubtedly will reduce considerably the cost of maintenance.
The passenger engines have a greater total weight
than the freight engines of 14,500 Ibs
., but less weight on
the drivers by 3,000 Ibs.; the passenger engines also have
larger driving wheels
& a longer boiler, the latter resulting in
a slightly greater heating surface for the 10-wheel locomo­
tives. The diameter of the boiler
& the dimensions of the
fireboxes are the same for both classes.
The Railway and Shipping World, April 1898.
CPRs Compound Ten Wheelers of 1897-98
In the 1890s there was a great deal of effort being expended to increase the efficiency of locomotives. One method was compound­
in which there were high-pressure and low pressure cylinders; the steam exhausted from the former was used again in the latter, so
getting more work from steam that would otherwise have been wasted. In September and October, 1897, the CPR purchased a number of
Vauclain Compounds from Baldwin, completed them in the Delorimier Shops, and placed them in service in 1898, exactly 100 years ago.
These were
known as Vauclain balanced compounds which were distinguished from ordinary compounds in that there was both a high­
pressure and low-pressure cylinder on each side, connected to each crosshead. In the ordinary compound locomotive, the high-pressure
cylinder is on one side and the low pressure on the other. This can lead to unbalanced operation. The Railway and Shipping World for
March, 1898 (and illustration in the June 1898 issue) reported the following:
Canadian Pacific Locomotives.
The C.P.R. Co. is adding about 50 compound consolida­
locomotives to its equipment, 27 of which are being fully built
at the
Companys works, De Lorimer [sic] Avenue. Montreal, un­
der the supervision of Mechanical Superintendent Atkinson. It is
estimated these will haul
25 to 30% more load than the 10-wheel­
Order has been placed with the Baldwin Locomotive
Works, Philadelphia, Pa., for 10 complete & 10 partially constructed
Vauclain system,
compound locomotives of the following general
Gauge: 4
Type: Compound Ten-wheeled.
Cylinders: H.P
13 1/2 X 24 L. P. 23 X 24.
Valves: balanced piston.
Boiler diameter: 56.
Thickness of sheets: 11/16 &, 3/4.
Working pressure: 200 Ibs.
Fuel: Soft coal.
Firebox material: steel.
Firebox length: 96 1/2.
Firebox width: 42
Firebox depth:
front 62
back 521/2.
Thickness of sheets:
sides 3/8.
crown 1/2.
Thickness of tubes: 1/2.
Tubes, number: 223.
Tubes, diameter: 2.
Tubes, length: 12 7 5/8.
Heating surface, firebox: 119.51 sq ft ..
Heating surface, tubes: 1,494.99 sq. ft.
Heating surface, total: 1,614.50 sq. ft.
Grate area: 28.51 sq. ft.
Driving wheels, outside diameter: 62.
Driving wheels, centre diameter: 56.
Driving journals: 8 x 8 1/2.
Truck wheels: 28 diameter.
Truck journals: 5 x 8.
Weight on drivers: about 96,000 Ibs.
Weight on truck: about 32,000 Ibs.
Weight, total engine: 128,000 Ibs.
Weight, total engine & tender: 208,000 Ibs.
Wheelbase, driving: 13 5.
Wheelbase, total engine: 23 111/4.
Wheelbase, total engine & tender: 48 31/2.
Tender truck Wheels, diameter: 33.
Tender truck journals: 4 1/4 X 8.
Tank capacity: 32,000 Imperial gallons.
Weight empty: about 35,000 Ibs.
Service: passenger & freight.
Atkinson writes us that the partially constructed loco­
motives will be completed at the CpRs. Montreal shops. They
are being supplied without cabs, boiler mountings, boiler cover­
ing, sand boxes, bells, stacks, headlights, smokebox fronts,
smokebox nettings, tubes, pilots, ashpans. grates & tenders com­
plete, & are virtually boilers, frames, cylinders, wheels & motion.
Early in the twentieth century it was found that the extra complexity of compounding was not justified by the saving of steam.
Accordingly, about 1909, these engines were converted to simple. The group was retired between the late 1920s and
mid 1930s. No. 482,
later 480 and
finally 380, was scrapped in July, 1933.
Now for a look at a satire on these innovations of the 1890s, turn the page!
The Centellnial of Gilderflukes Perfected Locomotive
In keeping with our observance of important railway centennials, we cannot overlook this important, if tongue-in cheek, invention!
The last
issue of Canadian Rail pointed out the great increase in thermal efficiency as a result of the adoption of diesel power by the
railways. The consequent reduction in operation ex.pense undoubtedly saved many railways from abandonment. However all this might
have been unnecessary if history had taken a slightly different cow·se. A hundred years ago a marvelous locomotive was invented by an
unsung hero, Eli Gilderfluke. This wonderful machine promised, among many other things, a coal-burning efficiency of 120%, which
have turned the railways motive power into a coal producer instead of a coal consumer. In short, it would revolutionize the railways!
Since nothing more
was heard of this invention, we can only conclude that the major locomotive builders, fearful of being put out of
business, quickly bought up all the Gilderfluke patents and consigned the whole project to oblivion.
All kidding aside, though, the following article actually did appear in the prestigious magazine Locomotive Engineering in its
issue of December, 1897. It was published like any other article, with no indication that it was a spoof; however it was obvious from the
very start that it was highly satirical, and written with tongue very much in cheek.
1890s were a time of many changes in railway operation in general and locomotive design in particular. This was the first
decade when electric power became a practical consideration as a means of main-line motive power, and this decade marked the beginning
of the long battle for supremacy between steam and electric (and later diesel-electric) power. This battle continued for about sixty years
and ended in the almost complete defeat for steam. In its struggle for improvement, locomotive designers introduced many innovations.
This included compounding (powering a low-pressure cylinder with
steam exhausted from a smaller high-pressure cylinder), larger num­
bers of driving wheels, unfamiliar wheel arrangements, more efficient valve gear, electric light and such esoteric, but never used, devices
as Napoleon Princes double-piston steam engine (see Canadian Rail No. 463). The locomotive built in 1897 was a completely different
machine from
the small 4-4-0 of twenty years before. Changes were coming so fast that it was hard to keep up with them. Accordingly
at Locomotive Engineering, perhaps even Angus Sinclair, the publisher, evidently decided to write a humorous article about a
locomotive that might result
if these innovations continued unabated. The result was worthy of Rube Goldberg or Heath Robinson! Did
anyone notice that
the motion of the driving wheels, as drawn, is impossible? Such strange-sounding terms as carbowallop and
frugoeconomiter did not sound much more unfamiliar than the carburetor and economiser of the coming internal combustion
engines. New technology
creeps into the Gilderfluke description. The most obvious is electricity, but notable also is the use of X-rays,
discovered only two
years before, in November 1895.
We hope you will get as much of a laugh from this description as your editor had in rescuing it from the fragile, yellowed pages of
a hundred year old magazine. The complete article has been reprinted almost entirely verbatim. So, without further ado we present for your
enjoyment that marvel
of the 1890s, Gilderflukes Perfected Locomotive
By Eli Gilderlluke
The appalling wastes and extravagances incident to the
of the steam locomotive have ever been the subject of
much fruitless wrangling and soul-harrowing argument, tending
the direction of matters of trivial import and along traditionally
beaten paths.
The inventor with a courage born of his convictions had
not yet arisen. Some of those born out of time, Fontaine,
Swinnerton, Raub and the great Holman, carried the germs
improvements to overcome these wastes, in part, but their efforts
have been ill-timed, and they have suffered a martyrdom to the
causes they have variously essayed, through a public lack of ap­
preciation, and a studied disregard of proven economies of their
by wobbly kneed officials, to whom the slightest remove
from olden-time practices was a capital offence.
