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Canadian Rail 472 1999

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Canadian Rail 472 1999

ISSN 0008-4875
Postal Permit No. 1494279
OF CANADIAN RAIL. ………………………. . FRED ANGUS………. 123
MET AT KINGSTON …………………… . LORNE C. PERRy …. 141
.. 150
FRONT COVER: On the first page of the first issue of the CRHA News Report was the notice of a trip to Lachine with car 1042.
This was the
second CRHA chartered excursion, and was held on October 30, 1949. This view shows 1042 about three and a half
years late/; on April 6, 1953, on the siding at Cartierville waiting for the rush-hour to begin. Car 1042 was a/ormer Montreal Park and
Island Railway
car, built in 1902, and rebuilt in 1921. Unlike the others of its class, 1042, the/irst to be rebuilt, retained more of its old-time
features, including the five-window front, the wooden unde/frame and truss
rods, and the early basket fendeJ: By 1950, these features
were unique among Montreals 1000 street cars. Notice the
ad/or the Star Weekly Coronation Special issues: the Coronation was held on
2. Old 1042 was retired in 1954, and was scrapped three years later. Photo by Fred Angus
A montage offifty-one covers of Canadian Rail and its predecessor, the CRHA News Report. Shown is one cover for each
1949 to 1999 inclusive, since the publication was established. Each of these covers is pictured, in larger size, inside.
For your membership in the CRHA, which
includes a subscription
to Canadian Rail,
CRHA, 120 Rue St-Pierre, SI. Constant,
Que. J5A 2G9
Membership Dues for 1999:
In Canada: $36.00 (including all taxes)
United States: $31.00
in U.S. funds.
Other Countries: $52.00 Canadian 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.Q. H3Y 1 H3.
No payment can be made for contributions, but the
contributer will
be given credit for material submit­
ted. Material will
be returned to the contributer if re­
quested. Remember Knowledge is of little value
it is shared with others.
EDITOR: Fred F. Angus
CO-EDITOR: Douglas
N.w. Smith
W. Bonin
LAYOUT: Fred F. Angus
PRINTING: Procel Printing
DISTRIBUTION: Joncas Postexperts
Fifty Years of Canadiall Rail
By Fred Angus
One day in October 1949, an envelope appeared in the
mail of each of the approximately thirty members of the
C.R.H.A. In this envelope was a document headed with the
of the Association, and the date October, 1949. It was
printed in purple ink on a
Gestetner machine and folded in three
to fit a No. 10
these articles are still of considerable value today, after sixty
years. Unfortunately, the Bulletin, like so many other things,
became a casualty
of World War II, being discontinued in 1940,
about a year after the outbreak
of the war. In fact the CRHA
itself almost became a wartime casualty, as the active
Each sheet was printed on
only one side, which was
to be a feature of the
publication until October
1960. Beneath the date was
notice that the next
meeting would take place
the Queens Hotel,
foHowing which was a trip
committee announcement
that it was proposed to have
trip with a former
Montreal Park & Island Ry.
street car, at a fare of $1.25
excursion was held
October 30, using car
1042 on a run to Lachine.
On this tri p your present
editor applied to join the
CRHA as a junior
member). Following the
trip notice was a heading
entitled Items
This filled the remaining
three pages and contained
seven items: Diesels for
Napierville Jet. Ry.,
C.P.R. Dieselization of
Newport Subdivision,
Steel Cars in Use on
C.P.R. Local Trains 519
and 510, C.N.R.s 9000
Series in Suburban
Service, Trolley Buses
Take Over Passenger
Service in Cornwall,
Buffalo Creek Loco-
9GTOBSR, 194~
The ref,U1Ar monthly of tho Ageocl~t1on 11111 be held on
October 12 ilt 8.15 P,B. 1n Room 153 of the ~enn6 Hotel
Pro~ramme; The regular buslness of the meBtinp; ,,111 be fol10weci by n ehowlng
of n90roxlWRtely 150 coloreo (rilldnchromB) Blloee
token by member fIr. B. A. Toohey. A numl,.r of the Ali taken durin~ the paet Aummer at the Chicnp,o Rnilroon fnir, ThaAe
include scenee from the oneennt ihe01s a-Rolline: on~ mp.ny of the
rAllroAd exnib1te. Mony interestlnF, locomotives ere used in the
pngennt Rno daFe from ns eArly ne 1831 right up to modern timee.
Many views of .tenm. operAted on rAilrOAds in COnRnn ~n< the United Stotes ore Included
in.the selection.
AS this mAetin8 is expected to be oRrt1culnr1y interARtinF,. it i.
110ped thot 011 ,embers will olnn to Attend. Visitora Ano gtleete
will be especiAlly weloome os it 10 desired to hAve na lArge A
turnout aa o08s1ble.
In View or the sucoee. and intere.t ntten~inR the A.eooiRCion.
out ing 1n tho obeervnt ion CRr in I;IlY -it ho G been proposed by
the trip coram1ttee to hnv Rnother trio on the BontreRl TrAm,,ys
System this FAll -usin8 one of the (armor Hontrl Pnrk & IslAnd
RoilwAY suburban CAre for A SundRY Afternoon outing. .
to be followed will be along several former routes of this
or1ginal SUburban rall The trip committeo. deciaion to stAge this trip w111 depend on
the amount of interest, ~xpr.GAed by the membersh1p at th. October
IDestine; when ticketa will be plaoed on Daleo finre 19 ~1~25 per
Two 1500 H.P. road-switcher type diesel-eleotrie locomotivee
are on order at the Montreal Locomotlve Horks for the Nllpiervllle
Junotion Railway, They will replAcs th~ two ConsolidAtion tY98
(2-8-0) eteAm looomotivee now 1n service on the line between Delaon,
Que .. Rnd Rouses Point, N.Y. The eteAm looomotives (NOB. 914 and
1089) are etAnda·rd DelRwAre nnd Hudson HR. 10ColllotiveB ond lOre
Aoheduled for the sorRp pile. ~o ateel bey window cAboOBSS, A180. on
order, will replace the present wooden ones.
The first page of the first issue. Octobel; 1949. Ironically, the first news
item referred to Delson where, years late
r, the CRHA would build the
Canadian Railway Museum.
membership dropped to
less than twenty, and only
few devoted members
kept it going, having
meetings in members
homes, and planning for
better days in the future.
The return of
peace in 1945 meant that
that perhaps these better
days were almost here, but
there was not much growth
until late in the 1940s,
when more new members
joined and the Association
began to expand agai n,
both in numbers and in
activities. In May 1949 the
first excursion for more
than ten years was held,
and consideration was
given to having a publi­
cation once again.
The new publi­
cation did not pretend to be
erudite as the former
Bulletin. For that reason it
did not
continue with its
number series. It was
merely an announcement
of forthcoming activities
within the Association,
plus news items that might
be of interest to the
members. Although dated,
it was not
numbered (the
motives Acquired by C.N.R., Train of Tomorrow in Canada.
Although no one realized it at the time, this little four page
announcement was the first issue of a publication which has
come the present Canadian Rail, and which now
commemorates half a century of publication.
numbers were added
retroactively a few years later). It didnt even have a name! For
the first 21 issues it simply had the name of the Association
and the date as the
masthead. On one memorable occasion
(September 1950) the name
of the Association was wrongly
shown on the masthead as Society.
Not until February 1952
did it acquire a name; from that date for the next ten years it
was known as the
CRHA News Report. In 1949 the News
RepOlt was definitely an experimental effort, edited
by E.A.
Toohey and cranked out on the old duplicating machine. Its
survival depended on how well it was accepted by the members,
a fact that has been true throughout its existance, and is still
very true fifty years later.
This was not, of course, the first publication of the
CRHA. In 1937 the Bulletin of the Canadian Railroad
Historical Association made its appearance, and for the next
three years, under the editorship of Robert VV Nicholls,
published many extremely interesting alticles, covering a wide
of subjects of interest to railway historians. Some of
In the issue for
November 1949 appeared
this announcement which,
except for names and dates,
is basically still valid:
success of this bulletin
depends on the volume of
news items submitted by the
members. It would be
appreciated if you could
arrange to contact MI:
Toohey before the twentieth
of each month in order that
all items may be included
the monthly issue.
This completes the dispo­
of the cars used in city
operation by the railway.
November, 1949.
A portion of the C.PR.
Olford Sub-division /ine,from
a point near Valcourt, Que.,
to Kingsbury, Que,. –
miles distance, will be
abandoned on December
15th., 1949.
December, 1949.
Smoke deflector wings
of the 6200 class C.N.R.
locomotives are being
removed from many of this
class of locomotive. After
several experimental modific­
ations, these wings are now
being removed entirely, and a
small flanged extension is
to the smoke stack in
their place.
December, 1949.
By issue number 2,
the first feature article
appeared, an account, by the
of a visit to the Grasse
River Railroad (accounts of
trips by the editor are not
unknown, even in recent
times). Such feature articles
became more lind more
frequent as time went on,
sometimes more than one
the same issue. However
short newsy items continued
and, under the head i ng
Notes and News, and later
The Business Car, have
continued to the present
time. In view of their
Some of the artwork done on the old stencils was quite elaborate.
Thisflyel; advertising an excursion, was part
of the May, 1952 issue.
Throughout 1950 and the
first half of 1951, the
publication continued,
including some feature
articles, usually written by the
editor, as well as CRHA
announcements and news
items. The publication for
August 1951, the 21 st issue, historical interest, we will
reprint a few that appeared
in the (yet unnamed) News Report
in 1949:
Use of steel equipment on C.PR. local trains Nos. 519
and 510 began on September 26th. These commuter trains
operate between Montreal and Rigaud. As
in the case of all
local traills operating out
of Windsor Station, these trains were
formerly made up
of wooden equipment and hauled by heavy
No. 2459. The trains usually run to about 10 to 12 cars.
October, 1949.
General Motors Train of Tomorrow is presently
making a tour
of principal cities of Southern Ontario and
Quebec. The train consists
of an Electro-Motive 2000 H.P
diesel-electric locomotive and four cars all with Astra domes.
