THIS MONTH

IN RAIL AND TRANSIT

3 THE TORONTO CAR WHEEL WORKS Dana Ashdown gives us an historical review of an integral part of the railway equipment industry in Toronto between 1860 and 1880. 8 SASKATOON STREETCAR R J. Kennedy writes on the Saskatchewan Railway Museum's restoration of Car S I. NUMBER 546-JULY 1995 9 A VIEW FROM NOVA SCOTIA PUBLISHED BY Jay Underwood says the federal government Upper Canada Railway Society hasn't the right to sell the CN line to Halifax. "Ttecuddettenr RO. Box 122, Station A 10 Toronto, Ontario M5W iA2 RESEARCH AND REVIEWS TORONTO MEETING LOCATION RAILWAY ARCHAEOLOGY... With one more change to the Toronto meet• EDITOR ... Newfoundland Railway equipment ing location in Septenibe? we are hoping that Pat Scrimgeour BOOKS Four new books from BRMNA our nomadic existence of this summer has STATIONS ... Cobourg and Peterborough Ry 250 Queens Quay West # i 607 come to a piause. We had to move our meet• INFORMATION NETWORK... Toronto, Ontario M5J 2N2 ings ftom the Metro Archives after budget cuts ... CNR Sparrow Lake station E-Mail: 73 i i 2. i 037@compuse:ve.com led to the closure of the building during the DIESEL LOCOMOTIVES ... evenings. Al Maitland has since found for us CONTRIBUTING EDITORS ... Engines and cooling systems a numberoftemporary meeting locations, and John Carter, Art Clowes, Scott Haskiii, 14 we thank him for his efforts and our host or• Sean Robitaiiie, Gray Scrimgeour, TRANSCONTINENTAL ganisations for their hospitality. Chris Spinney, Gordon Webster THE RAPiDO CN's Ecoraii trains begin The September meeting will be at the THE PANORAMA CaiderYard renamed head office of Toronto Hydro, very conven• CORRESPONDENTS IN TRANSIT Bus shortages in Ontario iently located at 14 Carlton Street, steps away Alex Campbell, Richard Carroll, MOTIVE POWER CP 892! retired THE TRAIN SPOTTERS Reginainjune from the College subway station at Yonge Calvin Henry-Cotnam, Bill McCuire, Street. On September 15, Al will meet mem• Don McQueen, John Reay, Denis Taylor ON THE CALENDAR bers in the lobby of the building and direct them to the meeting room. Please send news and short contributions to Friday, September I 5 - UCRS Toronto the addresses shown with each news section. meeting, 7:30 p.m., at the Toronto Hydro READERS' EXCHANGE Articles and photos should be sent to the offices, 14 Carlton Street. Julian Bernard would like to buy a copy of editor at one of the above addresses, if you Friday, September 22 - UCRS Hamilton Lou Horizons by Donald M. Wilson. The book are using a computer, please use electronic meeting, 8:00 p.m., at the Hamilton Spiec- is the story of the Bay of Quinte Railway and mail or send a WordPerfect, Word, or text file tator auditorium, 44 Frid Street, just off Mika, the publisher, does not have a single copy left and a search of second-hand and on an IBM-compatible (5'A" or 3 A") disk, Main Street at Highway 403. The pro• new book shops has not produced an3Thing. along with a printed copy. gramme will be recent news and members' Please contact Julian at 249 Yonge Boulevard, current and historical slides. Toronto, Ontario M5M 3J1, telephone Friday, October 20 - UCRS Toronto Subscriptions to Ro;7 and Transit are available 416 483-6722, or fax 416 486-2416. monthly meeting, 7:30 p.m. with membership in the Upper Canada Rail• Friday, October 27 - UCRS Hamilton Dave Savage called to say that Canadian Sta• way Society. Membership dues are $29.00 per monthly meeting, 8:00 p.m. tion News now has available a large collec• year (12 issues) for addresses in Canada, and tion of photographs of CNR and CPR steam $35.00 (or $27.00 in U.S. funds) for addresses COVER PHOTOS locomotives and a very large collection of elec• in the U.S. and overseas. Student member• tric railway photographs, includingTTC in the ships, for those 17 years or younger, are FRONT COVER - A lost SD40. CP Rail 5501 1920s, the London and Port Stanley, the $19.00. Please send inquiries and changes of at CN's now-demolished Spadina roundhouse Niagara, St. Catharines and Toronto, and Eu• address to the address at the top of the page. in Toronto after having rescued the VIA ropean traction. Prints (5" x 7") are $7.00 Canadian the previous day. each. Please write with your requirements or -Photo by Steve Danko. October 29. 1983 for more information to Canadian Station UPPER CANADA RAILWAY SOCIETY DIRECTORS BACK COVER - Two photos from Alberta, News Photographs, RO. Box 171, Cobourg, Scott Haskiii, President 4 i 6 604-207 i in the top picture is the new "dome coach," Ontario K9A 4K5, or fax 905 373-6023. John Carter, Vice-President 4 i 6 690-665 i RMR 9501, on the tail end of the westbound THANK YOU Rick Eastman, Vice-President 416 494-3412 Rocky Mountaineer in Calgary on June 15, The UCRS would like to thank two members Art Clowes 514 934-5549 1995. Below that is Central Western's engine who have recently made generous donations Al Maitland 416 921-4023 house In West Stettier, as it was being built, to the Society. George Meek 416 532-5617 seen on August 2, 1992. Pat Scrimgeour 416 260-5652 -Both photos by Bob Sandusky PatSemple 416 923-9123 Completed September 6, 1995 Chris Spinney 416 281-8211