There are still those who,
in a feeling of antagonism to
departures from the worship of methods moss grown, will ques­
tion some of the many economical innovations here appearing for
the first time
in locomotive construction. Haec olim meminisse
A brief description of a newly devised and highly economi­
cal engine follows herewith, reference b.eing made to numbers as
on engraving.
1 is a small head or signallamp,burning kerosene, and is
a SUbstitute or understudy for the high-power electric search-light,
should the electric light fail in operation from any derangement
wires, or should bugs, attracted by the light, clog the dynamo or
light exciter. Should bugs be attracted in such quantities as
seriously impede the movement of trains, it is suggested as a
remedy, the painting of front end of engine with an insecticide,
and the spraying of the right of way with a saturated solution of
of mercury and alcohol, carried in a suitable receptacle placed on the tender of engine. The spraying to
be accomplished
by the use of compressed
2 is a high-power triple X-ray electric search-light of 9,340
candle-power, to enable the engineer to see around curves and
through mountains. The light exciter or persuader is driven by a
small steam turbine or calorifluke 3 controlled from the cab by the
5. This light serves a special purpose in such parts of the
country as are infested by train robbers, the X-ray feature ena­
bling the engineer to detect the inmost thoughts of those coming
within its range, and to govern himself accordingly.
4 is a side hood over reflector of lamp, the office of this
hood being
to keep the intense glare of the headlight from blinding
the depot master.
6 is a new anti-sleep-on-the-track device, being a highly
polished nozzle or hydroshove, attached
to a pipe leading back to
boiler, and operated by lever 15, from firemans side of the cab.
The object of this apparatus is, to project against the cuticles of
hoboes or stray beeves upon the track, a stream of aqua pura at a
temperature of 212 degrees; this
is to assist the aforesaid hoboes
and beeves to a realization of their danger, and
to be of service in
the acquirement of a hump upon themselves in the clearance of
the right of way. This squirt can also
be used in the winter for the
melting of snow banks left by
the plow.
7 is an especially designed 19-inch air brake pump, which,
together with a new and improved brake rigging, will stop a train of
70 cars at a speed
of 42.7 miles per hour, in 8 feet, 10 inches.
This will enable an engineer to
run at full speed right up to the
station platform, thus saving many money-bearing minutes, now
lost by the slowing up of trains entering stations or terminals.
8 and 9 are air brake pump steam exhaust and supply
pipes, in the order named, the supply being taken from the dry
pipe to the front cylinder of the lower tandem-compound portion of
the engine.
10 is a new and vastly improved smoke pipe or
carbowallop, for the swift conveyance of smoke, cin­
ders and gases back to the fire box for re-incineration,
and wi
th a nice new lead pencil and a sheet of smooth
brown paper, a saving of at least 75 percent in coal
consumption can
be easily figured, and in actual serv­
ice there is no doubt but what a train of 68 cars and a
short caboose can be hauled 137.49 miles per half ton
of coal.
is a by-pass or deflectorbolus, so placed in
the carbowallop as
to enable the engineer, should there
be too much smoke, ashes or cinders returning to fire
box, thereby causing too intense a fire, to turn the
smoke or gases into the stack
11, and allow them to
pass to the atmosphere as shown on engraving.
41, 42, 43, are also parts of the smoke pipe or
carbowallop, as aforesaid,
41 being a movable sleeve,
or slipguilder, connected with petticoat pipe, 43, and
operated by cab lever,
42. The wings of this petticoat
pipe act as
an atmosphere scoop when engine is run­
ning forward, and induce a rapid movement of the oxy­
gen-charged smoke, together with gases and cinders,
to the fire box. The forced addition of the oxygen­
charged smoke makes a fire of such intensity that an
engine equipped with the apparatus will burn very nearly
anything, and is especially fitted for the burning of a
mixture containing equal parts of culm, fine gravel and
slag. The use of this composite fuel will effect a still
further saving of 20 percent, making a total estimated
saving of
95 percent over present fuel consumption
per train mile, and tons hauled.
is a pipe connected with compressed air
It is controlled by valve 21 and is to be used
as an auxiliary blower for the carbowallop, when en­
gine is making steam
in the house.
13 is a signal or fireworks holder placed upon
the sides of the carbowallop, so as to insure a promi­
nent display for the usual railroad signals, flags or
lamps. This device
is also to be used in connection
with a newly designed system of weather signals, by
flags and pyrotechnics, carried
on the engine. This
flag holder
in connection with the triple X-ray electric
search-light, will
be found especially valuable in ap­
prising the train dispatchers of the trains location,
the event of a lap order, or when wires are down.
is a new steam bell ringer or chimodad, a
special feature being the connection between the
chimodad and the bell, which prevents the bell from
turning over. Other inventors have struggled for years
in the solution of this problem without success.
17,18,19 are steam cylinders forming a trunk
cross-steeple-tandem-compound system of such
marked economy in steam consumption as to effect a
proven saving
of B7.8 percent over the steam consump­
tion of the highest type of simple engines of the same
draw-bar pull and under similar conditions. Improve­
ments now making will show a still further economy
the steam consumption of 12.2 percent, which will make
a steam economy of 100 percent; the steam being ac­
tually used up without waste, positively no steam ap­
pearing in the stack or carbowallop. The distribution of
the steam
in these cylinders is very simple, but is too
complex for a written description.
22, with padding
24, is a new and improved
or flipgang carried on the pony truck wheels 23,
to keep the nose of the flipgang from stabbing into the ties. The
conventional pilot is a rude, barbarous construction and a relic of
days gone
by. A swine upon the right of way, struck by this oldtime
pilot, would be tossed aside
in a brutal manner, and in some cases
seriously injured, to say nothing of the hazard of covering the front
end of the engine with disrupted hog. Suits for damages resulting
from the promiscuous distribution of swine
over the surrounding
country are entirely avoided by this new and improved device, and
the saving thus accomplished will go a long way
in the settlement
of the pay-roll and purchases of soft hammers to be used on the
sand pipes or cinder hopper.
25 is a brace leading from heel of flipgang back
to the
center of front bearing pony truck, and serves to keep the wheels
in alignment, and prevents a wobbling motion tending to weary
the fireman, and possibly leading the engine into the ditch, and
in the derangement of portions of the reciprocating parts.
is the front frame, carrying saddle 20 and tandem cyl­
18 and 19.
27, 28, 29, 30, 31, 32, 33, 34, refer to compressed-air
attachment. 33 is the main compressed-atmosphere retainer or
drum, atmosphere entering through the strainer 32. This strainer
is for the separation of dust and bacilli from the ai r before
it enters
the circulaoxytor or blower. The introduction of the railway bacil­
lus (Bacillus Amylobacter) into the carbowallop being a serious
matter, and one hitherto overlooked
in locomotive construction.
The atmosphere strainer connects directly with the circulaoxytor
or fan blower 30, driven by a chain and sprocket wheels from the
axle of the front pony truck. The atmosphere is forced by the
circulaoxytor through pipe
31 and the coiled conducting pipe 27,
and enters retainer at 28, the pressure in the retainer being con­
trolled by a whistle safety valve 30, having a toot thats like a
35, 40 are recording gages for determining the effected
steam-saving, and are to be consulted on the arrival of train at
each stopping place or terminal, and the results noted
in a nice
little pocket record book, especially designed and provided for the
36,37 are steam supply pipes to the cylinders, and are so
very simple as
to make a description unnecessary.
is a small pan or drip to catch water coming from the
cylinder cocks and
is connected with a small pipe which returns
the water to the boiler for reheating.
is main steam supply or dry pipe placed above the boiler.
The steam produced by this boiler
is so very dry, and the percent­
age of moisture so small, that lagging of the dry pipe to prevent
condensation is unnecessary.