The cars include the chair car Sky Dust
, the dining car Sky
View, the sleeping car Dream Cloud, and the observation
car Moon Glow. When in Montreal the train will be on exhibit
at the Central Station viaduct on St. Antoine Street near
Inspector Street. October, 1949.
After the city lines of the Quebec Railway, Light and
Power Company were abandoned
in 1948, a number of the
800-819 and 900-914 class cars were stored at Limoilou Shops
of the Q.R.L. & P II has now been learned that these cars have
recently been scrapped. They were one-man cars with single
and double trucks built in 1928 and 1929 by the Ottawa
Co. The 900-914 were originally built as two-man cars.
consisted of only three pages including a full page schedule of
the N.R.H.S. convention which was to be held on September 1
through 3, 1951. After this issue, however, Mr. Toohey
relinquished the editorship, and there then occurred the first,
and so far only, hiatus in the production
of the publication. For
the next five months it did not appear, and
some members
if it would ever reappear.
By this time,. however, the membership was growing,
and they liked receiving the little news letter, and missed it.
Following the Annual
Meeting in January 1952, it was decided
to revive it, and an Editorial
Committee was set up. Chairman
of this committee was Mr. Omer Lavallee, who thus became
second editor,
succeeding Mr. Toohey. The first issue of the
revived publication, and the 22nd since its inception, was that
of February, 1952. Now at last it had a name, the News Report,
and this issue made up for lost time, consisting
of no less than
thirteen pages, including three pages
of drawings. Included with
this issue was the following notice:
We are pleased to announce
that all
of our outside subscribers who paid to receive news
in 1951 will have their subscriptions renewed, without
charge, for
1952, due to the limited number of publications in
/951. New subscriptions will be handled promplly, the charge
is $1.00 for the yeCll; during which eleven reports are planned.
The first improvement was in the mailing. Seldom now was it
folded in three to fit a No. 10 envelope, from now on it was
usually mailed flat.
The News Report was in business again.
In 1960 Mr. Dave Under the editor­
ship of Mr. Lavallee, the
News report went from
one improvement to
another. If anyone can be
considered the father of
Canadian Rail it is Omer
Lavallee. During the ten
years he was the editor, the
magazine went from a
small mimeographed
newsletter to a glossy
illustrated storehouse (the
literal meaning
of the word
of information
on Canad i an rai I way
I NCORPOl1..mIl.
Henderson joined the
publications team and
soon became chairman.
Improvements followed
fast, including offset
printing and, starting
with October 1960
(number 115), printing
on both sides of the
paper. But the biggest
change was just ahead.
The issue for January
1961 (number 118) was
completely different
from any previous one.
The 8 112 by I I inch
paper was gone; now it
was much smaller in
size, 6 by 9 inches, but
with more pages, a
format that was
to last for
22 years.
It now looked
like a
magazine rather
than a newsletter. After
ten years, and 108 issues,
Lavallee retired as
editor but remained on
the committee.
The new
editor was Anthony
Clegg who had been
tfuWS REPORT No. 80
,…0, DO,.. ;r,,,, ~ …. nON . a·
~ON1Rf;A!. 2. ourar:c
By the end of
1953, forty issues of the
News Report had
appeared, and it was a
regular feature of the
CRHA. Publication
schedule called for eleven
issues a year, being
monthly except for a
combined issue for July­
August. In January, 1954
it was decided to number
all issues, and the
one for
that month was called
number 41. The previous
forty were numbered
retroactively, starting from
1 (October 1949) through
SAINT JAMES STREET was on Ilontrea1 s fir.t horae car route,
1n 1861. On Sunday, Jun. 23rd. our No. 274 became the last
otroot oo.r to paoe through tho fa~od Montreal financial
thoroughfare, br1n.a:1n& 96 years of rail service to a close.
active in the Association
The first photo cover -luly-August 1957. Car 274, built in 1892, makes the
last run
of a street car on Montreals St. lames Street. lune 23, 1957.
for many years. He
assumed the post in
February 1962 and
40 (December 1953). Two months later, March 1954, its
appearance was greatly improved by having the front page
printed on paper bearing a pre-printed masthead; the name of
the Association in red. The content of the publication now
included long feature articles by writers such as Robert R.
Forster Kemp and, of course the editor himself. Three
of the serialized features by Mr. Brown were Early Railways
of the Eastern Townships, Street Railways of Eastern
Canada, and Crossing the River (the story of Victoria
The next big change in appearance came with the News
Report for July-August 1957 (issue 80), when the first photo
cover was produced.
The subject was the CRHAexcursion with
Montreal street car 274 on June 23, 1957. Starting in
1957, photo covers appeared alternate issues until the last plain
cover was produced in November 1959. In April 1958
88) the masthead was redesigned to include the CRHAinsignia;
this was printed in red on the plain covers, and in black on the
photo ones. Starting with December 1959 (number 106) it was
that all covers would bear photos, and this has continued
exception (except for a few that depicted drawings)
the present. Coincidentally with this, yet a new masthead
adopted; this was printed in red and featured a vertical
track with the name C.R.H.A. News Report and,
of course,
insignia. This lasted for more than two and a half years. continued for four years. Another change soon occurred. With
the new format, there began to be thoughts
of a new name. The
term News Report did not quite fit any more, since there were
more and more articles of historical nature. However the
committee could not agree on a
new name until the late spring
of 1962 when someone (unfortunately it is not known who)
came up with Canadian Rail. That was it, and the issue of
July-August 1962 (number 135) was the first to bear the new
name. At the
same time the masthead was changed once again,
the wiggly track, the name of the publication and the
Associations insignia. With
minor changes, this has remained
ever since. The colour of the masthead was changed to brown,
and this continued until
June 1966. It was then green until the
of 1968 since when it has changed every year. Presently it
follows a four-colour cycle
of red, blue, brown, green.
The January 1961 issue, the first in the small size format,
was also the first to be printed by Pro-Cel Printing Co.
stat1ed a cooperation between editor and printer that has survived
for more than 38 years, and still continues. No account
of the
of Canadian Rail would be complete without a sincere
thank you to Pro-Cel.
This is a good time to introduce a bit
of nostalgia about
early 1960s. With the start
of the new format the pages were
printed but not collated or stapled (presumably to save money).
So it was that
once a month a collating and stuffing session
was held, usually at the
home of John and Win
Saunders in St. Lambert.
As many volunteers as
could be induced to come,
sat down at a long table,
assembly-line fashion, and,
under the direction
of Dave
Henderson, collated the
sheets and stapled them
together; two staples per
magazine. The job then
was only half done, for now
it was time to address the
envelopes (using an old
addressograph machine),
stuff one magazine in each
envelope, and seal them.
Since there were more than
1000 members, this was a
long hard
job, sometimes
lasting until II :00 P.M.
However there was a
reward. When the work
CRHA board. When the
dust settled, there were
many new faces on the
board, and some long­
serving directors, including
Mr. La vallee, had gone
down to defeat. The old
publications committee
continued through 1967,
but, starting with the issue
of January 1968 (number
j 95), there was a new editor
and a new committee. This
was the first, and so far only,
complete break
in the cont­
of the organization of
the publication in its fifty
year history. Although there
had been four editors from
1949 to J 967, the basic
committee and organization
had been the
same for all
those years. Now with a
new crew,
Canadian Rail
was done, Win
produced her famous cakes
which were devoured with
gusto by all concerned.
The old committee bids adieu to Canadian Rail, as the symbolic train,
with Omer Lavallee as engineeJ; pulls out
in December 1967.
was going into unfamiliar
territory. The situation was
summed up
in a cartoon, by
Drawing by R.J. Sandusky
Your editor started attending in 1961, and was at many sessions
over the
ne);Yi~~ years. Eventually the magazines were delivered
already stapled, but the
job of stuffing into envelopes continued
for many years.
Those who attended the sessions still remember
the hospitality of the Saunders in those long-gone days.
Having established a format, changes were few
over the
next several years. Many articles, both current and historical,
were published and the news column, by then called notes
and news, was a regular feature as well. After
45 issues, Mr.
Clegg gave up the editorship
in February 1966, and Mr. Lavallee
resumed the position, though as acting editor, effective with
1966 (number 175). For some reason (perhaps because
of bad feeling between Mr. Lavallee and the Museum
Commission) the CRHA insignia disappeared from the cover,
starting with this issue.
It remained absent until the new Board
of directors, elected in January 1967, ordered its reinstatement
effective with the June
1967 issue. It was also missing from the
cover of the November 1967 issue, but this may have been
because there was a full-page cover photo that month. Mr.
Lavallees editorship continued until the end
of 1966 when Mr.
William Pharoah was appointed editor starting with number
184, January 1967, and continuing until number 194 in
December 1967. The content of the magazine remained much
the same, since the same committee was
in charge as in the
Clegg and Lavallee days. A few items were a bit controversial;
one that comes to mind, published in March 1967, concerned a
rotary plow.
But it was all good clean fun and the members
(well, most
of them) enjoyed it.
However change had come to the Association, and
was not long before it affected the magazine too. In January
1967 occurred the famous long annual meeting with its
election with
24 candidates running for 12 positions on the
Bob Sandusky, which
appeared on the back cover of December 1967, the last produced
by the old team. We see the observation platform
of a passenger
train called
Editors Special. In the centre Dave Henderson is
seated, reading a magazine, while Tony Clegg waves a lantem
in a highball signal, and Bill Pharoah waves goodbye to a station
sign lettered Canadian Rail.
Up in the cab of the steam engine
is the unmistakable figure
of Omer Lavallee, the engineer. It
was in the same spirit as the famous 1890 Tenniel cartoon
Dropping the Pilot.
The new committee was quickly organized. The Editor
was Sanbom (Sandy) Worthen, and the production manager was
Peter Murphy. Actually the break was not entirely complete
some of the lesser lights of the old committee (including
myself), continued on the new one. Things went very smoothly
despite the famous
U-OPA-l typo error on the front cover of
the very first issue, number 195, January 1968 This was a
misreading, over the phone,
of New-Old PA-l , concerning
D&Hs PAs. During the Worthen years, Canadian Rail
reached a very high standard which became a model for all
succeeding editors to follow. One
of the first innovations was a
one only affair. The June 1968 issue was number 200, and to
commemorate this a colour picture appeared
on the cover. This
was not a true colour cover, for the picture, a reproduction
of a
of the Dorchester, had been previously printed and
was glued
on the cover of each copy of the magazine. It was 21
years before another colour cover was attempted.