2 • Rail and Transit • July 1995 THE TORONTO CAR WHEEL WORKS

By Dana Ashdown outside edges cooled very rapidly producing an extremely hard and durable tread and flange, whUe the central plate The cast-iron wheel of the wheel remained soft, and was therefore easy to machine, and able to absorb shock without cracking. In North America, cast-iron wheels were used well into the This property of cast iron to cool rapidly at the outer twentieth century ,on both railway passenger and freight edge, known as "chUl," had been understood in the Britain cars, much, to the dismay of British and European railway since the 1700s. ChiU properties were exploited best when engineers who considered cast iron too brittle a metal for smooth iron was irsed for the rim mould in place of green such use. On their side of the Atlantic, fabricated wrought- sand, resulting in faster cooling and, consequently, a iron wheels, and later steel wheels, became standard; in smooth, deep, hard-surfaced tread that was more durable fact, the use of cast-iron wheels was outlawed in almost than steel and required no machining. Further strength every European country by 1890. North American was gained by the use of iron made with charcoal, which engineers, led by the Americans, found cast iron a most is almost pure carbon, instead of coal, which could contain suitable material for railway car wheels, being cheaper and impurities affecting the metal's soundness. Considered the lighter; in comparison to fabricated wrought-iron wheels only suitable material for making cast-iron wheels, and to steel wheels, which appeared after the 1850s. Cast charcoal iron had a tensile strength of 23 000 pounds, iron was also more cost effective — used cast-iron wheels compared with normal pig iron at 18 000 pounds. The had a high scrap value and, unlike wrought-iron wheels, best charcoal iron could have a tensile strength as high as could be easily broken-up and remelted, thus recovering 41 000 pounds (White, 1978: 532). most of the initial wheel cost. There was a negative side to using cast iron, however. In the beginning, spoked wheels were used on railway Unlike the steel wheels introduced in the 1860s and cars, but by the 1860s solid wheels had found widespread 1870s, once the chilled iron tread had worn through, the acceptance in North America. Of these, the most common wheel had to be scrapped; cast-iron wheels could not be type was the "double plate" wheel which offered the best resurfaced or turned on a lathe as could steel wheels. combination of strength and weight. Among the many Furthermore, cast-iron wheels were more likely to fracture styles offered, two double plate wheel patterns foimd than those made from steel. Another difficulty in the early particular favour: the Bush and Lobdell, and the years was the inability of wheel works and railway shops Washburn. to true-up the cast-iron wheels, since there were no The Bush and LobdeU pattern (also known as the grinding lathes available and machining the hard tread LobdeU pattern) was patented in 1838 by Charles Bush, surface was almost impossible. George G. LobdeU,. and Jonathan Bonney, partners in. the The need to regularly replace worn cast-iron car Wilmington, Delaware, firm of Bush and LobdeU (later wheels kept many foundries busy and prompted the reorganised as The LobdeU Car Wheel, Tire and Machine establishment of many wheel works throughout North Company), which afterwards became the continents most America. influential car wheel manufacturer. Their wheel was a true double plate incorporating a hoUow centre, but the hub J. & N. C. Scoville itself was initiaUy spUt between the two outer halves, a The Buffalo Car Wheel Works feature made necessary because of uneven contraction The Toronto Car Wheel Works between the fast-cooUng rim and the slow-cooling hub and plate; improvements made by 1859 eliminated the need for The Canadian market for car wheels was already being a split-hub by adding an S-curve to the plates. The supplied by a few non-specialist domestic firms when two resrUting large centre core made production of the LobdeU enterprising Americans named Jonathan and Nathaniel C. wheel expensive and, although it was the first widely used Scoville, of the Buffalo Car Wheel Works, decided in 1861 plate wheel in North America, it was later reserved for to set up what was probably the first foundry in Canada appUcations where an especially strong wheel was needed, devoted solely to wheel production: the Toronto Car such as leading truck wheels on a locomotive. Wheel Works. The wheel beside which, all others paled in comparison Their story begins in the town of Salisbury in was the Washburn, patented in 1850 by Worcester" northwestern Connecticut where in 1833 Jonathan Scoville Massachusetts, foundiyman Nathan Washburn. Washburn's was bom. The son of an iron manufacture!; Jonathan pattern made use of integral S-shaped brackets cast into attended Harvard University where he took "a scientific the rear of the wheel which strengthened the rim without course." In 1853 he moved to Buffalo, New York, and with greatly adding to the wheel's weight. The simple, easUy- Cyrus C. Dennis and others, he organised the Buffalo Car cast design made it the favourite amongst wheel makers. Wheel Works, locating it on Louisiana Street opposite the It therefore foUowed that the Washburn pattern was Lake Shore and Michigan Southem Railway's freight destined to become the standard wheel used by most depot. Within a few years Jonathan was joined in Buffalo North American raUways, .remaining so unril 1928. Indeed, by his brother, Nathaniel C. Scoville, and together they in 1879 it was declared to be the strongest and most bought out the other partners, thus forming a new reUable wheel made, accoilnting for 70 percent of all car partnership under the title of J. & N. C. Scoville. wheels then in service (White, 1978: 531). Aside from their Buffalo foundry the Scovilles Cast-iron wheels were so successful because of the maintained iron works and mine holdings in Salisbury and properties of iron and the casting process. When cast, the Canaan, Coimecricut, possibly inheriting them from their