45,46,47,48,50,63,64,65 have to do with the track­
sanding system. 47
is the sand holder, sand being introduced
through orifice closed by the cover 44. 45, 46 are sand-conduct­
ing pipes, 45 being for the conduct of sand to the rail
in front of
pony truck wheel31. The forward movement of the wheel over the
sand tends to break
up the coarser particles and to spread the
sand evenly over the rail, so that traction wheels 54, 56 get a
firmer hold upon the track. Any kind of sand or fine gravel will
serve the purposes required, the grinding action of the various
wheels tending to reduce
it to the proper fineness. 46 is a sand
pipe for delivering sand upon the intermediate driving wheels, and
operates to prevent slipping and heating the tires. The sand used
through pipe 46, is the sand that
is returned to the holder by the
compressed air exhaust system. 63
is a small brush or dustoscope,
just abaft the traction wheels. The object of this dustoscope is to
brush the sand remaining
on the rail into the funnel shaped scoop,
64, from which it
is exhausted through pipe 65, by an exhaust
created by compressed air pipe 50, and is thence carried
to the
sand holder for use over again.
104 JUILLET -AOUT 1998
This system will be found very serviceable in such locali­
ties as are deficient
in sand, gravel or small rocks, and brings
an economy in sand handling, the saving of which expended
in the purchase of coal will go a long way toward the earning of
51 shows an amazingly simple valve and reverse mo­
tion, constructed boldly along original lines, and
is as distinctly a
radical remove from the common every day link
as was the link
from the olden time hook motion. There are those who could not
invent a button for a buttery door, who will no doubt stand ready to
question such a decided innovation, and
in their poor, weak little
intellects, will conjure up trials and tribulations for the inventor, as
was ever the wont of such small malicious natures.
There will be those whose every endeavor will be to bring
about contentions as to, we will say, steam consumption of this
engine, claiming it to be excessive, or the other way,
to the end,
that the inventor lay bare the whole scheme of the motion, in order
to demonstrate its meritorious features. The inventor would re­
mind such that he is no newly born biped, that his eye teeth have
been cut this many a day, that he
is somewhat of a conniver him­
self, and that he intends to keep the salient features
of his device
sequestrated, against such time as the formation of a company to
build this locomotive, and who are willing
to dig up $1,267,348.27
in current coin and hand
to your humble servant on a silver platter.
Nay, kind friends, the explanation of this device
we will pass by.
We will, however, venture this much information
in rela­
tion to the reverse motion portion of this new system.
51 shows a bridge or carry-over, supported at either end
by studs or pins. Equidistant on this bridge are round openings
suitable for the reception of a movable crank pin.
When the desire to reverse the engine comes to the fire­
man, the locomotive is brought to a standstill, and a small iron
ladder, carried on the tender,
is placed on the ground, the top
resting on the lower part of flange of the high driver 52. A dexter­
ous twist of the wrist removes the crank pin from the position
it is
in, and
it is moved along across the bridge to a corresponding
on the opposite side, thus moving valves and reversing the
engine. Talk about simplicity -this is simplicity itself!
52,53, 54, 55, 56, 57 pertain to sundry and divers driving
and traction wheels, all designed to the one end -that of the high­
est speed, combined with a great economy and perfect safety. By
the use of these traction and driving wheels great tractive power
is obtained, the pull on the drawbar representing 213,647 pounds.
Theoretically, this engine will easily haul 294 standard freight cars
of 60,000 pounds capacity, fully loaded, at a speed of 84 miles an
52, 53, 57 are tripod traction wheels. with blind or bald
tires, mounted
in such a manner as to produce a perfect balance
of the reciprocating parts, and tends to make the smoothest run­
ning engine ever built -so smooth and noiseless,
in fact, that, at a
speed of
119 miles per hour, this engine will make no more noise
in operation than a yellow tom cat crossing a wooden bridge.
58 is rear top frame bolted rigidly to firebox, and supported
by coiled equalizing springs 62 on the lower rear frame 67, which
is free from the firebox and attached to the running gear.
59, 60 have to do with a new grateshaking device
shudderquake, of very refined adjustment, and worth alone the
price of
an ordinary locomotive. 60 is an idler wheel hung on a bell
crank connecting with the cab by lever 74. This idler wheel being
dropped down upon traction wheel 57, makes a contact with
shudderquake 59, imparting a rotary motion
to the same, moving
a connecting rod and suitable rigging, and affording such shakes
as may be required for the good of the engine. Drawings and
patterns are preparing, whereby the product of this grate-shaking
device may be utilized, which will tend to still further increase the
at the coal pile.
61 is a hollow staybolt, with an opening of 1 inch in diam­
eter. This serves to conduct atmosphere to the fire, and affords
an escape for the oxygen-charged smoke returning to firebox
through the carbowallop, should the engineer, through negligence
or common, daily cussedness, fail to close petticoat pipe 43 and
open by-pass 12.
is rear supporting wheel, 104 inches in diameter, for
carrying the back end of engine and cab.
is an ash pan provided with a back damper or clean-out
cover connected to cab by lever 69. In an improved device now
making, the ashes will be conveyed to the tender, mixed with fresh
fuel and burned over. This operation can be repeated until the
ashes are worn out.
is a new double duplex, wedge, push-down,
driver brake. 70 is the brake shoe, composed of alternate strips of
basswood, soaked in glue, and cast steel, and bearing upon an
inner recessed portion of the back supporting wheel.
71 is a Da­
mascus bronze wedge, attached to lower end of cylinder piston,
and operates to force the brake shoes against wheel as shown,
the brake shoes falling away from the wheel by gravity, when pis­
ton returns to cylinder 72.
This brake can be applied in less than 1-130 of a second,
and is the improved brake referred to before, as being capable of
bringing to a full stop
in a distance of 8 feet, 10 inches, a train of
70 cars, at a speed of 42.7 miles per hour.
These quick stops open a new era
in dividend getting, and
are worthy of the most solemn consideration.
is just a common every week-day wind sheet.
is a spring hanger.
is a polished steel hand hold charged with electricity by
the calorifluke, so that
in the event of the firemans slipping when
Climbing into the cab, the act of slipping will turn on the electric
in the hand hold, preventing the fireman from falling, be­
cause of his inability to let go of the hold.
This is but a slight tribute
to the high courage of the men
who would dare
to manage this engine, and at another time we
may discuss some of the many pleasant features of this engine
devised to make life more agreeable and worth the living
to those
up ahead.
is the water supply pipe to the injector.
79 is an electric cab step, especially designed for
enginemen with large feet, and who wear heavy shoes. By stand­
ing upon the step and touching a small button, the engineman is
swiftly shot into the cab without exertion on his part.
is bearing brace for brake shoe.
81, 85 pertain to the new and highly improved Whale
injector, which automatically forces 96,378 pounds of water into
the boiler hourly, delivering the cold water directly upon the crown
sheet, which tends
to keep the crown sheet cool and free from
82 is the nose of the running board.
83 shows gage or try cocks designed for left-handed fire­
men, and placed outside of the cab to prevent the dripping of wa­
ter into the firemans dinner pail.
84 is steam supply pipe
to Whale injector.
86, 87, 91, 92 are portions
of the cinder hopper or
frugoeconomiter, and is a device for separating the coal and cin­
ders coming through the carbowallop and delivering them on a
shelf at the back end of fire box, where the fireman with a pair of
asbestos mittens removes large rocks, bits of wire and scrap tin
before returning the coal or cinders to the fire box. Should the
frugoeconomiter become choked by material too large
to pass
through to the fire box, the fireman can remove the covers, 87, 91,
and hit the congested mass a tump with an eight-pound hammer
provided for the purpose, thus starting the stuff in the direction
intended by the inventor. This device exerts a coal saving of 25
which, combined with the saving effected by the
carbowallop, makes a coal economy of 120 percent. The improve­
ments now making will result
in these engines becoming coal pro­
ducers instead of coal consumers, and doubtless the railroads
adopting this locomotive will have coal for sale, or
to give away.
is the steam dome, to which is attached the steam pres­
sure gage, 89. One of the duties of the
fireman is to arrive out on
the running board every six or eight minutes, and keep tabs on
the steam pressure, as exhibited on the gage -the object
in plac­
ing the gage on the dome being
to keep the fireman from sleeping
neglecting to remove the debris coming through the
90 is the steam turret and throttle lever casing.