During the
1970s, some changes took place. Stalting in
1971, separate issues for July and August were produced, rather
than the previous method
of a combined July-August magazine.
So Canadian Rail became a true monthly, twelve times a year.
1972 (number 240), was the first in which the cover
was printed on glossy paper. This has frequently been used since,
although sometimes lack of money has, from time to time,
compelled reversion to a more matte surface.
One unfortunate
that began in January 1974 (number 264) was a
in the Associations insignia. For many purposes (not
only Canadian Rail) a stylized version, with no wording and
only an outline, was used.
This failed to convey the proper
historical meaning of the Association, and few missed it when
it went into the discard, being replaced
by a variation of the
symbol of 1932. Nevertheless, the stylized version
appeared on
101 issues, until May 1982.
111 issues, Sandy Worthen retired following the
June 1977
(number 305) issue, and was named Editor Emeritus.
The new editor was Peter Murphy, who had been production
manager during all of the Worthen years. Thus there was
complete continuity, and the high standard was maintained. So
the magazine entered the 1980s, but more change was coming.
of work forced Peter Murphy to resign as editor, and
Fred Angus was appointed starting with March 1980
338). Again the new editor had been on the committee since
the 1960s,
so continuity was maintained. The only basic change
in the first two years was the long-overdue restoration of the
CRHA insignia in June 1982 (number 365).
Once again change was in the wind. By the 1980s, there
were many magazines catering to Canadian Railway enthusiasts,
Canadian Rail faced stiff competition. Most of these other
were large format, and it was decided that ours must
follow suit. After much planning, the new Canadian Rail made
its debut at the start of 1983. Gone was the small format, and
gone too was the monthly publication schedule.
Now it was
bigger, 8
112 by 10 1/2 inches, and was published bi-monthly,
i.e. six times a year.
The first of the new format was January­
February 1983 (number 372), exactly 100 issues ago! The
masthead remained the same, although enlarged to fit the larger
The somewhat strange non standard dumpy page size
was then dictated by available paper sheet size, but inadvertently
on until the end of 1996, after which it was enlarged to
the standard 8
112 by II inches. About this time the focus of
Canadian Rail became more historical, leaving much of the
CU1Tent repOlting to other publications.
With the new format there was much more opportunity
use creative layout of photos. Those of great clarity or
significance could be enlarged, while others could be small.
However the text was still typed in galley proofs, and the layout
was done by outside professionals. This required some fine
communication between editor and layout artist, and caused
particular problems in correcting typo errors in the text.
this time the first fully-printed colour cover was produced. It
was a special one-time effort by special donation, and was a
of the Royal Train of 1939, made from a hand-coloured
black-and-white photo (not a true colour photo;
however there
was a true
colour photo on the back cover). This innovative
cover appeared on Canadian Rail for May-June 1989 (number
410), and was well received by the members.
The start of the 1990s brought another major innovation.
The old system of cutting and pasting galley proofs was
becoming more and more inconvenient, and was very expensive.
1990 desk-top publication by computer was economical,
May-June 1990 (number 416) was the first produced by
Now the editor could also be the layout artist, and
could be much more creative, particularly by flowing the text
around photos. Also the lines
were set by the computer so the
old unevenness of the manual cut-and-paste method
disappeared. The illustrations still had to be photographed
separately and double burned on to the plates in a separate
time-consuming proces
s. The editor had to draw a box of the
proper size on the page, with instructions on which picture to
place there. When this was done, the final plates had to be
inspected before printing began.
During this
early computer era more improvements
were made. The front cover of the January-February 1994
Canadian Rail (number 438) was the first to bear an actual colour
photograph, and this issue was also the first to
show both the
English and French versions of the CRHA insignia. Also
appearing for the first time was the
slogan The Magazine of
Canadas Railway History. This has continued ever since,
except that during 1995 the word Journal temporarily replaced
Magazine, and the issue of July-August 1995 accidentally
omitted the slogan altogether.
Two of the 1995 issues were 48
pages each, the most ever, and the total pages for that year was
252, also a record. In these years several colour covers appeared,
and it
is planned to continue this in the future as finances permit.
Canadian Rail for January-February 1997 (number 456)
brought more major changes. Austerity was the watchword now,
and cost cutting began.
The cost of separate photo negatives
and double-burns was quite high, and
computer technology had
Our computer, that seemed so up-to-date in 1990,
was now obsolete.
For the same price, one could obtain a far
more powerful machine that
could also scan illustrations and
place them right
in the proper place on the layout page. The
computer-produced negatives now contained everything, photos
and all, eliminating the separate negatives, the extra time and
expense, and the possibility
of errors. At the same time it was
realized that there was no reason at all for trimming half an
off the height of the magazine, so the full 8 112 by 11 inch
size was restored for the first time since 1960. Unfortunately,
economy brought a downside too.
The number of pages was
to 28, and a more matte paper was· used. Also during
these two lean years there was only one colour cover,
September-October 1997
(number 460).
The latest change was the restoration of glossy paper
effective with May-June 1999
(number 470). This paper is also
slightly lighter which
wi II allow up to 36 pages to be mailed at
the under-100-grams postal rate.
While the magazine is still
officially 28 pages, a few
32 pagers have slipped in from
time to time, and we
hope to increase the page content. Also
is a very good chance that colour covers will become the
rule rather than the exception in the near future.
After fifty years,
we can afford to pause, take stock and
look back a bit, but we must also look forward to make Canadian
Rail even better in the future. Soon there will be a new
millennium, and we must adopt and innovate to cope with the
many changes that are sure to come. Its a long way from that
little four-page newsletter
of fifty years ago.
On the next thirteen pages we will see one
cover page
for each year
of the fifty-one years from 1949 to 1999 inclusi ve.
Each will have a caption explaining something significant about
issue, or the times in which it was produced. Have a good
look and enjoy them!
1.J1k~~,!,l6…Uj1::~:.:!i.~~iAL !·&iW.ahrIill…._~
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~~~(.~~r~~: ~~t~~~9~o~!~r;~.I!~~ ~~~ r.r~ ~~~~~~~~~~,.~,:.,~::c:~ .. ,
Xl, OllIm!;! 111 Well !I.{II)irtl to .. ll:.l:lbli:-pf t.hlt nenlwlr(l AOl ,,, con~~rjO,
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7j~~ … 7939 ,!IInO UOO-lOOi Mn ow h!lll N;~l1:?O. i.lC ON@r 11 tu: 70
~o~~t.trll!l • .1·rd … 1) 0. 1I0Rpl:~N … l!h nI(-elV qt Ne-, ?a14. :, •• loC:Q-
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.l~ tlr.lecLe t.o tv: ~~11u
-e-.1 ../0,11 In 19~~
~¢,o lo~c~ol. n b.oo … , ~Q.,,. ;:b. -.,ith 1·1&.11 von,rolCl tor
o~IIrl1on r1OO nHhll7 ann IIM All ~ (~e..d .dtl tvt.n p…ftt~8Afk.
The second number of the News Report contained more items
of interest. Notable here was the report of the new CN electric
locomotives, which served until 1995.
Steam was then very much alive as we see from experiments
with the valve
gear on the 4-8-4 locomotives.
C1.!:Atra JllTIp.,1)b.!!!~J~~J~
~VfDIpIJl 1969
.. ~,.. 1M ~~t~r.~~I~~!~I~l.I.w,.!:~~!~t~~l~; ~P~~~rec~o ~~1r~i,c
t…l llolt,.l. /.I.iL. Ln 111 … ·.1 • .aol 1,1 UI l-~. 1!>!l;S7 …. 11,,$
~t :~!~r:~~:; ~;·~~lr :-~l;:!r ~~ ~~:~~:!~·~·I
e.i~r.· ~:·~:r~H~
.It¢Ulc <:.{ ~v, .lOll .. V It: Or.Ulb ... 1~;,. Ito! ill r lJ :IUIIHd.llil.U.
U:MUeto t … , .• t..W … I .. Vt.oto 10 ~rl ~(lc1 ~~ tolU/:.c lal
to~ II. r,.11 ::I~Jm eM.,!. 3j.tCl.1 1IlOll1l tAt. ~Il ~I,.n(lced for fo,b.)t-)­
a.~}o .• r •. I. … Hd … t~ II … • t1,.~~ ,..n,. .. .t tllr 11.,. /.0 … t I .>:0. u…
.:-rU5:Itd. !ln~T) III1r :.tUUI.c te nO_I. … r,t.f 1;(1 ~ ruHcH ,,: .. 1~h
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~xoeo,. ~It It;.SQ
7!«.1z; … tll hl~ cwnut. !llJ.HCJ> .. .0::
~~. MY.!! ::0£1 rrc~ ~!l e(lAP;ZJ~
J.. llIO 0 th … l~~!rt( tretUlt Urat Ilr h .. r.1l1T …. 1l tl,· … d
~ .. l~ … l h b,,,~ ,,,14 «: J-;)I~Cllbt:r ;:ll~. til t!le Cl)r~.n EHctrl(
.IJ …. ,. 11.,,,, .. ,,,, 1bt trJp .. III to. ,…d. ,I ~JH~ ~..,.~:¢~1· .. ,. ~tJ •..
frt,l or~C~ n.U … , l …. u.,.Tlf~r CIkl. fr..ll c:.~ tal ,..1 …. (17 t:4 • .a Ccu­
.,lct.l:r t-r.athd 7 U·~ .soclt.:r. n. .. h ….. _Ul too U.:~ I~I .~r>ll,>;.