Rail and Transit • July 1995 • 3 fathei; and from these holdings they secured their supply their brewery and instead eventually leased their property of pig iron. Salisbury iron was a respected and sought-after to Messrs. Charles Vaie and Company whose partnership high-xiuality iron produced from a belt of rich magnetic was consummated on May 15, 1857, when Yale and and brown hematite ore, extending ftom Vermont south Company completed the reconstruction of "those extensive through Massachusetts, Connecticut, and New York to premises on Front Street, (formerly occupied as the New Jersey. Ontario Brewery) in the most complete style for canying By 1859 the Scovilles were offering "car wheels, or the business of Iron Founding and Smith's work in aU driving wheels, chill tire, and all kinds of railroad and its branches . . ." (Daily Leader, 1857). engine castings ... made of any desired size or pattern, of In another pronouncement, Yale and Company begged the best quality Salisbury iron. Wheels bored and fitted to "to inform the citizens of Toronto and the public generally axles." Salisbury pig iron was also for sale and "orders that they have just completed their new establishment on addressed to J. & N. C. Scoville and Co., Salisbury, Ct., or Front Street, known as the ATLAS IRON WORKS, next to Buffalo, N.Y.," were to "receive prompt attention," The the Factory of Messrs. Jaques [sic] and Hay where they wheel works at this time were called the "Buffalo Car will be prepared to execute with most prompt attention Wheel and Chill Tire Foundry" (Buffalo City Directory, and on the lowest terms, aH orders for Castings for 1859: 59). Buildings, Machine Works, and every description of Motivated by the success of their Buffalo enterprise, Wrought Iron Work.. They have now on hand a large the Scoville brothers deemed that the time was ripe to assortment of Patterns, and would respectfully invite their meet the growing demand for car wheels in Canada and friends to call and see them" (The Globe, 1857). so, in 1861, opened the Toronto Car Wheel Works, leasing Charles Vale and Company had evidently disbanded part of the old Atlas Iron Works from John R. Nash and before the Scoville Brothers came in search of a Toronto Jphn .Cayley. The Atlas works were the result of an plant. The old Atlas Iron Works — the northern part of interesting history which can be traced back to 1843 when which Cayley and Nash managed to lease to Alderman Charles Vale opened a shop on Toronto's Adelaide Street Clements for his Atlas Wood Works — seemed admirably West for the production of wrought iron work; by 1856 he fitted to the Scovflles' needs. The site was almost ideal and was employing as many as 30 men. Then in the spring of afforded convenient access to all three of Toronto's 1857 Vale entered into partnership with Samuel railways, as well as the harboui; for shipping and Dubelbeiss Sr. and D. C. Dubelbeiss with the object of receiving. The building which the Scovilles came to occupy creating a larger enterprise with a more diverse Line of sat on a lot measuring. 242 feet by 100 feet, and was products ("iron buildings, store fronts, columns, caps, sflls, approximately 80 feet long and 50 feet wide, with no architectural ornaments and iron work of all kinds and interior partitions or intermediate posts; the floor was dirt every style") than any of the principals had hitherto made. (City of Toronto, imdated). The management of the new The Dubelbeisses had been connected with the Rochester; Toronto Car Wheel Works was assumed by Jonathan New York, firm of Dubelbeiss, Schroeder and Company Scoville, who boarded at the nearby Queen's Hotel. As a operating the Union Iron Works at 135 Buffalo Street in lifelong bachelop it was probably felt that Jonathan was that city, and with a reputation already established in in a better position to relocate from Buffalo than Toronto through regular advertising in the Toronto daflies. Nathaniel, who had married. A contributing factor in the formation of the new In Toronto the Scovilles focused their efforts on the venture was a destructive fire which occurred on the two most popular wheel styles available: Bush and Lobdell aftemoon of ftiesday July 15, 1856, at the large furniture pattern engine wheels in measurements ranging from 24 factory of Messrs. Jacques and Hay on the south side of through to 36 inches in diametep and Washburn pattern Front Street between Bay and York. The factory having cap engine, and tender wheels in 30-, 33-, and 36-inch been only recently rebuilt following another disastrous fire diameter sizes. They drew special attention to their use of in December 1854, burned very quickly due to its ."the best brands of Salisbury Charcoal Iron, the reputation inflammable contents and the inadequacy of the city's of which is well established," and they were so confident waterworks. Within an hour the entire factory was in in their product that they warranted their wheels for ruins, taking with it seven workers who became trapped 30 000 irdles without failure under any service on the top floor after attempting to save their tools and (Hutchinson's Toronto Directory, 1862-63: 6). some of the machinery (Robertson, 1890/1987: 625, 627). By 1866 the Toronto works were turning out 13 000 Adjacent to the furniture factory on the west side, sat car wheels annually primarily for the Crand Trunk and the house of Mr. Jacques, and the Ontario Brewery owned Creat Western railways, using a staff of 20 to 30 and a 30- by John Cayley and John R. Wash. At first it was beheved horsepower steam engine. TIte Globe related that the that these properties were safe, but a sudden change in foundry's furnaces yearly consumed 700 tons of coal and the wind proved otherwise and these and two other small 3600 tons of iron,, and noted that: 'We are informed that frame houses became involved and they too were no railway accident can be traced to the breakage of any destroyed. Messrs. Jacques and Hay lost heavily to the of the wheels manufactured in this establishment" (Jlxe , extent of $150 000, of which only $54 000 was covered Globe, 1866). by insurance. Messrs. Cayley and Nash fared much better; With the completion of the Esplanade project along the their loss of about $15 000 was fully insured (Robertson, waterfront, the address of the plant became the Esplanade 1890/1987: 625, 627). at Alfred Street. Jacques and Hay's factory was rebuilt once again with The ScovQle's prosperity grew throughout the 1860s, the assistance of Toronto's citizens, and flourished. Cayley a decade in which they not only expanded to Canada but and Nash, on the other hand, chose not to re-establish also opened an extensive blast furnace operation at