93 shows a brace for holding the steam hood of the car
heating pipe.
94 is a brace from the steam dome
to the frugoeconomiter,
and acts to resist the impact of stones, coal and cinders coming
through the frugoeconomiter.
is a double and triple silver-plated steam chime whistle
of such power as to be heard, on a still day, at a distance of forty­
three miles, giving the gatemen at crossings ample time
to lower
the gates and to warn passersby to stand at least 37 feet 6 inches
away from the track when these fast trains pass.
96,97 are portions of a new car-heating device. The steam
escaping from the silver chime whistle is caught by the steam
hood 96, and
is carried back through pipe 97, which passes through
the boiler to super-heat the steam, and thence
to the car-heating
system. This effects a saving of 100 percent
in car-heating, the
train being heated by steam that
is usually lost or wasted at the
98 is a cab roof ventilator, which serves to clear the cab
from smoke escaping through the hollow staybolts, due to over­
charging the firebox by smoke returning through the carbowallop.
Each locomotive
is also supplied with a wet sponge, which the
engineer can tie over his face to prevent suffocation, should the
ventilator fail to clear the cab quickly enough.
99 is a signal lamp, similar
in character to the one on the
front of the engine.
is a cab bay-window, so arranged as to afford a clear
view of the track ahead. This does away with the hole-inthe-el­
bow-wearing practice of leaning out of the cab window, prevents
the cold air from blowing the engineers eye out, or the dropping of
equally cold rain water down the back of his neck.
101, 102 are parts of a very finely adjusted, quick-acting
throttle, which
is non-stickable.
103 is an electric nameplate, so arranged as to flash
number up to and including .99999, if for any good and sufficient
reason these numbers can be used for any purpose whatever.
The foregoing explains,
in a brief way, some of the many
economical features of this new wonder
in mechanics.
The inventor stands ready to demonstrate the economics
of this engine, on any kind of paper, either with pen and ink or with
a soft lead pencil with a rubber tip.
The writer has (in his mind) a great works for the building
of these engines, and shops
in which new methods for the eco­
nomical handling of work obtains, and at some distant day
acquaint you with some money-saving devices which, to say the
least, are startling.
The Centennial of Place Viger Station and Hotel
By Fred F. Angus
The Place Viger Hotel photographed in the summer of 1898, about the time itfirst opened.
Photo from Art
Work on Montreal published by William H. Carre, 1898.
On August 13,1898, the Canaclian Pacific Railway opened
its new station and hotel in the eastern portion
of downtown Mon­
The site was not new to the CPR, for it had built the old
Dalhousie Square station (sometimes caHed the Quebec Gate sta­
tion) in 1882 when
it moved its Montreal terminus west from the
old Hochelaga station
of the QMO&O. For six years Dalhousie
Square was
CPs main Montreal station, and it was from here that
the first transcontinental train departed on June 28, 1886. How­
ever CP wanted a more central terminal and on February 4, 1889
Windsor station on Dominion Square opened. However many
trains, those to the north and to Quebec City in particular, contin­
ued to use Dalhousie Square.
As the century neared its end the CPR planned a larger,
more modern station
in the same area as Dalhousie Square. It
also wanted a hotel in Montreal and, as there were already many
hotels near Windsor station, decided that the new Place Viger site
was the place to build it. Accordingly work began, and the project
was completed
in the summer of 1898. The old Dalhousie Square
building was not torn down,
in fact, greatly altered, it still stands.
The Railway and Shipping World, in its issue for August,
1898, had the foHowing to say about the new project:
Place Viger Station.
This station & terminal hotel in the east end of Montreal
was opened Aug.
13. The building was erected in consequence of
an agreement entered into between the Company & the City Coun­
cil. Rather than return to the C.P.R. some property that has long
been used as a park, the City offered to buy a site for a new build­
& exchange it with the Company for the park. The offer was
& the City purchased the site upon which the building
now stands. The Company faithfully carried out its part of the
agreement by erecting one of the handsomest buildings
in Mon­
treal at the cost of $350,000,
& producing at the same time the
& most modern hotel in Canada. It has been funished with
a regard only to good taste
& not expense, & is a credit to the city.
The station occupies a whole block
& is situated on Craig St.,
facing the Viger gardens;
it is bounded on the west by Berri, south
by Notre Dame
& east by Lacroix St. The Craig St. frontage is 300
& the depth, measured along one of the wings, is 116 ft.; the
depth of the main portion of the building
is 50 ft. The tower rises
ft. above the curb, the whole structure forming a grand aggre­
gate of 1,750,000 cubic feet.
The building
is arranged after the idea so prevalent in Eng­
land, with the hotel above the station proper, making it at once a
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haven of rest & comfort for the travelling public. The architecture
is of the French Renaissance. partaking of the type of the bid
chateau found on the banks of the Loire. The general outline
effect of the building is one of great solidity combined with grace­
& with its numerous towers, turrets & quaint gables it
forms altogether a most pleasing sky line. The situation.
in fact, is
of the very best, as it commands a splendid view of the Gardens
& that portion of the city. The C.P.R. evidently does not agree with
those people who think that the west end is the only place for a
first-class hotel. The Company has faith
in the east & has built an
hotel whose magnificence would command liberal patronage wher­
ever the building was situated.
The lower portion of the building
is of Montreal gray lime­
& the upper portion of Scotch buff fire brick with stone trim­
mings, all
in complete harmony. & emphasizing the beauties of
the noble
& graceful style. The Craig Street facade is composed
of the grand portico. with
21 elliptical arches. the portico being
ft. long by 16 ft. wide. It is crowned on the top by a beautiful
balustrade, behind which can be seen the spacious balcony. The
tower raiSing from a graceful sweep into a great circle.
is the cen­
tral pOint of interest
& with its numerous turrets & gables makes a
telling picture. The arcade is lighted from the balcony with pris­
matic lights. This arcade
is one of the most pleasing features of
the building. It runs along the front of the hotel
& has 21 arches.
Broad granolithic steps lead up to it from the sidewalk. The ar­
cade will be a delightful place for the guests to sit out the pleasant
hours of a summer evening,
&. facing the Gardens. will command
a pretty view. The 2nd storey comes out over the arcade.
The building
is 5 storeys high. The slate roofs are very
steep, being at an angle of 50 degrees, studded by copper
& stone
& airy turrets, the whole mass making an unexcelled sky
In the centre of the arcade large doors afford admittance to
the general waiting room, which
is circular in form and is in the
of the whole building. It is 55 ft. in diameter. To the left,
arranged along either side of a main corridor. are the offices of the
executive officers. smoking rooms. ladies waiting rooms
& lavato­
ries. while farther along is the baggage room.
& to the rear of the
baggage room, occupying a whole wing of the building. is the ex-
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These two timetables, dated March 13 1899. are among the earli­
est to show Pla
ce VigeJ: Note that some trains to Quebec and the
Laurentians used Windsor station instead
of Place Viga
press room. To the right of the main waiting room is the hotel
department. All the upper floors are devoted to hotel purposes on
plans arranged to the most modern
& up-to-date ideas.
Passing out through the main waiting room the car tracks
are found. The passenger platforms are covered over with roofs
which run up to the rear of the building. thus putting the passen­
gers to
no inconvenience or discomfort during unfavourable
weather. The station
is one of the most completely equipped of its
kind on the continent.