WY:I~1 ilO[lGI
·h..c G~IJ,lan •• ~~r..1 1tII!1~ f.-I -=r:V-.C1ua tfl ~Jtrtll
or I. CUI ef< Uld5 f ...... V.7.f-bo of e.~.., ,,.o~trtr .rA Oltj;1;l..~;.
th .. ,,.,a_leiS it..1… r,~1Dtt4 tor ~t:t 1I:tlJfnl~lon nr
~:!/Itr~ I;W D, tf. tlSl.l1l,;: tll tl>e ltnlt.4 ShUll. r …. , … c .. 11.,,,1 … ,.
r-..Hhh • .11q Uo, ,UC(l_l KaUn, ,IUUorlellt ~ … IU.J oC 6&hl.lllJl •. lIil.
Of note here is the announcement of the first excursion ever
run by the
CRHA on a chartered main line railway train. It was
a trip to Huberdeau, Que., and was repeated
in later years.
Note the name Society
instead of Association.
The ban on taking photographs of railway installations was a
short-lived panic reaction
to the outbreak of the Korean War on
June 25, 1950.
The ban was never seriously enforced.
MAY 1951
Announcement of i,
FOllo,; t.he rogular b~siness of tha lncc-:~n~, Ii
Ol.-Ieroua :~onologue entitled ·:: .. 11-;<10 fragmer.ts ,,111 bo
eJven by our -JAl-knol.T mp.mbe.r J·Ir. R. R. firown. This should
provo to be entortainine; for everyooe and Ie hO~ you …. 1.11
Trip Alloounc6:r.ent
;., sponsored b) the A!Socistion, to Guthoc v19.
Garno)«1.l over Can&dian :I .,>unday, June leLh, 1h18 sceniC 10111 include Ste. Ursula
ralls, Scenic 3t.. Maurice River crossing at. Gro.nd~:ere, Cltf! Jlt
Cap Sante and the V16ducI. at. Cap nouee, there will be a c·
.op 9vor of tflreo and a h.llf hour!! in ~.lobec Cit) 0 t.hat a to ~~oflt.~;orcncy Falla over the Quebt.,~ R.a11 …. ay Li,!;ht. and
?Oller Com!)8ny Clln be adlEr if desired. The PAre dll be $7.50
f~d, 1~3~i1 b~~;.o~h~o d~~~n!~~tbrr~d~~~r June
Triiin !~:: :on~real Ctln~ral Sta~iO::::~;~6 ;:::~ DA~rJ~IITj
ItCIM of Interest
liffcecin with the Lime cbango on April 29th,
1951, tbe Raih,ay C.orpoldt..ion re-scheollled its daU)
~~:~~E~~gh~d;I~~~~ ~~~~i~l~ ~~~tl6·~i~bt.~~~n w~;b~~~~gh~C ib and
form a d&11y Clixed train. The last fs»cngel and milk train
~~~di!~ g~ ~~~u(~6:r~m 4~~~~;8b~~~ rl~:~1~!~~d~~tlT~r:!~g~·7
~~~~b~:~e~r~f ~~~~~~ c~~~d~:~o bha~~i!~e b~;ide~ ~h~~~U;l
milk car:!. Opened-end combination cor 6-25), recontly shopped
in the RUl.laod Cllr shop, f1andld Lhe paS$cneer find of :olle
~~:~~rulh·~~~t~~~l ~~~ ~~w O~:~~~~U~~~l~lf~~ke ~ut ~~ ~~:~ ~:~s
whan L,C.L. freighc Ifill h;lve to be handled.
Here we see an advertisement for the first of many trips operated
by the
CRHA to Garneau. This one went all the way to Quebec
City, and even included the option
of an interurban trip.
Also one
of Robert R. Browns fascinating lectures was the
of the upcoming meeting.
.Q!!M..l!.r~ Kt!.;Oi!lCAL~.t~~[;,]I~ 159.
lIOrum or l«iYIOO;
ih9 T1tf;U.lllr ~Dlhly ::.~etl~ o{ 010
C … oe Q.i1ll1l6 Hotel. on id.r.6IIdll), AprH 9~h, 19}2 at SIOC PH, For tho haoHt.
of tbon r.o:llora …. ho d14 Aot attond. th., lofonHGtb ~vtlr.u;y l!.ou:uuet on
H.rch l}th, wr p6pD.lar ~llo1t,Y Ilinctor J.l:forr…n to … , hs.d tho {orult:h~
to t..UtI 8. ta.p<:> traol:orlpttoll o{ ~t:.o prooeodill&I, r;d tillo 1111 l–II plOo¥e4
~ook 0. the I:!U~ ine,
On $.:I.tu.r lle:1l&r Illld. 1rlend.1 o{ tbs A,~lat.loll to tho IlUDbor oC forty_Cho asc~~lo.1
in Edoo ~ll ot tno ~~oe Roul ol 0. Mrquet hold t.o CO::.l():o10lOO tl:o
!~~:!M!~~Il&TlI::~!~ ;:l:~;8.~~p, h;fr~~r!~!I)~c.h!:: ;~;~;;~~1:11I II.
o·,OILe.tOI. tl!. Robort V.f. Iljehon.
OI.Lr hOlOlIHd E;Uoete tllcllUlod. t~r. 0011101 A. irudo!l\. Oe1erlll r.,.~ …
on~or mUle: Xar.4f;~,. of Cool.dlan }lAtlons.l l,. (I~I. reJlrofAntln.c the
P~e:aldllnt of !.hilt ),It=. )(r. DQG;l.ld Cor4on: 11.0 ..,a~ aecoe~(Ia4 bl loIu.
r.l41l11J, NT .. OroUClIlJ MI toen .. CO~bOT of fX.Iclol.;/ flU ::..ouv ),Nln and
he UI4 )(16. rud JlI.Intlll,$ r, 111…::; J…. )~thor. Prclldont of th.o Oonpdl&l1 PrI.:lt1e lIJIllvo.,y
tho Ilooloty ha:! the loo)!!: or the pro,~cel of >1:-. F,edorleio: Br/,Cloy,
50cretlUY of t.ho Co,,/.;I. /( ….. .. –lila;/, ( ;a TflHwr;,y :!:J.O of ~ ;r03r~
.lll1ldlll4, ha … 1n.s c:o-= orl$llla1.1y !To:::; h1l all~lyo thrl1nttlln, Ene-hod.
lio OQ~(Qcod.. hie r.lUll7 cnrcol with tho {oncr !Jor.b ioIIlern R4llvr.y,
Tho sett.3rlnc fill 4toUll«Ulahad bl the rrOlane& of tha Prodd,nt
of tho ee…6.dltln Rrltlv~ Club, Yor, JODD Zoa.toll, I(Ipre8lJnt1!.t!: th, GTOu.p,
Hr, J:e.lon h .ho Oooorill Pu,roht..t1nc A,t:onl Ilt Hon,,:ou. of V.o 0llQ raclf1c R.\lll,t.y, &ceo!:J;:lpa~l, Hr, IAton · … u p.r. Rlell..ard 11,. Sino …..
)iho TeproOoOn~ed }(r. J,.tWt ~..outrt.a.l ~rDna,,OrtoUon Co::~uloo. Mr. 1>lInl I, • t.e!:lbllr of th, loctilty.
ihe )(oO~JOd SOJtbern COlUlt1oo Ralllin,y … ~. roprolontod. b-I ).Ir. !rQoet
Looo.Qrc1, … )10 va. lIcea!:ft!)loo:!. to;/ Kr,. l.;looard.. ·ibo A,soc&.tlo;o or1
r,ood friond Xr. lJoiYlo. Oooorll 5u~llntor..1ont of tho C~.d.ln
JiA.tl0r..61 Jto.lVll,YB va, unfoHUMtoLf II..UIblo t.o hi prOloDt, t:-,Jt ho VII ~OPTO~
CD~od D7 bh nni.,n, Kr. JOb.tI.OII .fhO InI voro plorollod. to lolcOl:.o lo
bie plneo. Tho pluoneo of tbh euo,bl~ of dolttbU,l. gl:OIh tOM I:Icb
to Iho OnJ¢)rnODt aM th proror obllOrvlnco of OlT II.lInl,c:…,., e01 tbll
~ orlN. COt:l.:llBOI) 18 c:onCJdcn~ t-h_~ It ,~n:,,;l!I (or ,,11 ~ho I:o::.lo,., in
rftconU 1hlot YO Oro VOl> pl04lo1. th.ot tnroy ·.:cro ill IHond.t
Anor dfla.kl~ It tot ,et to tho ~(lRn: om! Frtu1ne of An onJo;,rr:o.UII
r.c,.1, tbo ColO,U lore … olco::~c. …,d. tOAII!.Od. ry Dr. )/1011.01111.. ()Jr tOIl.,t-
r:l.~o tbol1 {ofllt.jlly 10troduCc,t ){r. iiobor~ !, BIO.-n lho gOYO ~ tdk on ~bo
bl.tOl1 Md. &ftnth oC too Sacht.)~ I(r. Brovo nond, 00 1nlJOj.llcUon ~o ti.o
r:1XlMU: tho par~ bo pl~04
nlU!t~lr.t; 0111 nUl)Cla~1ol:l flt.c/{llont
10r<; .. II.t our cot:Dc~orl 1o ~qlJot..
This is the second issue under the editorship of Orner Lavallee.
1t contains a detailed account of the Associations 20th
anniversary banquet. Note the toast to the new Queen, who had
succeeded to the throne only 38 days before.
1n the same issue was a long history, by R.M. Binns, on the
703-class cars
of the Montreal Street Railway, four of which
were still
in service, but were about to be retired.
1..~ :·~.:Ir n~,L:: i~In; -:.1 tt,· L~~!I!.·.1~. :11
I> :-.ft:( :, :l.~ l. ,~~~~ :(-~.f.l, ;t …. rv.I;O:~1 :l·.r(:~ 11t:. •• , ·h·:) Tf ..
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;f !··~prr A.–:r.Uo1 ~nl- fr~ 0:11.;, 11:01 r..:r. .:I.n1r.I~~ hI ……
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~~.l 1I,).ltlrl~t: h …. ~ … ·J…,.. .• ·I.ll AtI,,~ I~ Irl}l, lir. r.1l:ttr~:!. :::«,,1:1
r1l ….. _,, 1:11 , ……. —<, ... 1 ll..l …. .. I. …. CfSI.,.. ••• ,).~,_ … ……. ·11 …. 4wI~I.I.) .. ,,v … lo .,.. ….. , ,1
ftr~.c h~1l :,p ~«1 ~~U NI~Qo~17 u tl.ltmO7 _)UU~ u tM fOlU:l t::t:D:I?nt :tOJ..