4 • Rail and Transit • July 1995 Chenango, New York, near Binghamton and the destroyed and although the loss to the Sco'vihes only Pennsylvania border. They were soon millionaires. amounted to about $500, on accotmt of 'The buildmg and a portion of the internal fittmgs" being owned by John Foundries were all too often subjects of destructive Cayley (by now sole owner of the property), Cayle/s loss _ fires and the Toronto Car Wheel Works was to be yet was estimated at $3000 upon which no insurance was another victim when it succumbed on the night of held. Saturday, February 23, 1867. As Monday's edition of 77ie Presumably the car wheel works were rebuilt shortly Mail reported: after the fire. About twelve o'clock on Saturday night a fire broke out For reasons which are not clear; the Scoville brothers in the railway car wheel foundry belonging to Messrs. J. & N.G. Scoveii [sic], in rear of and adjoining Aid. Clements' 'Adas Wood Works' on Front street, opposite the Queen's hotel. The fire was first discovered by Dr. Blackburn, who was sitting in his room in the Queen's hotel, and he immediately communicated the fact to Mr. TORONTO McGaw, the book-keeper. Mr, McGaw hastened to arouse the Clements family who reside in a dwelling house adjoining the premises where the fire was then raging. A messenger was in the meantime sent to give the alarm at Oar Wheel the fire hails; and the engines were conveyed to the fire , as quickly as possible. As soon as Mr. Clements became TORONTO, C. W.: aware of the present danger to which his premises were exposed he had the presence of mind to give an axe to a young man named Wm, Watkins and instructed him to go J.&N.C. SCOYILLE, to the bay and cut holes in the ice for the engines, in order that the least possible delay might occur upon their •Froprieiors. arrival; and this was a wise precaution as the firemen appeared to have some difficulty in getting the suction hose to work after arriving at the bay and a considerable Double Plate & "\Tashburn length of time elapsed before the engines were ready to Pattern play upon the fire. Upon examination of the premises it was discovered that the fire broke out in the roof of the ENOIN-E, OAU, AND TEINIIUR building immediately over the furnace, and the wood work being very dry, the whole structure'was. in a flame 'WHEELS. in a few minutes. Thousands of persons soon assembled and many of them assisted as best they could in keeping the flames from 'extending to Mr. Clement's work-shop, Double Plate, Push, and JLtaa*'-; , , „ ' f#4-x->*xx.A- which, being full of shavings, stood in imminent danger. Water was carried to the roof in buckets and wet blankets Lobdell Pattern were placed on the windows adjoiriing the premises EJSTG-IHB WHEELS, where the fire was then raging with great fury. The heat 24, 2G, 28, 40, 33, and 3G inclies diameter. was so strong that it was with difficulty that parties could • stand or the roof of Mr. Clements work-shop, but those who were trying to save that gentleman's property from WavshbuiTi Pattern destruction fought manfully with the fire, stood their OAK, . ENGINE, AND TENDER ground and did good service in keeping the flames from extending (The-Mail, 1867). WHEELS, j|A£iid 30, 33, and 30 inches diameter. The Globe added that:

The engines were on the spot shortly after the alarm was Li^ whecis manttiacturnd ut this E.strilili.shimnit nrit umde frcnn llic given, but for some reason, one failed to be of any service JZX. best neleded Salisbury Iron, and in ail respects a tirst-class article. during the most critical time, when the fire threatened the annihilation of the adjoining premises. The Court street Gonlining ourselves cxciitsiveiy. to the best brands of .Sali.shury Ciiareoal engine was at work with alacrity and did good service by Iron, the reputation of which is well c.stahli-lied, we are at all times jire- throwing a powerful stream from the direction of Messrs. panai. to furnish an arlicle that is warranted I'rei' fruui fault. Jacques & Ha/s premises, rendering effective service. (;y. .All wheels warranted for .30,001) niiles' -rrrinn and qiiaraiUi i-rl While the fire was in progress Mr. Clements was about to lint to brrak under any serviee. go on the burning roof from his own premises, and had stepped with one foot on the building when the roof fell in -with a hea-vy crash, smothering the fire and placing it for the first- time under control. Mr. Clements had a sold the Toronto Car Wheel Works in 1870. Jonathan narrow escape, and had he been a few seconds sooner returned to Buffalo, eventually taking up a short political would, undoubtedly have gone do-wn -with the ruins. . . career; with stints in the U.S. house of representatives, A rain shower at the tiipe aided somewhat in preventing from 1880 tmtil 1883, and as mayor of Buffalo from 1883 the spread of the flames (Tlte Globe, 1867). through 1885. Alderman Clements' Adas Wood Works and house Sometime in. themid-1880s the Buffalo Car Wheel escaped the flames relatively unscathed but the sarrie could Works were reorganised as a joint-stock company in which not be said of the car wheel works. They were completely the Scovilles retained a large interest. The brothers Sco'viUe took only a passive role in the management of the