In the hotel portion. west of the central tower. are the re­
ception rooms and offices just off the corridor. & off the same
corridor are the smoking rooms. cafe, bar. billiard room
& barber
shop. parcel
& cloak rooms. From the centre of the rotunda a
grand marble staircase leads to the 1 st floor, which
is of Mosaic,
with a Greek fret border round each room
& the corridor. The
is wainscotted & trimmed with oak throughout. On the
second floor are the dining rooms, breakfast room. writing rooms
parlors, etc
.• all finished in oak, besides the extensive corridor. 10
ft. wide. running the whole length of the building. Throughout the
rest of the building are found ample sized parlors
& bedrooms,
making a total number of 150 bedrooms. These bedrooms are
arrange to rent en suite or single. as required by guests. In this
hotel will be found all the accommodations necessary. everything
being modern
& up-to-date. electric light wiring. wired throughout
in iron-armored conduit. steam heating. elevators. has net beer,
bells, & a kitchen service unsurpassed.
ce Viger station and hotel served CP well into the twen­
tieth centur
y. However it was soon found that the decision to lo­
cate the
hotel in the eastern portion of the city was a mistake; it
was too far from the centre of the city. and this was many years
before Old Montreal
became a tourist attraction. During the De­
pression of the 1930s, the hotel closed, and was later bought by
the City of
Montreal as a City Hall annex. Not until 1965, with
the construction of the Chateau Champlain. would CP again have
a hotel in Montreal. The station continued in
passenger service
ough both world wars and well beyond. Finally, in 1951, the
last passenger train departed from Place Viger and all service was
transferred to Winds
The Place Viger hotel still stands and is still in use as city
Its ex.terior looks just as impressive as it did when it opened
in 1898.
We sincerely hope that this great chateau-style building.
now a century old.
will stand for many years to come.
Still More on the Montreal and Lachine!
That. application will he ,.made. at the next
-.IOB . of Parliament, for an Act· to I-neor
. porate certain persons toconstract
Montreal, .. to Laehine,
mom la~B-~m DII&111I1U
.I@~rr~~~~ ·.···ffil~~l~~_~
~QJf~fr ~Mr!IVIl
Our recent articles on the Montreal and Lachine Railroad have been very favourably received by the members and have attracted
much comment. Recently this historic item turned up which
is just too good to omit. It was evidently a poster, printed in November 1845,
announcing that it was intended to apply for incorporation
of the Montreal and Lachine Railway. Notice the emphasis on the word railway.
This was the latest technology, and 1845 was the year
of the Railway Mania in England, news of which had undoubtedly reached Canada.
The poster from which this illustration is made
is a photostat, most likely made from an original at the time of the M&L centennial in 1947.
An interesting observation
is that the intended name, as shown on the poster, was the Montreal and Lachine Rail~ Company,
wheras the name, as actually incorporated, was Montreal and Lachine Railroad Company.
If any members have any further mateIial on the M&L send it in and we will print it. There seems to be a lot of interest in this
pioneer line, and we are always ready to oblige.
Fees for the Use of the CRHA Archives
Can-Car photo C-3038, lot 799 Canadian National Railways parlor-buffet cars, May, 1929.
As previously promised, below are the fees for the use of the CRHA Archives, located in the Hays building at the Canadian Railway
in Delson / St. Constant.
Please note that the author
of the article Whats Cooking in the Archives, in the January -February 1998 issue (No. 462) was Mrs.
Josee Vallerand, and not Jean-Paul Viaud
as stated in the article.
Effective September 22, 1997, modified June 14. 1998.
20 cents a copy
Also available
by fax by prior arrangement.
of photographs:
of negatives:
Standard: $10.00
Non standard $20.00
Enlargements with negatives:
4XS: $10.00
SX7: $20.00
11X14: $34.00
& White: $10.00
Colour: $12.00 Scanning:
One image per disc: $IS.00
Tracing: $20.00 per plan.
$IS.OO per plan.
$1.50 per microfilm.
$2S.00 per hour (minimum
1 hour) for research done by the Ar­
$S.OO per day for conSUlting documents. after first IS minutes.
Calculated for each package sent
by post.
IS% of the total of each order.
Applicable to each order.
All prices subject
to change without notice.
Electric Locomotive 6710 Plinthed at Deux Montagnes
When the commuter line between Montreal and
Montagnes was modernized, the old equipment
was retired on June 2, 1995. At that time five of the six
original Canadian Northern electric locomotives
of 1914
were set aside for preservation.
Number 6711 (the one
that pulled the first regular train through the tunnel) went
to the Canadian Railway
Museum within a few days. At
the same time 6711s running mate, 6710. the first of
the series, was designated for display at Deux Montagnes.
On July 19, 1998, No. 6710 was moved from
storage and plinthed (i.e. placed on permanent dis­
play) outside the new commuter station at Deux
Montagnes, about a mile beyond the old terminus. It is
very fitting that this locomotive be displayed there; close
to the railway line that it served so well for more than
75 years. We hope it will soon get a new paint
job (which
it sorely needs), and that it will be kept in good condi­
tion for many years to come.
ABOVE: 6710 heads afive-car commuter
train at
Val Royal on April 10, 1995, less
than two months before it was retired. The
second unit in the train
is 67/1 which is
now at the Canadian Railway Museum.
LEFT AND BELOW: Two views of 6710
in its new location at Deux Montagnes on
21, 1998, only two days after it was
placed there. Already new sod
and land­
scaping has been placed adjacent to the
of track on which 6710 rests, mak­
ing a very allractive display. Hopefully the
peeling paint will soon be re-done!
All photos
by Fred Angus
Book Reviews
Reviewed by Fred F. Angus
By Douglas N.W. Smith
Published by
Trackside Canada
P.O. Box 1369, Station
Ottawa, Ontario, KIP 5R4 Price $25.45 postpaid
This 100 page profusely illustrated (132 illustrations, pho­
tos and diagrams, including
44 in colour) publication is actually,
despite its name, the fourth
in the serious of books on Canadian
passenger train service.
The three previous volumes were known
as Canadian Rail Passenger Yearbook and bore the dates 1993,
1995 and 1996-97. Since they do not necessarily appear on an
annual basis, the term yearbook has been replaced by review,
and the numbering re-started at
1. An innovation this year is the
square back binding, making it appear more like a book, rather
than a magazine.
of its name, the present volume continues the
high standard set
by its three predecessors. First is the introduc­
tion, then follows the two years (1996 and 1997) in review, to­
gether with suitable illustrations. Then there are the feature arti­
cles, including: Commuter Rail trials in Alberta, the American
Orient Express, the B.C. Rail dinner train, the Flexliner, the
Maynooth Community Mixed, the West Coast Express, the
newly-rebuilt VIA HEP cars, thirty years
of GO Transit, and, the
longest article
of all, a 44-page history of railway stations in Lon­
don, Ontario.
The latter article is worth the price of the entire
book, as it discusses no less than fifteen stations, from more than
half a dozen railways, that have existed in the Forest City from
1853 to the present. Most
of these stations are illustrated, some
with extremely rare views. Following the London article, The
Departing Image, and
an impressive back cover end the book.
Whether or not you have the previous three volumes, the
new Review
is highly recommended to anyone who is interested
in Canadian passenger train service.
The Winnipeg Hydro Tramway, 1907 to 1996
By Peter
J. Lacey
Published by
J. Lacey
P.O. Box 233, St. Vital Station
Winnipeg, Manitoba, R2M 4A5
This 112-page hard-cover book tells the story
of a little­
known railway, the Winnipeg Hydro tramway. It should not be
confused with the Greater Winnipeg Water District Railway, which
was the subject
of a previous book by the same author. As Mr. Lacey says
in his introduction: The Tramway was started in 1907
is still running today. Not very many cities have two pri­
vate railways, still less operating ones, but Winnipeg does. Both
the railways were constructed for the most utilitarian reasons, but
nearly a century later remain as fascinating stories
in their own
rights and as bridges from the past
to the present.