:arl~~ h~ RGtlt:: If …. ro:>. t~. 7ru ~·~.·,..u~~~· D ……….. ~~
.~,,.~,., .H … ,},,,, ,,,0.),, .. -,,,,. ?~,. i ,. ,,,, …. 1 Twool .. • • .,~I~ …
(Gn.nOGIOIl JCor ~ $lntOl1 ~:: rl41A; Jl C.IIA !t..o·.~~~V; n., ul~. 0 .. 0 ,,4P:
otl.l ~~. tU.: ~O ~~rU UI. ~.m e.rd Z.(>1 to ~«.,.(~H-w..l, 1~lU*tNt:
1IIr, …… MtI e. … ra. lba l~ .. ,. ~ .. I .1 … , .. 11 .\1 lw. .. ~ .. 10…,..,.., .. < I> .. Iu,,, _ .. t.I~v. r._ … l.,tly~ ,1,,1._ t
• W·. {O}r 6oh.:W. V.l{h Lbll,.
On the agenda was a visit to the CPRs Angus Shops, which
were still very much steam oriented (sorry, no cameras allowed).
Also planned was a far
ewell trip on articulated street car 2501.
It and 2500 were to have been rebuilt as single cars, numbered
2020 and 2021, but they never were, and were scrapped a couple
of years later.
ru.U~ kJ.;(l!(1 I,} TlI:OI.P02.A1tD. JlII,l,A,UOT2 l?a
y ….. l,rad&.
In 8(COiTla..a(oI! IIdt!1 4.USoI._,. IlQ rwvlinJ:I Qt thu
J.1..:I.·lallu~ ,no 1I .. 1J du.r1D~ tOil, 9~ Jul,
&ll<.l .. 11(111.. (rUI nllJtl rwitlll~ or 10M .uo~1.Q::1!in
will be hcI1.4 .o.ofJt,c:;b:r ,h.b, ,).fIQ wlU. tic .,.tv, .. .:(.4
the 54f-lGAk …. )lo~.., ~I!POK.
Most notable in this issue is the announcement of the impending
very of new passenger cars to both CP and CN. The
following year The Canadian and Super Continental were
innaugurated using some of this equipment. Most of CPs
stainless steel cars, after a major rebuilding, are still in service
on VIA trains; 45 years old and
just as attractive as ever.
CAllADI.l.ll MILROlill HISTOlLCA!. .as:omTION
)..!().Tn,,l~ C,HAOA
:.~ roSlll~r MOU~,~ t..hUIIlod ~~1Il,
;::u III.=..U~r ::o::U:&_ of .IIIJ .nCl 6UClst.
f·:o:.:::;11 ::-:1 011:,,:. ~a .. t ••• l;II .. r.lhll.~
•• PO ••• 1.1I u,., ~e.!, (Of DlI.~,,~D!G
&uocl.h a • .:t.t·,nhlp •• aile ~. eoe.
… ,!..:,. .. ~.t C … .. ~ll 1., .. ,. …….. 4 •• , …… f ,I. U … .1 •••• 1 .. 1 …
re/ll;:: I; i1I11c: fvr r. 1.0:- I,d •• lOwt ofr 1(10. bOl, rlJlo:!l:
;!!t,,!;~!::.I:!:~:!~~lI=I;:~!~~: ::4;::::. ~:.;:~l;a;;::. I.,
1II:.t llll … .., .. t te ~ ,Il. .. !!:41 10 .. lA … ,.., II 0 .10, … ….
1i!~T .. I .. O to tilt I.Clltor. It !!ll, ~U
… 11 1D.~UlG.4 tor no. Mutua COl1J:l .. j.:tl& PUN l .. lag
lau.~Iu:ralb.CI.or obn-dO1IJUI.U:J r.t.h: ot.u
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Hrll1Q&41l:S s.u.tu·,. ~I ~hl. I·U,. … ,.
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.1l1~6··, .. ljOtl IH. ./llla4 1. (tIe tor
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a~r!l(: It5-r,,,, net l).Ildl oo,oluc1.4. ,. , •• ;;;0<101. U.O I~.
:0. It .. ,.~. , …. 111 0,..1. ., • e ……. JI …………. 1 …. 11· .. ,..
.. .Q tIl!. It .. ~ 1c1l.o.:tOlh· •• !lId …… ,…t tI,., and allUllblt
:4 : t .p.:;~.:~ 1 !1I:;, .. ~~;;~ :1:& ,~:;~;~ .q!. I!:~~ ;r~~;;: :~! I t~:
i,r 0 t.t a ~I!Itol!Q I eln· 1 a;. :,Ullij CiU& lQ.Uo)h, , •• :-:,. d ~o
to …. , .. ,~ ~.I.. rl H ……. I_._t …….. 1,,p.a.o I~ LfoI. ,.,
~111 . .. U.! .rt1,illjl:loC ,~~ (or,. or trollty .=e~=l:1 OEo U~.
~4: n,14Isr.. O,t.Io-•• la, •• ~ .~l-.. f-.t ….. .,.,.Itl~
1: 11 h … .1 Op~o:111 to ., .. 11 ) …. ntot: h r. … tt·u) ,nt.
tl .. ltft:llt.r. .. ~~!ur 1.~ .. r_Uo .;0 o~Ll … ….
….. 1,1.~ , .. u e …. -… … jt 1955
An early CRHA steam trip ran to Rawdon, Que. in October
behind ex-Grand Trunk mogul 674, built
in 1899. 674 was to
have been saved, but was wrecked and lat
er scrapped. A similar
engine, 713 built in 1900,
is at the Canadian Railway Museum.
also see the first use of Box 22, Station B, CRHAs address
for many years; still used by the St.
Lawrence Valley Division.
t-u ….. koAl. JQ1Jnk;l I TIll. ::U:~I,.d. 4 3-..I1,.4;n~ Gu;a . ikllllO)
I :-;~J:fl!;·I:;-i:ri i~~.~.i.I i ~~~-~~r~; ~!t~:: ~l~,,!tr(~: ZV)
i.—–~–…….! w t ….. ·..:l. .. ~cJ ~t..;;r1.1I ;r f.tK .bx-d.:.t..l(lo,..
cornu 0-1 ~~urC~,., Jo.a.M: ~~j.~li9;l~ Lo tln~ ,,1 .. IIc:1.l1t.: 1-11 …. 1
flG.ll;! .1;1 .. I..I .w.nt_I ;1.,10-..1111 … .. ct.rte U ……… 1 …. ..,.Ol/U:.~ 1)y 1:) l,)Sli 07 t…-c
tJ~~~ ~!~,,Jt~)I:~t~Q~! 3~~~~e:. ::1 ~~:l~~~!:~:;~C~~;i~·O~~~~!.
~ h1C~~ln~~~~~~i~ ~;I~¥~/~;!1~~~~;~t~~ ~.; t~~~~~ ;!,.~
(rOll the ;it.L I~: …… Alr … ,….ltl … ~! .. (l( … I .. ~ .. ,·u·llu. Iuo, Alll0 «fttlAIOc-d
CliR sutton.
n … II;!{ ~~Mr1!~~~.~~Il~t~d t.4,1ou O;;:!~~~dJ~~ .. u.~.J L~~:~f~n;j~t;~
.all lIn~, t./) -rt J.i;fI 11& nr .,rt.1 . !,.r:n. y ….. n!. I!.l!!rTlc:[; rf
t1., !!hlC. nlJ!t….u~ of ti.h t.flv val 00 f ll C: … )1I=. ::r, l.l.IJorl>.1nk., ,to ~!l. l-dy ottUm,.
To the great sorrow of railway enthusiasts, it was announced
the Montreal & Southern Counties Railway would shut
down on June 2, and a special excursion wou
ld be held. The
M&SC actually was reprieved until October 13, but the
excursion, and others, did take place. It was a sad year for juice
fans, for Montreals St. Catherine route closed in September,
after a nostalgic parade
of historic street cars.
1932 1957
I&/r, O
.. Wlt l!1I ,orJl fftt;tJ 110: nUl At ll~ .~ … e·-·
of :O.la1I1 f=trS-.I .. r~ Itltll.rta III! Itul:r~ roo. ,:.4
t,.re. ,Jt,_ .. tT •• 11 -;IL. Of1. <111 th. ,.....$rl.r.
ot tll 1~J.;.hlli .,,4 a&lr.t 1&.1 •••• loU! 1111…… 7lI1i
….. Q …… ~ ••• nrtl ,,;,.~U. rtI7, .–.,lI.oH UIOI ).T. 1.~u.
OU, fto:.4rQo:l T.r 1~H. etiU .. 1l n,o:, .lIalla:-fOil ot 11(.;­
~ .. _ .. ~ …… , If 10._ .. ~ ….. . at tI … A. .. , … TI …. J .,.1, ……. ..
SOch1J of KO:l!u .. t. (QII.o:l,d U!! OIIU41u. JIIllrOloO III fortuit
…. c·.~ •• .91:r.1S ••• 1,. fT;-::~ •• ,lo. bl.tort,.1 4o~.t.t­
t~!I af CD,UUl H.ll •• S., u:6 Q!.~7 rc~~ ot t1Utt.IIJUtlllll..
n,I ~I~O …. t>jjO~ PI Ire.U. t j,t or tilt! r-11t..,.~.,
at tht 110;1.1:1101:1, or o,::u6&, ;-….. liD J.1.CI~ UnA. 1141,
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11 ..
,,: _ L.L1llL LJJ]JI; I
~-woo;-fI -4ii~ ¥~~~
This elaborate cover was a one only effort to commemorate
the 25th anniversary of the CRHA. The everything-but-the­
kitchen-sink insignia was one drawn by John Loye about 1932,
and used only a short time. Compare this with the far-too-simple
version used between 1974 and 1982!
,.,o··C>;Il:l.l.n, .. ·.