Rail and Transit • July 1995 • 5 For reasons which are not cleai; the Scoville brothers even a steamship named after him, the John Gartshore, sold the Toronto Car Wheel Works in 18701 Jonathan launched in the early 1850s. returned to Buffalo, eventually taking up a short political In 1865 John Gartshore stepped down from the active career with stmts in the U.S. house of representatives, •management of the foundry in favour of his son Alex. from 1880 until 1883, and as mayor of Buffalo from 1883 Alex's involvement in the iron works was short-Hved, through 1885. however; for the firm had fallen into financial difficulties Sometime in the mid-1880s the Buffalo Car Wheel and control soon passed to the estate of the late Mr. Works were reorganised as a joint-stock company in which Ewart. Alex Gartshore subsequently became associated the Scovilles retained a large interest. The brothers with a new venture in Hamilton called the Gartshore- Scoville took only a passive role in the management of the Thompson Pipe and Foundry Company (James and James, company, howevei; and by and large settled into a hfe of 1978: 97). retirement. Nathaniel Scoville soon after moved his family John Gartshore's activities over the next few years are to New York City and died suddenly on November 21, not known, but in late 1869 or early 1870 he made a 1890, when visiting Jonathan in Buffalo. A great shock to successful offer to purchase the Toronto Car Wheel Works Nathaniel's family and to his brothei; the death may have from Jonathan and Nathaniel C. Scoville of Buffalo — hastened Jonathan's passing on March 4, 1891, in New apparently with the backing of his sons John J. and York City (T5ie Commercial, 1891; Hie Courier, 1891). WiUiam and possibly others including Alex Gartshore. In Throughout their business hves the Scoville brothers the foUovdng April they incorporated the business as the held their property in common and at the time of their Toronto Car Wheel Company. Removing his faimly to death it was estimated that their joint assets were valued Toronto, John Gartshore took up residence at No. 74 John between $8-mitlion and $10-million. As Jonathan had Street. never married it was assumed that his portion of the estate In 1871 the wheel foundry's address was altered in would pass to Nathaniel's family (The Commercial, 1891; name, only to the Esplanade at Prince Albert Street, owing TTie Courier, 1891). to the renaming of Alfred Street. According to the city As to the Buffalo Car Wheel Works, it is probable that assessment roU for that yeax, the property's ownership it was renamed the New York Car Wheel Works. An continued to be held by John Cayley but the only building advertisement for the works appeared in the Jrme 1893 listed was a single-storey frame "house" 29 feet by 27 feet edition of the Travelers' Official Guide offering "MACHINED in size, •with no indication of any other substantial CAR WHEELS, bored, ground and balanced before structure capable of containing a foundry. As strange as shipment. 600,000 wheels made under our SYSTEM OF that may be, the 1871 Census does reveal something a COMPARATIVE TESTS, without one case of breakage in little more concrete. From it we learn that the company service." had a 20-horsepower steam engine and 20 men employed vvdth total armual wages of $6000. There was $40 000 John Gartshore worth of material on hand, and the value of their product The Toronto Car Wheel Company was listed as $54 000 (Craven and Traves, 1988: 38). One pubhc announcement regarding the change in The Scovilles' Toronto Car Wheel Works were sold in early management at the wheel works appeared in an 1870 to John Gartshore, a foundiyman of long experience, advertisement placed in the 1872-73 city directory which who, with his three sons and other backers, incorporated read in part: the foundry in April 1870 as the Toronto Car Wheel Company. The above Company ha-ving purchased the premises and John Gartshore was bom in 1810 in Scotland, and machinery of the Car Wheel Works at Toronto, formerly after completing an apprenticeship, for the trade of occupied by Messrs. J. & H. C. [sic] Scoville, are prepared to execute orders for any pattern of Car Wheels at the millwright, emigrated to Canada at the age of 23. In 1835, shortest notice. All Wheels warranted for twelve months. after brief stays in York (Toronto) and Niagara (Niagara- on-the-Lake), Gartshore opened an oatmeal miU in Fergus Even though the company offered to make wheels to in association with John Mitchell (James and James, 1978: any pattern using "the best cold blast charcoal iron," their 97). advertisements illustrated a Washburn pattern wheel, the When the Fergus mill burned down in 1837, Gartshore most popular wheel then in use. resettled in Dundas and there, through the patronage of VThen John Gartshore died in August 1873 in Glasgow James Bell Ewart, established a small foundry in 1838 on dining a visit to his native Scotland, control of the wheel Hatt Street as the firm of John Gartshore and Company. works passed to his son John J. Gartshore. WiUiam had by The original wooden bulLdings that housed the foundry this time moved to London, Ontario, where he set up were destroyed in a fire in October 1846 but it was soon another car wheel foundry in connection with the Ontario rebiult in brick as the Dundas Iron and Brass Foundry. ^Car Company, organised in 1872 by Thomas Muir and Son Over the next two decades, Gartshore's formdry expanded (Merrilees, 1963). WiUiam Gartshore eventuaUyjoined the as he branched-out from the manufacture of mill McLary Manufacturing Company (James and James, 1978: machinery to the production of marine and stationary 102). engines and boilers, water pumps, structural iron work and In the late stunmer of 1874 John J. Gartshore was other castings. One of the firm's crowning achievements presented with the opportunity to acquire a newer wheel came in 1858 when the Gartshore Foundry built the steam foundry which had been started only a year or two before pumping equipment for the Hamilton Pump House. More by WiUiam HamUton and Son of the St. La-wrence Fotmdry. than a hundred years later the pump house would be The HamUtons were in financial diffictUty and, having restored and opened to the pubUc as a museum. There was withdrawn from raUway car manufacturing, could no