The book begins with the history of the Winnipeg hydro
power scheme and the reason for the railway. It then follows the
of the railway from J 907 to the present, including
t.he now-closed line to Lac DuBonnet. Also described are the many
strange pieces
of rolling stock that have been used over the years,
including a detailed history
of one amazing survival. This is loco­
No.3, which began life in Glasgow Scotland in 1882 as
CPR No. 22, one of CPs first new locomotives. In 1917 and 1918
this locomotive was leased to Winnipeg Hydro, and then sold
them later in 1918. Still owned by the City of Winnipeg, this 116
year old veteran is better known as the Prairie Dog Central,
which hauled trains
of happy tourists (and locals) for many years
and, hopefully will do so again in the future.
For anyone with an interest in Canadas smaHer railways,
or an interest in strange rolling stock, this book will be a wel­
come acquisition.
THE SCHOOL CAR: Bringing the three Rs to Newfound­
lands Remote Railway Settlements, 1936 to 1942
By Randy
P. Noseworthy
Published by
R.P.N. Publishing
P.O. Box 23, Main Street
Whitbourne, Newfoundland,
While the school cars of northern Ontario are fairly well
known, the school-an-wheels that once brought education to the
remote settlements
of Newfoundland is much less familiar to rail
enthusiasts. This
is partly due to the remoteness of the area, and
also to the fact that in the time under consideration (1936-I 942)
Newfoundland had not yet joined Canada but was still a British
colony. Mr. Noseworthys 202-page book, with
131 illustrations,
is more than a history of the school car; it has much general his­
of the Newfoundland Railway, and captures some of the spirit
of that unique railway system.
In 1936 the Newfoundland government decided to emu­
late Ontarios successful school car program and placed a school
in servive. The car used was the Shawnawdithit, formerly
the private car
of Lord Northcliffe of the Anglo Newfoundland
Development Company.
It had been built in 1909 by the Silliker
Car Co.
of Halifax, N.S., but had not been much used in the years
just prior to 1936. The school car idea was successful and worked
for six years but during World War II it fell on hard times and
was discontinued about 1942.
The old car then went into regular
passenger service, and was finally retired
in 1951. In 1952 it was
in two, one half was dismantled for its lumber and the other
half became a cabin. Abandoned for many years, this last rem­
of the old Shawnawdithit is shown in some photos taken in
I 994 in the very last stages of decay.
Besides the details
of the history of the school car, this
book also has stories by persons who taught, and were taught,
tbe car. There are also anecdotes about the car and the Newfound­
land railway
in general. Those who like books on this fascinating,
and alas now vanished, railway will like this one.
The Business Car
Lee Theodoros, Bloomberg News
New York -Toronto, Grey and Bruce Railway Co
., a de­
funct Canadian rail line, convinced bond investors in 1883 that it
was a safe bet when it borrowed 719,000 British pounds for 1,000
years. One hundred and fifteen years later, the Southern Ontario
is run by Canadian Pacific Railway Co., which finds its
$1.18 million worth
of 4 per-cent bonds due in 2883 to be an
administrative headache. Canadian Pacific
is trying to convince
holders to exchange each bond for Canadian Pacific stock or the
securitys face value of 100 pounds, or about $248 Canadian.
Theyve cost us a small fortune to keep alive, said John Robson,
assistant treasurer at Calgary-based Canadian Pacific Ltd., the
railroads parent. Canadian Pacific still prints annual reports for
TG&B investors and pays interest on the bonds.
Railroads were among the biggest borrowers
in the 1800s
as they expanded across North America, financing growth with
bonds due in
100,500, or even 1,000 years. Today, long term
usually means 30 years. Exceptions include Walt Disney Co. and
Coca-Cola Co
., which sold 100-year bonds, and Safra Republic
Holdings SA, which in October issued bonds due
in 1,000 years.
Canadian Pacific wants
to retire the debt, issued to finance
a 999-year lease,
as well as shares and debentures of Ontario &
Quebec Railway Co., another defunct line with investors who re­
quire financial updates, dividend payments and annual shareholder
meetings. We used to
joke around here that we might have to
hold the next shareholders meeting in a cemetery, said Robson.
The TG&B bonds dont trade. Most are held by heirs of
the original buyers from Scotland to Australia, or by collectors,
Robson said. Printed in black and green with a raised red seal, the
bonds are engraved with pictures
of a smoke-belching steam en­
gine pulling into a station, and a paddleboat. Collectors sell them
for about $250, said William Hardison, a retiree in Florida who
collects old bond and stock certificates. The price could rise to as
much as $350 as the TG&B bonds become scarcer, he said. Cana­
dian Pacific is offering to return the bonds to investors -once
theyre canceled, Robson said.
Source: Montreal Gazette, July 23, 1998.
The official car Champlain, used for many years by Vice­
President Shaughnessy, has been sent to Winnjpeg for the use
Manager Whyte, of the Western Lines, whose car no. 15, which
as no. 10 was the General Managers car when Sir Wm.
Van Home
first occupied the position, has been sent to Vancouver for Gen­
eral Superintendent Marpole, of the Pacific Division. Mr.
Shaughnessy will
in future use the Metapedia, which was built
for Lord Mountstephen (sic) when he was President. Sir
Wm. Van
Horne sticks to the Saskatchewan, of which so many railway men
& others have pleasant recollections.
Source: Railway and Shipping World, September, 1898.
Washington -Canadian National Railway Co. asked U.S.
regulators to approve its $3-billion acquisition
of Illinois Central
Corp., a linkup that will create
an 18,760-mile carrier with 26,000
employees operating
in 16 U.S. states and eight Canadian prov­
inces. Canadian National filed its acquisition plan with the U.S.
Surface Transportation Board on Wednesday [July 15, 1998]. The
two railroads reached an agreement in February, which will ex-tend the Canadian carriers reach to the U.S. Gulf Coast. Cana­
dian National president and
chief executive Paul M. Tellier, in an
interview, said he asked the board for speedy approval of a merger
that makes a lot
of sense. Tellier said the merger is very much
pro-competitive, and that no shipper that currently is served by
two railroads will lose its access to competing carriers.
Many shippers have complained to the rail board that the
last two mergers -the Southern Pacific into Union Pacific Corp.
and Conrail into the
CSX Corp. and Norfolk Southern Corp. –
in many of them losing their access to competing railroads.
Rather, Tellier, said the merger will combine the strong Canadian
National and its money-losing U.S. subsidiary, the Grand Trunk
Western, with the Illinois Central, a regional carrier that runs be­
tween Chicago and New Orleans.
He said Illinois Central was
by the consolidation wave that has reduced the U.S.
rail map into four major systems: Union Pacific, CSX, Norfolk
Southern and the Burlington NOlthern Santa
Fe Corp.
Within three years
of the merger, he said, the deal will
add $350 million a year to Canadian Nationals gross revenue,
making Canadian National the biggest
of the small guys. Last
year, Canadian National had revenue
of about $3 billion, while
Illinois Centrals revenue was about $700 million.
The merger is
in line with his companys belief that the major future growth in
the rail industry will be in north-south movements, between Canada
and the U.S. and the U.S. and Mexico.
If the board agrees, Cana­
dian Nationals route map will look like a
Y, from Halifax to Van­
couver to New Orleans on the U.S.
Gulf coast.
Source: Montreal Gazette, July 17, 1998.
It is not generally known, says the Texas Railway News,
that the famous North & South Railload formerly had no telegraph
wire. It runs a short distance in Southern Texas and has two trains.