MOIfllI ………. !IV
Tb~ Gill?!i 7 I)U..:.w;), 1r~~fI,·~ …. UI.U C9adulcll1
mh~o;:d~~~~ol~~rl t~~~ !hl~bt~!!O;~~ ~r~~~~r
tlJTU~ f01 Seltflill ,.~r-!i. TM.J} Iotint.:r1 !HIt t!.D,o: lolA.
cQ.I~ … 11 VIlt.lli1.o no CObOllrr; ~rt!IIt. cal bl1lllll) ,
… ?llOto by 0.3_.L u,vallu
The third pictorial cover depicted Ottawa street car 685 on a
CRHA tlip. Street cars in Ottawa had less than a year and a
half left.
In early 1958, there was still a lot
of steam and electric activity
in Canada, but it was in its last sunset, and barely two years
most of it had gone.
C~JIADIMI !…ZUI.lli)A.!l !USTO~C! .lSSO:;!l;,TIOH
I :.iVJ :1LiO&> ~. l~ .~~~.~,~ .. ~~-=..: 1 OGTO~ U;9 J
. ~1~~,~~ ..
This cover shows scenes of the CRHAs spectacular fall foliage
of 1959. Notable was the use of CPR business car No. I,
then still
in use by the superintendent of the Laurentian Division.
This car, oldest in
CPs roster, was retired a year later and is
now at the Canadian Railway Museum.
crha ws Report
SJ::I/t: ….. ·rv nVk; lt:hlts -.:u, fh. 1I .. _ … rLI:.I. O …….. LI ….. ~ .. :,,
driV~1 III~ 111 Pk~ tOmpltllcli ill t.;u.~cllin P1.U1I~ R.Il …… )·lrom
I.b.~ 4!la:lO( u> tht. !atU,(, 1~.t AM. :;allrtlay. Nov,.n,Io … J,I •• I;.
:;II.~ or /1 ….. Ho~ … .. f11ttl~ Ou.
U;, fl1l.8~ os ba.nd. lUIa …. (d 11,1 .. ,· .. ,,,,,I,,,,y.
W M,,~~ …… Mornb..,<:o IIUO .... ........ orI4.
IvId uu,olb t~ itl WQr4 Uk. ~ltl ~H,
C~ .. II,llIII, ….. ert llJ, I..I … :IJ ~1t •• ~~.
N .. io.o.&d ……….. O.OHlI …….
• __ RJ. P …….
November 1960 was the 75th anniversary of the Last Spike on
the CPR main line.
It was commemorated by a CRHA trip to
Lin with 1887 locomotive No. 29. This issue dealt
extensively with the events leading up to the original Last Spike
of 1885.
The following issue, December 1960, was the last in the large­
crha ews Report
Clu.Io.·~id: .. 1 .nD,u ~., ,,,,,.t.! Glr … ,I),U.h •• •• ,,..
u. …… r •• ~.OI ..n~~ ……. re,.. .. I. r … nl.~,.I.t. u.1t ttc.lJu)~ ld~ north
.. ( ~ …. ,., Ou~ U,,, C:!.l,..s Cb-,U ….. I .. . Ou.bl_ ,..J …
C:IIA E.oc, •• lc .. ,,, N.wCMt.t. ~U>. llaO ….. ~k.t. .. 1 …….
• ,tyUIh ……. IVUf nf …… .vlns n I~ I.ut llll:#1 00 1lI.
moJ:I 11M, d. 4 ….. ~~ .. l, [I,llhh C~lwmt.l …
N, … ,,,,,. ro LeOS.
The cover of the first small-size News Report depicted the
November 6, 1960 trip to St. Lin behind 29. This was the last
steam trip on
CP for many years. No. 29, now owned by the
CRHA, was
damaged in a fire at Hillsborough in 1994, and is
now leased to
CP for display outside its head office in Calgary.
III! -p.1 12U
£15 nnot I. It! hn … ootJI <1lUF-~tNC. lUlU hU pr4.O
or 1hl t~loo (oils h QQ}rl.-J. de l!1O-l..don rdu 0 at. ~:1~r~l ),u tllo .rh~ vt 1m. IbmlI 11~ tl:.C It.a.
Ot rob.~ hD.R glta bUll ….. .4 U …
While our publication usually reports history, this issue made
history. It was the first to bear the name Canadian Rail, as
well as the wiggly track masthead. Both are still very much
in use after 37 years.
h …… e ,,1 8 …. 10, bU … , .. ,. 10 •••• ~ … nUl ••
M_ ., 1, 11>910 0,. …. lo.1I ,lJ,I. 110., ,.. •• I. ••
,,….11 ii. Itfts. hi II. T~I •••• f …….. h ••• ~Ih,. , ….., … & 111(111 .alll II14N .. r4~ tOIU …. 4 O. uI,r
»In*, nul ,. ~rl 8hllh,.. J~ k6 • .sUI ~ … 41.-
•• …. hl , …… 11) Id .. 0111 Nhlf ,,.,. U … nul ,&N
), ,.,., •• , …….. It •• , OJI IOoLl n …. •• ,. ••••• -..,
London and Port Stanley car 10 was featured on the April 1963
The previous November, this car had come, on its own
wheels, to the museum at Delson, where it still resides.
The June 1964 cover featured a view of CPR narrow-vestibule
car Enoshima, built in 1893. This car later became
business car No.
11, and later, minus its narrow vestibules, went
to a museum in Washington state. Narrow-vestibule cars were
built for only a short time, being superceded about 1898 by the
wide-vestibule variety, still in use today.
The second-oldest locomotive in the CRHA collection is SNCF
030-C-841 , built in France in 1883. Here, in the spring of 1965,
it is
about to touch North American rails for the first time.
Although this particular engine was never named when in
service, earlier ones
of the same class were, so the CRHA has
named it
St. Malo in honour of Jacques Cartiers birthplace.
Can· ail .n
Looking out of a tunnel on CPRs Crows Nest Pass Line, about
1900, we see
number 316, one of CPs first Consolidations.
These engines, which had been displaced from the main line
by the time this photo was taken, were featured in Canadian
Rai I for May-June 1997.
Notice the absence
of the CRHA insignia; it was gone from
March [966 to May 1967 inclusive, also
in November 1967.
A new rail passenger operator, GO Transit, was the subject of
our cover in February 1967, the year of the centennial of
Confederation. GO Transit is still very much with us, and is
greatly expanded from those days.
Our first colour cover, sort of, was this beautiful one in June
to commemorate our 200th issue. More than 1000 pictures
of the Dorchester had been donated, and they were stuck on
the covers.
It was a good idea, but there were problems. The
trouble was that over the years the glue often became unstuck
and the picture was lost.
Ca. n.a.d. ian.
DI n
.1Vo. U11
,70l.V:r!l ).UGU
The 80th anniversary of the CPRs Short Line between
Montreal and Saint John was the reason for this photo, on the
trestle near Eastman, Que.
The line escaped abandonment in
1995, but the passenger train, the Atlantic, was discontinued in
JTTro;:T)<1l: S~70
CPs new double-deckers for Montreals Lakeshore commuter
service were the subject of this issue of Canadian Rail, which
also included a history
of that commuter service. All nine of
these double-deckers cars are still in service.
NO~ Q3.A.
JVLV ., ……..
The Budd car passenger service on the Dominion Atlantic
Railway, and much
of the railway too, are gone, victims of the
VIA cutbacks
in 1990.
NO. ~!:A
lY.(ARt11·Y 1 .. ,~
The March 1972 issue had a major article on the construction
of John Molson !l. built in Japan in 1970, and delivered to
the Canadian Railway Museum
in 1971. The J.M., as it is
often known, still runs at the museum on special occasions.
Steam and electric appear together in this 1969 view of a special
excursion behind 6218 to Shawinigan.
The number
256A is because number 253 was accidently
omitted; the error was not noticed for three months,
so 256A
followed 256 to bring.the sequence,back into step. Those who
collect complete sets, dont look for No. 253; there isnt one.
OeocEnlb The cover of the December 1974 issue featured a wintry view,
Jim Shaughnrssy, of CPR 2229 at lackman, Maine in
December 1952. The 2229 was on the mixed train from
to Brownville Junction.
In January 1974 the simplified CRHA insignia had appeared,
nd in October Canadian Rail reached 25 years of publication.
No. 277
.Fobruorv 1Q75
A skier waiting for a train in the Laurentians was on this cover
which introduced a three-part article, by Peter Murphy, on
Trains up North. Sadly, all these trains, and the lines on which
they ran, are no more; victims
of the automobile.
Augul!l 1076
The crossing between CN and CP at Ballyntine, west of
Montreal, about 1950. Even in 1976, this scene was no longer
Three Hundredth I.ue
Construction of the Lethbridge Viaduct was the subject of this
cover, and a maj
or article, by George A. Moore, in the January
1977 issue.
The most massive bridge in Canada, the Quebec Bridge, was
subject of an excellent bilingual article by Adrian D Astous
in Canadian Rail for September 1978.
No. 328
Amtraks Niagara Rainbow used to run between New York and
Detroit, via Buffalo and the
Canada SOllthern line in sOllthern
Ontario. Here we see it crossing the bridge at Niagara Falls.
The Niagara Rainbow is gone, but the Maple Leaf, between
New York and Toronto, sti
ll uses this bridge.
Canadian Rail –
t~~ D [J[J.a:t!ttU:~-~
No. 343
In August 1980, there was an article by Fred Angus about
railroad watches, a subject often neglected by railway

Canadian Rail
A scene on a CRHA excursion on November 22 1952 was the
subject of this cover. Car 859 is in the Canadian Railway
Museum, but all the rest of the scene is long gone.
Canadian Rail
An original photo of the Arrival of the First Through Train at
the Seaboard of British Columbia -July 4, 1886 was pictured
on the
cover for July-August 1986, to commemorate the
of the event.
Canadian Rail
The arrival of VIAs new locomotives was the reason for this
night photo, by David Morris,
of 6400 on the Atlantic at Saint
John. Unfortunately the
Atlantic, which had been discontinued
November 1981 and revived in May 1985, was discontinued
in December 1994.