6 • Rail and Transit • July 1995 have been taker over by the Neill Brothers of the Soho Craven, Paul, and Traves, Tom, 1988: "Canadian Railways as Foundry in October 1876. Manufacturers, 1850-1880,", in Michael J. Piva, ed., A In an advertisement for the new facility appearing in History of Ontario: Selected Readings, Copp Clark Pitman, Tlie Globe in October 1874, the car wheel company stated Toronto. that: "owing to the great increase in business during the The Daily Leader, July 29, 1857: Advertisement, Toronto. last three years, the Company have had to purchase more The Gioie, July 25, 1857: Advertisement dated May 15, 1857, commodious premises, and having removed to their NEW Toronto. WORKS, FRONT ST. EAST, CORNER OF CHERRY, Are now The Globe, February 12, 1866: Toronto. prepared to undertake the largest contracts for either Single or Double Plate Chilled Car Wheels, for: The Globe, February 25, 1867: Toronto. Locomotives, Tenders, Drawing-room, Passengep and The Globe, January 26, 1877: Toronto. Freight Cars. Street Railways and Tramways also Hutchinson's Toronto Directory, 1862-63: Advertisement, W.C. supplied." As before, "aU Wheels manufactured from the Chewett, Page 6, Toronto. Best Brands Cold Blast Charcoal Iron." The capacity of the works, it was claimed, was 120 wheels per day. James, William and Evelyn M., 1978: Hamilton's Old Pump, What John J. Cartshore, now Uving at No. 29 Alexander Street, failed to acknowledge though was the impact of the economic depression that swept the continent in the mid-1870s. It hit the Toronto Car Wheel Company at a vulnerable rime when the foimdrys inventory was • high and sales were slow. Indeed, by February 1875 the business was offering to sell to any interested iron founder old car wheels "either whole or broken, particularly suitable for machinery or malleable castings." Cartshore and his company were helpless in dealing with the reduced demand for their products. At "a meeting of the shareholders and creditors of the Toronto Car Wheel Company" held on Thursday, January 25, 1877, "at the offices of Mr. William Mortimer Clark, fuU statements were submitted, firom which it appeared that the assets, if the Company continued its operations, would realise about $117,297.38, while if the business was immediately wound up they would realise about Atsrr> $84,000. The former figure ... would enable the Company to pay all their creditors in full and leave a surplus of some $17,000 for the shareholders.'The Company offered payment in full at six, twelve, eighteen, and twenty-four jr.vxirr.v.TfRKD FRO.V months, with„ security and the meeting adjourned for THE BEST COLD BLAST CHARCOAL IRON. fourteen days to permit the necessary arrangements to be made to cany out the settlement. The embarrassment of the company appears to have arisen chiefly from •WORICS: depreciation in value of a large stock of iron held by them, and the general depression in the iron trade" (Jlie Globe, Corner of Esplanade and Alfred Streets, 1877). .O T. Tiir. Qi-Kiis's lloTET.i, - fC

Rail and Transit • July 1995 • 7 Saskatchewan Railway Museum moves to restore Saskatoon streetcar

By P. J. Kennedy maintenance by the family that kept number 51 in such excellent condition for the 43 years it sat on their land. The Saskatchewan Railway Museum was founded by In the summer of 1992, two members of the ; members of the Saskatchewan Railroad Historical Saskatchewan Railroad Historical Association (SRHA) i Association to collect, preserve, restore, exhibit, study and were alerted to the existence of the streetcar. Yet it wasn't interpret Canadian railway equipment, especially that until the summer of 1994 that the idea of acquiring Car 51 which has been used in Saskatchewan. The six-acre and transporting it to the Saskatchewan Railway Museum ' museum site southwest of Saskatoon has numerous railway was resurrected. : buildings and artifacts as well as a diesel-electric With agreement from the family to donate Car 51, the locomotive, four cabooses, several freight cars, and a wheels were set in motion to move this valuable piece of variety of maintenance of way equipment that was used by Saskatchewan's urban transportation history. On October both Canadian National and Canadian Pacific Railways. 8, Car 51 made its way past local television cameras and Yet, on the transit side, until late 1994, there was only SRHA members' cameras to its new home in the middle of a shell of a former Saskatoon Municipal Railway streetcar the Saskatchewan Railway Museum grounds. and a small exhibit dedicated to the streetcars of The car has all but five of its windows and all four Saskatchewan. longitudinal seats at both ends of the car. Three upper \ In October 1994, the Saskatchewan Railway Museum sections of the transverse seats in rattan were fovmd, as took possession of a unique part of the province's electric were three other seats in poor condition. However two of i transit history with the arrival of the former Saskatoon these had full bases. j Municipal Railway (SMR) Car 51. Built in 1927 in A streetcar committee within the volunteer SRHA has | Hamilton, Ontario by the National Steel Car Company, the already moved to winterise the car and has begun double-truck, 41-passenger streetcar was one of only four preparing a brochure, slide presentation and video | such cars delivered to the City of Saskatoon. It served the documentary on Car 51. With funds raised in the months citizens of Saskatoon from 1927 until the last run of ahead, the committee will coordinate the restoration of the streetcars in 1951, when trolley coaches took over the exterior, and partial restoration of the interior. It is hoped former streetcar routes. that several seats, the ceiling, and the floor of the car can Like so many of the cars owned by the SMR at the be restored or replicated to its original condition. time of the replacement of the streetcars, Car 51 was sold With approximately half of the car restored to original to an area farm family for use as a storage building. condition, the other half will feature tables and display The double-ended car was 39 feet, 6 inches long and cases with historical rickets, photographs, timetables and weighed 30,000 pounds before the trucks were removed. other artifacts from the three streetcar systems which It was sold to a family in the Biggar district, west of operated in the province - Saskatoon, Regina and Moose Saskatoon. The family used it for storage and as a summer Jaw. The museum already has a small but valuable display kitchen (an area for cooking in summer outside the house, of the Saskatoon and Moose Jaw tram systems. so as not to heat up the regular kitchen). The family kept The provision of streetcar trucks or the eventual it painted in the cream and green colours used by the SMR operation of Car 51 is only a dream at this point. What is and the later Saskatoon Transit System, and covered the practical, is that the car be restored in such a way as to roof with asphalt shingles. It was the continuous provide visitors to the Saskatchewan Railway Museum with an excellent example of a streetcar which actually i operated in Saskatoon. In addition, it will demonstrate to > visitors, both young and old, the historical significance of ; electric street railways in the wheat province. •

For more information about the restoration of SMR Car 51, contact: R J. Kennedy, Co-chair, Streetcar Committee Saskatchewan Railroad Historical Association P.O. Box 283 Vanscoy, Saskatchewan SOL 3J0 306 668-2161

Thanks to the Canadian Transit Heritage Foundation (YorkJToronto 1833. 260 Adelaide Street East. P.O. Box 30. Toronto. Ontario MSA INI) for this article, which originally appeared in the March I99S issue of the CTHF's Bulletin.