Recently these trains met mid-way. There was a great quarrel as
to which train should back
up to the end of the line. Finally the
conductors agreed that the train having tbe less number
of pas­
sengers should back up.
The passengers were counted. One had
rune, the other ten, and the train with the nine passengers backed
to its starting point.
Source: Locomotive Engineering, December, 1897.
On July 23, 1998, Canadian National Railway Co. reached
a deal to sell its
157-blometre rail line in the Eastern Townships
to Emons Transportation Group, a U.S. short-line rail operator.
The CN line, known as the Sherbrooke subdivision, runs between
Ste. Rosalie and the U.S. border. The line carries about 22,000
of freight and 12,000 intermodal containers a year, mainly
for shippers in the chemical and pulp-and-paper industries. No
purchase price was disclosed. Selling the Sherbrooke subdivi­
sion to Emons is
an ideal way for CN to preserve and improve rail
service for shippers in
the Eastern Townships area, Francois
CNs assistant vice president (network restructuring) said.
The new short line will also strengthen
CNs key rail link to New
England for its carload and intermodal business.
The Sherbrooke Sub was once the Canadian part
of the
Montreal -Portland line
of the Grand Trunk, and was originally
called the
SI. Lawrence & Atlantic. The U.S. portion (nee Atlan­
tic & St. Lawrence) was sold some years ago and
is now the St.
Lawrence & Atlantic (no relation to the original St. L & A.).
The famous funicular railway in Quebec Ctiy, running
between Lower Town and Upper Town, was closed following a
serious accident in which the cable broke and a car plunged
to the
bottom, killing
one passenger. This funicular has since been com­
pletely rebuilt, including the latest safety devices, and little or
nothing remains from the old one.
On April 30, 1998, the rebuilt funicular reopened to the
public and has been in service
ever since. Our member Mark Paul
was in Quebec City on that occasion, and sends this photo, taken
by Rhoda Riemer
on the innaugural day.
For more than eighty years, a funicular railway operated
from the beach at Port Stanley, Ontario, to the bluffs above. In the
days of the London & Port Stanley electric line, thousands of
people rode the L&PS to Port Stanley for a day at the beach. One
of the attractions there was a ride on the funicular to the top of the
bluff, where
one could climb an observation tower and look out
over Lake Erie. Although passenger service on the L&PS ceased
in 1957, the funicular continued for another decade; your editor
recalls riding it in 1964. Eventually it was closed down when the
provincial government decided that it was an elevator and did not
meet the standards for operation of elevators.
On July 15, 1998, your editor returned to POit Stanley for
the first time in
34 years. Little remained of the funicular except
some obvious traces of the upper station. However, in the parking
of a supermarket were the two cars, still in excellent condi­
tion, as you can see from the above photo taken on that day.
A big sign, complete with redundant apostrophe, at Kitchener
station, advertising the new train. Photo by Fred Angus
Via Rails new early-morning service pulled out of the
Kitchener train station Monday [June 15, 1998] with a few pas­
sengers hoping it was the beginning
of the end. The end of the
white-knuckle drive to Toronto, that is. I can
just relax and read
the newspaper, said Kitchener
commuter Wendy Fisher. If youre
driving to Mississauga, then taking the GO train, youre constantly
on the move. There is no time to relax.
About 50 people boarded
the three-car Via train in Kitchener, clutching free coffee and a
or two as the railway inaugurated a schedule change aimed
at attracting the occasional
or frequent commuter. Its not an added
train: Via has moved its mid-morning service, which arrived in
just after 9 a.m. to a 7: 18 a.m. departure. The train now
gets into Toronto at 8:50 a.m.
The west-bound afternoon service
of Toronto remains unchanged, leaving at 5:30 p.m. A one­
way ticket costs $20, plus tax, but there are savings for booking at
least five days in advance. Via also has a lO-round-trip-ticket deal
for $180, plus tax, which cuts the cost
of a trip in half. This sum­
mer, children 12 years old and under travel free within the Via
system when they are accompanied by a fare-paying adult. While
50 is not a remarkab.le number of passengers for the station to
handle at
anyone time, the group which climbed on board Mon­
day included more briefcase-toting commuters among the usual
luggage-lugging travellers.
Kitchener bas seen passenger-rail service through the city
fall from five daily trains each way in the mid-1980s to two trains
each way today. Starting in the fall
of 1996, Via ran a six-month­
long experiment with an early-morning service using a Danish­
built Flexliner train. Impressed by the passenger interest but dis­
appointed with the machinery, Via dropped the service. After a
of lobbying by politicians and train advocates, Via announced
the schedule change last month.
Source: Kitchener-Waterloo Record,
June 16, 1998.
This line having been completed, will be open for passen­
ger traffic Aug. 28 [1898], by 3 hours service between the two
cities, two trains a day each way.
Source: Railway & Shipping World, August, 1898.
The gauge of this line, from Montfort Junction to Arundel
Quebec, has been changed from 3 feet to standard, 56
lb. rails
being used.
Source: Railway & Shipping World, August, 1898.
One of the last VIA conductors (unidentified) looking out
of the Ocean at Moncton on June 29, 1998.
Moncton Times & Transcript
An era in Canadian passenger train history came to an
end at midnight on June 30, when VIA Rail abolished the job of
passenger conductor. This move was not unexpected, in fact it
had been postponed more than once, but
it does mark the end of a
tradition going back to
In the earliest days of railways it had been decided that
the conductor, rather than the engineer, would be in charge
of the
train. This was largely due to the difficulty
in those days of com­
municating with the engineer on a moving train. Today times
changed, and passenger trains are becoming more like ships and
airplanes, where the captain,
or pilot, is in charge of train opera­
tion while the
passenger representative is in charge of matters
dealing with passengers (e.g. collecting tickets and dealing with
complaints etc.).
Your editor was in 5ackville N.B. on June 30, the last day,
nd saw the last Ocean to have conductors. On that day The
Moncton Times & Transcript had a good al1ic.le on the subject
from which the following is taken:
Via Rail conductors wont be celebrating Canada Day
tomorrow. About 250
Via conductors across Canada are losing
their jobs on the nations birthday, as the company replaces them
with technology. Thirteen conduclOrs
in MonCIOn are affected by
the job cuts …… The conductors, most
of whom are men aged 40-
50, can chose early retirement, severance packages, or rejoining
Canadian National (CN), where they still have conductors on their
freight trains ….
[However, in most cases, CN will not be taking
them back. Ed.]..
114 JUILLET -AOUT 1998
They are victims of technology, said Bradford Wood,
general chairman of the Brotherhood of Locomotive Engineers,
which represents the conductors. The engineers have moved with
technology, but the conductor has more or less been consumed
by the technology. The conductors were the gods
of the trains in
the 1940s. When they went to diesel electric in 1956, the technol­
ogy started
to overcome their craft . The union has also negoti­
ated with
Via 10 enable about 100 conductors to become locomo­
tive engineers,
Wood said, since CN may also be looking at re­
moving conductors in the future …..
Via made the decision to cut conductors from their trains
over a year ago, with the finishing details finalized this week. The
decision came after the company surveyed
its operation to trim
the fat
of duplicated services. That search led them to the role and
of the conductor, he said. Once needed to give trains
the OK
to move and to seat passengers and take tickets, the duties
of the conductor have been spread out to other employees or made
unnecessary through technological improvements. Locomotive
engineers and on-train service personnel will now take care
these services …..
John Pearce, president
of Transport 2000 Atlantic, a Hali­
fax-based consumer interest group
for travellers, said the cuts
are bel/erfor consumers than cutting trains.
I dont want to play
down the fact that this is a job loss
, he said. The key is that it is
the lesser of two evils. You either cUi back on staff or you cut back
on train service. Vias in a real bind and anything they can do to
continue their service
is good.