Canadian Rail
For its I DOth bilthday, ex-CPR locomotive 29, built in 1887,
was steamed up at Hillsborough N.B. This
is the same engine
shown on our 1961 cover. It was damaged in a major fire on
September 161994, but was restored and is now in Calgary, on
lease to
CP, its former owners.
This was the first Canadian Rail to have a table of contents, a
of every issue since.
Canadian Rail
To commemorate the 50th anniversary of the Royal Train of
1939, we had our first real colour cover, a copy of a hand­
coloured photo
of the Royal train. The back cover of the same
issue depicted the revived Atlantic at Vanceboro, Maine.
Canadian Rail
No. 417
Street cars hauled by steam I This view showed some retired
Vancouver street cars being hauled by a steam locomotive, en
route to the scrapper.
Canadian Rail
The CNR station al Vancouver, now an intermodal passenger
terminal that
still serves VIAs tri-weekly train, as well as the
Rocky Mountaineer, is the subject of the
ebmary 1991 cover.
NO. 427
In the March-Aplil 1992 issue appeared an article on a trip to
Japan in
1893. This was based on an album made at the time,
and this photo,
of a CPR train in the mountains, was one of
many pictures in that album.
Canadian Rail
f.~lmlrtilln Hnilml.Y Intllll-
November 11, 1993 marked the 75th anniversary of the end of
the Great War of 1914 -1918. To commemorate this significant
event, we had an article on the Canadian Railway Troops, who
buill so many lines
in France and Belgium during that war.
No. 430
Canadian Rail
The first actual colour photograph to appear on the front cover
of Canadian Ra
il was this one, by Mark Gustafson, of the
Algoma Central passenger train passing a Sperry high railer
October 1993. This issue had three articles on the Algoma
Central, as well as a major one on Trainmaster diesels.
It also marked the first use of the slogan, and of the English and
French versions
of the insignia.
Canadian Rail
1939 … CAN,IMS rLULWAYS IN WOIUD WAR II , , , 19~5
IIUBI..I& ToLie LE8 C>EnIX MOtS PAfllAr;::Hx:,r.ll0l cAuAD,rrj;m mtl:.,o, .• : f.,J1nov/tun,
To commemorate the 50th anniversary of the end of World War
n, the entire issue was devoted to the work of Canadas railways
in the war. This issue was 48 pages, tied for the largest ever
The slogan was accidently left off, for this one issue only.
Canadian Rail
The 25th Anniversary of Amtrak, May I 1996, was the occasion
for a lengthy article that described the considerable
number of
Amtrak trains which have operated in Canada during the quarter
century from
1971 to 1996. The cover photo, by Pierre Ozonlk,
of the X-2000 on its visit to Canada.
Canadian Rail
ti~. 4-6
This view of Halifaxs North Street Station after the explosion
of December 6th 1917, was the introduction to a major article
on the magnificent response
of the railways to that disaster.
This article coincid
ed with the 80th anniversary of the explosion.
Canadian Rail
-::;~ PUDusi1;OoUaONllILV ilYi11r c,a.uADIAU ~~ILtJO~~.:~I!:1DmcAl ASWt;IA 11011
. Fo.Ot.~t TO-~ I..Gt:~t.Vlf..u..a;; PAA L·¥-..!~tJllXlN cii4AJ)jt:Nn~·~·lni.UUl~J I:,IIIIOVlAJll.e .
-. ~:. -~;.~.
The late, lamented Val Royal station was the subject of our
cover for July-August 1998. The station was torn down in 1995,
car 6735, seen here at the head end of the train, is at the
South Carolina Railroad Museum.
Canadian Rail
MAY -JUNE 1999
–~OTH IT,II{ 01 l..IIlIN n,IL ..
The centennial of the rebuilding of Victoria Bridge was the
occasion for a special Canadian Rail. This May-June 1999 issue
was also the first to use the new coated paper that
shows more
details of the illustrations.
So there you have it. Fifty years of Canadian Rail. During
the last half century the railway industry in Canada has changed
almost beyond recognition, and Canadian Rail, and its
predecessor has reported many significant developments, as well
as a great deal
of historic items, some going back to the earliest
of railways. Of course what are current events today
become history tomorrow, so the line between historic and
current events
is blurred at best.
In the last thirteen pages we have tried to show, through
selected cover pages, a very few
of the items covered. Since
the first issue
of the News Report in 1949 until the end of the
current magazine, there have been 11,940 pages produced. The
number per year has varied from a low of 12 in 1949 to a high
of 388 in 1973 and 1975. These high totals occurred during the
of the small-format; the maximum pages for the large
format was 252, a total reached
in 1994 and 1995. Although
the present totals are less, averaging 172 pages
per year, the
pages are slightly
bigger and the layout more efficient. Also it
is hoped to have a minimum of 32 pages per issue, with some
of 36, and perhaps even 40, pages.
For the year 2000 we hope to introduce even more
improvements. Colour covers are likely to be standard, and the
present glossy paper will continu
e. However, we still depend
the members to send in articles and news items, so we will
have ample material to print. To close the first fifty
years we
repeat, yet again, the words that appeared in issue
number 2,
in November 1949: The success of this bulletin depends
on the volume
of news items submitted by the members.
Thats enough looking back. Now lets all get started
on the next fifty years
When tile Eras met at Kingston
by Lorne Perry
(with valued advice from Bill Thomson, Bath, Ontario)
In With the New
By 1955, six
years had passed since
a Canadian railway had
ordered new steam
locomotives. But all
plant, technology
and skills to do so
lingered on. Canadian
had bui I t some of
Canadas finest steam
locomotives, but having
seen the hand-writing
on the wall, had linked
up with Fairbanks­
Morse in the USA to
market their diesel­
electric designs in
Canada and participate
some aspects of
producing the product.
The hot item in
F-M catalogue at
the time was the
Canadian Nalional Railways number 3000, ready to be handed over by Canadian Locomolive Company!
at Kingston, Ontario in 1955. On hand were a senior CNR locomotive engineer in
traditional garb,
J. E. Kerr, at left, and a covey of railway and locomotive company officials.
Trainmaster; delivering 2,400 horsepower in one unit. It was
designed to pelform almost as well as two first-generation units
at considerably lower cost, and be adaptable to road passenger,
freight or yard work.
The two major Canadian railways each
ordered one unit on a trial basis, an incentive being that final
assembly and painting would
be done at the CLC plant in
Kingston, Ontario. The builders designation was H-24-66, the
CNR order was numbered C-636 and the units serial number
FM24L862. CNR placed its unit in class CRG-24-a and
numbered it 3000.
The per unit price at that time was $240,000.
I was assigned by CNR
to act as Public Relations officer
for the handing-over ceremony at Kingston on August
19, 1955.
The unit was rolled out into the sunshine and photographed
many CNR, Fairbanks-Morse and CLC officers arrayed
alongside. There was a formal hand-over with little speeches
proclaiming the merits
of this impressive (for its day) unit.
Receiving it on behalf of CNR was J. Ernest Kerr, senior
locomotive engineer at Belleville, dressed in the typical working
of the day. He had started work on the Grand Trunk in
1911 and in 1929 had piloted CNRsfirstroaddiesellocomotive,
number 9000.
For a railway enthusiast, as I was then and still am, this
was a
plum assignment. I was in on an historical moment and
had a
chance to explore the new unit inside and out.
In With the Old
But lurking in the shadows was another big CLC
contract; one which had at least as much appeal. The plant was
in the process of churning out a series of Pacific-type steam
locomotives for India State Railways, and these could be seen
in and around the plant on the same day. There were 120
in the order which came by way of the Canadian
Commercial Corporation, a federal Government foreign aid
They were given CLC order number C-630 and
serial numbers 2730-2849.
I watched as pipe-fitters, mechanics and boilermakers
put these big 4-6-2 locomotives together, and tested them under
For the purpose, certain sections of the plant had to be
equipped with
dual-gauge track to accommodate the broad­
gauge Indian engines.
The contrast was striking. On one track
a brand new semi-streamlined locomoti ve exhausting live steam
from a blow-down valve following a boiler test, and on the next,
the CLC Trainmaster, numbered CNR 3000, rumbling quietly
Inside the plant, two assembly lines were in operation.
One was producing a series
of road-switcher diesel units, smaller
than the Trainmaster, for
CNR, and right beside it, the Indian
locomotives were being
put together. Parts typical of each were
strategically positioned on the plant floor, ready for
The two eras side by side. An Indian State Railways Pacific type is exhausting steam following a boiler test, standing on its
broad gauge track, while CNRs new Trainmaster
is carefttlly inspected.
In the formal ceremony the throttle lever was handed to a CNR senior locomotive engineer by G. o. Saunders, vice­
of manufacturing al CLC. CNR s Assistant Chief of Car Equipment, P L. Mathewson, is at right.
in profile -2,400 horsepower in one unit.
Indian Pacific type, where the steel wheel meets the steel rail.
geared wheel and axle sets for diesels right behind a locomotive
tender with buffer beam, or a steam cylinder block standing
near a partly assembled diesel truck. The diesels were
Class H-12-44 numbers 1630-1639; CLC order number C-633.
Trainmaster to the Minors
This lone Trainmaster served CNR as a transfer unit
(later numbered 2900), ending
service as the are dock switcher at Thunder Bay
in 1966. CNR did not pursue the Trainmaster
concept, preferring units
of lesser horsepower and lighter axle
loading for greater flexibility.
Eleven years is not a long life
for a locomotive, but the Trainmaster suffered by being all alone,
it turned out that its opposed-piston diesel motor was
troublesome. Although this motor design had proved succe
F-M in maritime applications, it was never a winner on the
assembly lines. Foreground, an Indian steamel; background an F-M road switcher being built for CNR.
An obviously foreign locomotive tender, complete with English-style buffers, shares trackage with
geared wheel and axle sets
for diesels.
In another note of
contrast, this series
Indian steam locomotives
ran in main line service for
many years and were
noted for their
There were three reasons
why the Indian Railways
continued so long
steam. First, the tech­
nology was within
of railway staff.
second, there was no
to reduce man­
on their railways,
third, coal was
and cbeap.