8 • Rail and Transit • July 1995 A VIEW FROM NOVA SCOTIA Ottawa hasn't the right to privatise Halifax—Levis line

By Jay Underwood is no doubt Nova Scoria would never have government got its hands on a lot of cash entertained such an idea, because the Nova that it could spend at home, with results it From the Halifax Daily News, Scoria Railway was intended as a govern• could show the voters. June 24 and July 3, 1995 ment-owned and controlled venture, a reflec• This probably explains why a great many Oh I'm the Railway King! tion of Joe Howe's mistrust of private enter• Nova Scotian poHricians talk about the im• What glad tidings I bring prise's abflity to successfully complete such portance of the railway here, but are loathe As I sweep with my royal train projects. to do anything about it. To my journey's end with the long lost friend So it occurs to me, that to satisfy its By quietly aUowing CN to privatise with• That we ne'er hoped to see again. constitutional obligation, Ottawa cannot out raising anything but muted, token opposi• Then here's that it may be a far distant day privatise at least that part of the Hne from tion, the government knows it wHl get some When you see your old servant pme; Halifax to Levis without imdertaking a pro• cash coming its way. And still you will cry as you see him rush by, cedure to amend the Constitution. And in today's climate of poUrical ac• Hurra for the old Engine. Under those conditions, I suggest Nova counting, that cash need not be spent directly Scoria must have the option of either being I found these lines of doggerel as I read on the upgrading of roads to handle the extra compensated for the loss of federal control of through copies of The Nova Scotian of 1854 truck traffic that wiU. result as soon as the the Hne before it is privatised, or being while researching material for a book. They Port of Halifax is no longer financially feas• allowed to take direct control of the line were written imder the nom de plume of ible in the absence of a railway Hrik. It can instead of it being privatised. Direct control Duns Scotus, of the 72nd Highlanders to quickly be diunped into that poHricaUy expe• would also have to include New Brunswick as celebrate the creation of the Nova Scotia dient category "general revenue" to be spent a partner in the ventiue. Railway Joe Howe's grand scheme to link at the goverrunenf s poHrical whim. the colony to the Canadas, and what can I believe the argument against CN aban• The best example of this kind of fiscal reasonably be referred to as a Nova Scotian doning its federal commitment is bolstered by abuse is evident today in the way the prov• version of the National Dream. the fact CN made a profit last year C$271- ince reclaims its money from the Atlantic million.Canadian as opposed to a $75-million Lottery Corporation, the profit from which I thought them particularly poignant in loss in 1993 - a $346-million turnaround) was supposed to go toward financing recre• light of the announcement that Canadian and that the HaKfax-Montreal portion of the ation and sporting events, but which instead National was ready to privatise its railway Hne has been profitable, albeit marginally, for gets dumped into general revenue. operations, and if you can forgive yet another some time. If this is the coiuse the province has rant about national railway policy I think I This takes away any justification for decided to take in the case of CN's can make a case to prove Ottawa has no privatisation on economic grounds. privatisation, it has sadly miscalculated and right to undertake such a plan. Money, of coiuse, is the root of all this is passing up a prime opportunity to regain The Nova Scotia Railway was absorbed evil, particularly the money Ottawa has used control of both the CN main Hne and its link by the IntercoloniaTRailway under the 1867 to bribe provincial poHricians to allow the to central Canada, and thus over its own terms of Confederation, whereby the federal feds to weasel out of their obHgation. greatly more expensive highway construction government undertook to maintain and poHcy. operate railway service between Halifax and The truth is, that Hke railways in Sir Levis, outside Quebec City. • Allan MacNab's day highways are the poUrics It is no mere fad that has several U.S. of 20th century Canada. states diverting highway construction funds At that time, the NSR's hne ran from They have been promoted with the same to new passenger and freight railway proj acts. Windsor to Halifax, Halifax to Truro, and abandon and connivance as railways were by The long-term savings are all too clear Truro to Pictou. The Intercolonial built the all three levels of governments, because they line from Truro to Amherst and beyond to Perhaps this too will dawn on the Nova brought votes and the illusion of a progress• Levis, where it connected with the Grand Scotia government, albeit 10 years too late. • ive society. Trunk Railway of Canada. Railways sUd into benign neglect and In time, the Intercolonial became part of METRO SHOULD BEG, BORROW OR have remained there, even though the roles prime minister Robert Borden's Canadian STEAL LINE TO SARNIA TUNNEL are becoming somewhat reversed and — as Government Railways, and in the 1920s, part Metro Halifex residents have two reasons to be of Canadian National Railways. • developments in the U.S. are showing — especially interested in federal transport minister railways have become a poHtically sexy bait, Doug Young's efforts to sell off the original symbol This history is important in a constitu• and with a Green bonus to boot! of Confederation, the railway. tional context, because although constitu• Unfortimately or perhaps fortunately in First, railway service was what lured us into tional arguments have not been successful in Confederation. Second, the proposed sale of CN this case, Canadian transportation policy preventing CN from cutting VIA service, or represents the loss of a major business opportunity always seems to have a 10-year lag behind seUing the Tnuo—Sydney hne to a private, for Halifax and Dartmouth in the form of the Samia, that of the U.S. This is true with the creation short Hne operator; the Halifax—Levis main Ontario, tunnel. of Amtrak and VIA, and now with the Hne is a different case. • If the Port of Halifax were to inherit the railway privatisation of Conrail (the formerly-federal• line to the tunnel, it could become the port of First, it is important to consider both the ly-owned Class 1 railroad in the U.S.) and choice for the flow of goods from Europe to spirit and intent of the terms of Confeder• Chicago. Canadian National. What is different, how• ation, which both make it clear that as a Stepped-up port traffic would create jobs for ever; is CN's constitutional link. condition of joining the Canadian union, Maritimers, both in the port and on the railway. Ottawa would guarantee Nova Scoria and CN's abandonment of its Newfoundland In the long term, the port could purchase its New Brunswick that it would operate and Hne, in return for greater federal funding for own shipping fleet and bring in the containers itself. maintain both freight and passenger railway highways there, is typical of the poKrical Then we would see a national dream grow into an international wonder. And Halifax could truly service from Halifax to Levis. thinking of the age. realise its place as the best port this side of the In return for allovring CN to give up an No mention was made of ever turning Atlantic. inefficient railway service, the Newfoundland this line over to a private operator^ and there -Greg Quinn, Halifax Daily News, July 6, 1995