While there is some nostalgia for the good old days,
perhaps the day
of the conductor had indeed passed. Unfortu­
nately one
of the last incidents reported concerning a conductor
occurred on June 25, less than a
week before the end. It was a
of surlyness to a passenger on one of the corridor trains, and
it made the national newspapers. Although such cases were in the
great minority, even one
is too many. It remains to be seen how
the duties
of the conductors will be handled by the on-board per­
sonnel. We hope that the looked-for benefits will be realized, and
that VIA passenger service will maintain its high reputation.
Jan Ravensbergen, The Gazette
it recycling -writ extra-large. After several years of
delay and planning, the first group of 50 houses are in varying
of completion on the biggest land-redevelopment site on
the Island
of Montreal, 5.4 million square feet in the Rosemont­
Petite-Patrie neighbourhood.
The turf once served as the bustling
Angus maintenance-and-Iocomotive-building shops for Canadian
Pacific Railway, and was long the districts economic engine.
In the
past few weeks, Angus has become a construction
site. About 28 miles
of rail track once installed on the site have
been pulled out. Developers insist the soil
is being thoroughly
of heavy metals and oil, with decontamination of
the first residential phase to be completed in the next 10 days.
Plans ca
ll for construction of about 1,200 housing units over the
next eight years, to provide relatively low-denSity housing for
about 5,000 people, in addition to an industrial park and retail
and commercial space.
The ambitious project is designed to keep
families on the city
of Montreals tax rolls -to encourage them to
in the city rather than choose the suburbs, said Jacques Cote,
president and
chief executive of Canadian Pacific Ltd. subsidiary
5t. Lawrence and Hudson Railway.
Cote made the comment to
reporters during a tour
of the site. One deal landed thus far is a
& Cie. store, which is to occupy a big chunk of the 450,000-
square-foot locomotive shop, said CPR real-estate executive Marc
Lapierre. That $12-million project, bankrolled by Provigo Inc.,
is expected to open next spring. Talks are under way to incorpo­
rate historic and railway-related items inside the Maxi store, pay­
ing tribute within the sprawling, renovated red-brick structure to
the industrial history the site represents.
The Angus site was once largely swampland, but was ini­
tially developed
in 1904. Steam locomotives were built there un­
til the diesel-locomotive age arrived in the 1940s. Over the long
term, that turn
of technologys wheel spelled decline and, ulti­
mately, doom for the shops, as well as unemployment for its work­
ers. At its production peak during World War II, the Angus Shops
had a work force exceeding 12,000. They built 1,420 Valentine
of which 1,390 were shipped to the Soviet Union to fight
the Nazis. When the shops closed in 1992, the work force was
down to 900 people.
Source: Montreal Gazette, June 11, 1998.
Heather Sokoloff, The Gazette
North Shore commuters are now assured their beloved train
will keep running through the year 2000. We had to get 1,500
people to take the train every day so we could keep it, and we had
no problem getting that, said Nicole Houle, managing director
of the public-transit agency for the lower Laurentians. The Mon­
treal-Blainville train
is attracting about 3,000 users every day,
according to Rosemere Mayor Yuval Deschenes -and he would
like to see this figure increase to 5,000 within two years.
route began last spring as an experiment to prevent more traffic
congestion when a bridge linking the North Shore to Laval closed
for repairs.
Yesterdays [May 25, 1998] announcement from the Met­
ropoli tan Transport Agency that service will be renewed for an­
other two years means the train has matured from a temporary to
a permanent solution -and the preferred transportation option for
many conunuters.
The number of trains has been increased to six
from three
in the morning, and to eight in the evening. And stalt­
ing July
1, train users will be able to use their tickets to ride the
Metros and buses on Montreal Island.
Deschenes likes the step-by-step approach to getting the
train rolling. We had a chance
to get our people used to it before
it caused us any financial implications. In addition to the user
fares that covered 44 per cent
of the cost of the train, the MTA
and the Quebec Transport Department covered the rest. In Janu­
ary, 10
of the North Shore municipalities got together and de­
cided to make an annual contribution
of $500,000 -making the
train a partnership between the users, the MTA, and the munici­
palities served by the train, Deschenes said. He said the train
increases the property value
of Rosemere homes. It costs about
$10,000 a year to operate a car, and the train prevents families
from having to buy a second car. This means more people will
stay in Rosemere, instead
of moving into the city. It also means
there will be less people on the roads, Deschcnes said.
Traffic congestion
is a major problem, as road and bridge
capacity has not kept up with the number
of vehicles on the road.
The MTA says there were 1.03 million vehicles in the Montreal
15 years ago. Now, there are 1.5 million. We dream of the
day that everyone will use rail transportation, said Normand
Parisien, the Quebec director
of Transport 2000, a lobby group
that supports public transit. Although Parisien is thrilled with the
Blainville train, he feels that it is long overdue.
Weve been push­
ing for this train since CP Rail closed the Sainte-Therese service
in 1980, he said. The Blainville lines success might push gov­
ernments to bring in more commuter trains. In the next two years,
we will study the possibility
of extending the train up to Saint
Jerome, and bringing it downtown to Windsor station, among other
options, Houle said.
Source: Montreal Gazette, May 26, 1998.
A decade after the historic Canadian National Railways
in Burlington, Ontario, was closed to passenger service,
community volunteers who worked to save the building are de­
by the prospect that it will soon be renovated by a private
company and used for corporate offices.
in 1906 as a combination passenger and baggage
depot, the Burlington Junction Station, also known as the Free­
man Station, exhibits the appealing picturesque quality and sty­
listic features
of stations built by the Grand Trunk Railway dur­
ing its most extravagantly competitive era.
The architectural value
of the Station and the economic feasibility of its restoration have
been confirmed in historical, technical and structural reports pre­
pared from 1988
to 1994.
In 1993 volunteers and community groups, organized
the Save Our Station Committee whose mission was -to relo­
cate, restore, and reuse the Freeman Railway Station in Burlington,
The City of Burlington and especially VIA Rail, which
took over the building from the CNR
in 1986, played key roles in
ensuring the projects success. VIA rail effectively mothballed
the structure, securing it from
damage during the years it was
During the past six years the SOS Committee mobilized
many partners, and a fundraising campaign veteran. Financial do­
nations and gifts
in kind were provided by the Burlington Histori­
cal Society, the Rotary Club, the Venture Inn, Homecoming Pro­
ductions, and many enthusiastic individuals.
These funds will
contribute to a publicly funded heritage restoration.
The persistence
of the SOS Committee, and in particular
of its Chair, Ruth Robbers, through six years of changes and de­
lays, kept the Station
in the news. Now the Aston Group Inc., an
interim management firm based
in Burlington, has annou;1ced that
the station will be restored as a landmark building for a company
developing new high-tech systems. Congratulations to everyone
in the struggle to save this piece of our heritage. Well
Source: The Heritage Health, Fall-Winter 1997, via Mark Paul
Two more significant diesels have anived at the Canadian
Railway Museum. Former VIA 6765 (nee
CNR 6765) arrived from
the Windsor & Hantsport via the CPR, and,
stop-the-press news,
we report that CP Rails unique 4000 horsepower C-640, No. 4744,
in March 1971, was delivered to the Museum on July 20,
1998. More details later.
BACK COVER: A West Island commuter train, westbound out of Montreal, and powered by FP7A No. 1302, rounds the curve on the CP
just west of Beaconsfield, Que. on Sunday, September 4, 1994. The extreme telephoto lens makes some velY interesting and pleasing
effects. The curve looks as sharp as an interurban line,
and St. Joseph S Oratory, thirteen miles away, shows clearly, looking as if it was
afew blocks behind the train. Photo by Pierre Ozordk
This issue of Canadian Rail delivered to printer July 28, 1998.
Canadian Rail
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