As a true steam
fan, I
was delighted to see
new steam under con­
tlUction at that late date,
but secretly mourned
in Canada. Years
later I took a modest
degree of comfort from
knowing tbat the Train­
had died while the
Indian Pacifics chugged
on and on.
ABOVE: A steam locomotive cylinder saddle sits beside a diesel locomotive truck.
R1GHT Machinists install parts on a steam locomotive for India.
In theforeground
is a smoke-stack (upside-down).
Loading a Pacific for India at Montreal Harbow: Although identical in design to the CLC product, this olle was built at Montreal
Works. Notice that one of the CLC engines, C-6, is already on deck.
The Anytime Photographer
Tea with Elizabeth A. Willmot
by Marco and Robert Marrone
She waits for us at the
of the dri veway outside her
home, a house as old as
most of
the railway stations she
photographed. Its always tea
time at my home, she says with
a smile that can only be described
as warm; and she utters it again
while we make her acquaintance
and saunter inside, musing at
things that garnish her
Eli?abeth Willmot Kettle­
well is almost muse-like, and her
as if scattered around
her, drapes the
plastered walls
like a comfortable shawl for
anyone wanting to be entreated.
This place, in Clinton, Ontario,
is not only where
she lives but is
a display
of how shes lived.
of her life has been
attempting to capture rai lway
history through photography.
One might even say that shes
also physically captured it
because her walls and floors are
replete with railway memor­
home the same way when the
visit was over. I remember when
the train pulled in, there was my
uncle Scott [Willmot] who came
meet us at the station, he gave
us something to cover our
ourselves with for the horse­
drawn sleigh ride back to the
farm. It was lovely, I just loved
that man.
Indeed, it was her uncle
that made her experience the
well-known expression she used
title her first book of
photographs: Meet Me at the
Station. Its not by coincidence
that the Aurora station
is the first
one pictured in the book.
Her voice fades melan­
choly as she further reflects about
her uncle, he was a strange
person, he was married a few
and on his last marriage
moved out to
San Francisco; the
next thing we heard was that he
had committed suicide. None
us knew Why. I just dont
understand it. He was different
but I
just absolutely loved him.
She moved here years
ago with her husband, the late
artist C.W. Kettlewell. And
though Bill Kettlewells spirit
purls through his horses [the
subject in most of his works] the
Elizabeth at her home in Clinton, Ontario.
Elizabeths childhood
was a colourful one. She was born
in 1918 and spent the better part
of it in Ontatio. But, at one point
many paintings on the wall cannot help but be overwhelmed by
Elizabeths passion for railways.
She sits, expressive and delightful, but her arms
crossed, a posture that reveals contrast, a quality that is part of
her photographic work and herself. We first intimate this
demeanour as we sit in her living room, I feel sort of
embarrassed at being wrapped up in railways but I love it she
says with a seemingly childlike reverence that is seasoned by
of a woman of her years, eighty to be exact.
So, what made her this passionate?
It was,
as she points out, the most wonderful moment
in my life. A visit to her grandfathers fatm in Aurora, Ontario
when she was a little girl. Sitting on that old train, going up
there, oh, it was a cold night. I
didnt want to get off the train,
I wanted
to stay right on and my mother insisting otherwise
because all the other children were going to be at grandpas.
So I had to get
off and I asked my mother if we were going
her father, archi tect Charles
Willmot, packed his wife and five children and moved to
California, where he would design
some notable buildings in
Los Angeles. Being an architect, he wanted me to be one too.
He had a drawing table, exactly like his, made for me and put it
beside his desk.
She pours the tea and talks of her father as if he were
one the greatest men that ever lived.
Her father was keen on
having her learn to write. She did.
But she also excelled at
music and was placed in a special class
for gifted music students.
Music has always been a part
of her life, and while we chatted,
she lamented on not being able to play her beloved violin
of a recently broken wrist. Would you like to see my
violin, she says. Elizabeth brings out a tattered case and flicks
the lid open,
as the top raps the table, the dark colours of the
instrument brood outwards.
She lifts it out by the neck and lets
us hold it; the instrument, too, is part of herself. Any value her
violin has, indeed,
is the pleasure it gives her when she plays it.
The tracks pull us into the picture, we feel the hardness of the steel rails. The whiteness of the sky and snow meld creating an
ephemeral quality.
We are drawn to the semaphores and the geometric shapes of the station and grain elevator. Although activity
does exist, the lone bystander and the sterile environment lay testament
fo a place in transition. We realise that Unionville station is
not the place it once was.
Charles Willmot moved his family back to Ontario after
only a few years.
Elizabeths stay in Pasadena wasnt long but
her memories were plentiful, especially the walks she had with
Albert Einstein; the
memory of the nine year old strolling with
the great scientist is a dear one.
Nice little girl, hed say to
me, and his wife was always
shouting Albert you forgot your
The image is solemnized by an autographed portrait of
the man, a picture that rests on her kitchen counter next to, of
course, railway trinkets. There was a second portrait but it was
stolen years ago.
Her grandfather gave her the violin upon the familys
home. And, although she had this exquisite instrument,
couldnt continue with her music studies because her father
facing hard economic times; however she practiced
Eventually there was a time in her life that her creative
pursuits stagnated.
I statted going out with my first husband, he used to
make fun of my violin playing but when we actually
did marry, I think thats what stopped
me. The marriage was
something she later regretted.
It was a short and unhappy one
that struck deep emotional scars on her.
Years later she met Bill Kettlewell and thats when her
creative enthusiasms
came back to her. However, this time
round she found a new outlet: Photography.
When I met Bill
he told me
he wanted me to go and do everything I could. He
really encouraged me with my photography … he wasnt keen
about railways but it
didnt matter.
She studied photography in Banff, Alberta; she learnt
the craft and won awards for her pictures. By 1976, she
published her first book. It was a selection of railway depots in
Ontario, many
of which dont exist any more. But she was the
first to catalogue these places into a popular book form. To this
shes surprised that she still receives sales residuals from
that little book.
The focal point here is the name board Milton above the large window with bold clean lines.
experience the sun S inviting brightness. The darkness of the tree and its shadow draws our attention to the
white lines and the ornate roof cornice. Further examination reveals impeljections: age blemishes, rust and
long grass. The parking lot
is vacant, no sign of activity, jus I a tattered oil drum affirming the absence of
passengers and trains.
The photos in Meet Me at the Station scratch only
the surface
of the number of stations shes photographed; in
fact, shes indexed every station in Ontario and many elsewhere.
In a small room on the second floor of the house theres
a photo library; there are stacks
of matted black and whites,
and a cabinet with thousands
of negatives. Also scattered around
the room are pictures
of people -railway workers. Some faces
evoke the rigours of work, hard and encumbering work.
Many expressive and others tacit. 1 just couldnt
imagine that I would ever meet such interesting people … these
people just loved working for the railroad and their lives were
Elizabeth published two more books about the subject
close to hear
t: When Anytime was Train Time, and Places
and Faces Along the R
ailway. Though she tires easily now,
her love affair continues, especially with those people and places
no longer with us.
When the place is only a recollection, a
strong foundation is necessa
ry. Tea and memory, thats the thing.
The WOIk of Elizabeth A. Willmot
Wi IImots photographs produce curious vision-plays that
resonate on two levels: surface and sub textual. Her work
the stuff of sentimenl. Her subjects [the stations] have an
ecclesiastical quality about them, reverential, but a secular
manifest of the meeting place, usually depicted in pastoral
settings. Most
of these places were photographed in the 1960s
and 1970s, when
by that time weathering, neglect and disuse
sheathed them, and it is in the photographs peripherals where
modern realities obscure
the dregs of sentiment, elements such
as overgrowth, rust and absent platforms make for paradoxical
visual experiences. We witness the transformation
of rural
In this article we are pleased, by special permission, to
present four
of Elizabeth Willmots photos so we can appreciate
her work.
The comments that accompany them help to evoke
the feeling
of nostalgia for the times gone by.
The building looks almost the way it did in its heyday but the preponderance of long weeds renders the
station flacc
id, a lifeless shell, a discarded package in the rustic landscape.
A cold, cold day.
Our Gallery of Murals (continued)
Back by popular demand! The last murals that appeared in Canadian Rail were back in the March-April issue. Since then a
number of members have written
to ask Where are the murals?. Since then we have obtained many more photos of murals, and
include six of them here. Unfortunately there is only enough space in this issue for two pages; however we have many more photos on
hand and will continue the series with November-December. Anyone with more photos, send them in and keepthis feature going.
A horse alld carriage cross the track as a British Columbia Electric train, headed by baggage motor 301, approaches, in this mural
al Vancouver B.C.
We hope he made it safely across; that interurban is ~ neal: Photo by Peter MUiphy
[ .
Clinton, Ontario; a mural on the wall of a car wash, as seen 011 Februmy 14, 1999. Photo by Cord Taylor
A Nippising Central interurban picking up passengers
in Haileybury, Ontario in 1910, a dozen
years before the great fire
of 1922. The mural is in downtown Haileybluy. Photo by Fred Angus
This magnificant mural is in downtown Cobalt, Ontario and depicts the station at the time of the big mining boom in the Cobalt area
around 1910.
At that time a favourite joke was: Toronto? Oh yes, thats the place you go through on the way to Cobalt.
Photo by Fred Angus, July
30, 1999
Above and below are two murals at Gravenhurst, Ontario.
The upper one, entitled Oh For a Forklift, shows a horse drawn railway
in the lumbering days. The view below is
of the firsl railway station in Gravenhurst. Both photos by Fred Angus, August 27, 1999.
BACK COVER: Fifty years ago. in the first issue of the CRHA News Report, appeared the news that the CPRs Newport Sub was
being dieselized, and that three E-8 locomotives had been ordered.
They were numbered 1800 -1802, were delivered on December 10
and lJ, 1949, and went into service on December 15. Here 1801 hauls the southbound Aloueue at St. Johnsbury, Vermont, bound
for Boston, on June 19, 1953. No. 1801 was later wrecked, but the others sUivived into the VIA era. Photo by Fred Angus
This issue of Canadian Rail delivered to printer October 5. 1999.

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