Rail and Transit • July 1995 • 9 Research and Reviews

Just A. Ferronut's perspective and will perhaps help solve it call was issued on October 31 for the supply Railway Archaeology sometime. of thousands of locally-cut ties. This construc• First, a little background of events in and tion was culminated on December 5, 1881, Art Clowes around Newfoundland. During this period, when the S.S. Merlin arrived, delivering the 1625 ouest, boul. de Maisonneuvs, Suite 1600 Newfoundland, of course, was not part of first locomotive and other materials for the Montreal (Quebec) H3H 2N4 Canada, but a separate British colony. By railway. Mn Penney continues ". . . This was E-Mail: 71 [email protected] 1880, the concept of a railway across the the first of five locomotives obtained from jagged contours of Newfoundland was not Prince Edward Island Railway which We will blame the heat of summer for a new. As early as 1865, Sir Sandford Fleming, employed the same gauge as the Newformd- change in plans for this month's column. Last the Scottish-Canadian railway engineei; had land Railway. The locomotive was assembled month, I mentioned that we would be look• eyed Newfoundland as part of his proposed at the skating rink at Fort Williams and ing at some construction details on the Deux- "AU-Red-Route," so named because of the quickly put in working order to convey rails Montagnes cgmmuter service this month, hut practise of showing Britain and its extensive and other track material westward along the we aren't. The change was really caused by overseas possessions in red on maps and line." the thing called work, not the heat. Of course globes of the day. To Fleming, Newfound• Now, lefs look at Mr. Corley's informa• we can always wish! land, the remote island lost in the. North tion on the supply of locomotives and how it June equipment questions Atlantic fog, was to be the centre of a vast fits into this story. All parties agree that five Last month we carried a couple of questions system of 'imperial communications that locomotives were transferred to Newfoimd- that had been asked about railway locomo• would join the global British Empire of the land from Prince Edward Island, hut research tives. day. Fleming's concept was based on the fact to date has not been able to definitely ident• The first, from Bill'Reddy, was about a that land travel by railway was faster than ify these locomotives. There are four, conflict• U.S. Army 0-6-0 locomotive that he believed water travel. Fleming could not get this plan ing "reports" involved in trying to establish had wound up here in Quebec after being off the ground because he could not get the them. needed financial backing. owned for a period by Pacific Coast Ter• 1. Prince Edward Island Railway Nos. 2 to 6 minals Railway. Well, Canada's "Mr. Railway Fleming's name again came to Newfound• (4-4-OT, Hunslet serial numbers 85 to 89) Equipment," Ray Corley has come to our land railroading in the mid-1870s, when the were said to have been sold to the Harbour rescue, by confirming this and supplying even government voted funds to undertake a Grace Railway (this was the local term for more information. Ray advises that this army survey for a railway across Newfoundland what became the Newfoundland Railway's workhorse had been piuchased by the Laure- from St. John's to the west coast. While the Southern Division; Harbour Grace became the ntide Forest Products Company. When Laure- govemmenf s choice was Sandford Fleming western terminus of the first railway) in ntide was taken over by Consolidated Paper; because of his earlier proposals and his fame, 1881. This report indicated that the first this locomotive became No. 1 of their Laiue- other commitments kept him from personally locomotive shipped was lost overboard at sea. ntide Division, at Grand-Mere, Quebec, and undertaking this survey. Howevep arrange• The ship with the first locomotive was sched• was still operating in the summer of 1953. ments were made for one of Fleming's engin• uled to arrive in St. John's on October 24, The second question was raised by Keith eers to head up the survey. As was often the 1881, which was definitely in the rime frame Pratt, a former Prince Edward Island case, the estimated cost versus available of deliveries of railway material in St. John's. railwayman, concerning the fate of some of funds, and changes in government, delayed The missing engine (in group of Nos. 2 of 6) PEIR's narrow-gauge locomotives following the start of construction. was said to be "made up" by a locomotive the standard-gauging of the island lines in Friday, April 29, 1881, was the turning purchased from the New Brunswick Railway the 1920s. This question reminded both Ray point for the establishment of railways in (either NBR No. 9 or No. 10). These NBR Corley and Doug Brown of an earlier transfer Newfoundland. The government spent 16 engines were 2-6-Os, not 4-4-0 tank engines. of locomotives from Prince Edward Island to hours arguing as to whether an agreement, 2. Prince Edward Island Railway Nos. 2 to 6 Newfoundland. These gentlemen forwarded dated April 20, 1881, should be entered into as above were sold, and one engine was lost data concerning this early transfe:^ which with the Blackman Company for the forma• at sea. However; this report indicated that •took place in 1881. The data from Ray on tion and construction of the Newfoundland the "lost" locomotive was not replaced, hut this transfer pointed out that there were Railway Company. In the end, the agreement that the number was left vacant. The New• some imanswered questions about it. So it was approved, and construction started on foundland Railway purchased New Brunswick was time to dig out a few books on these August 16, 1881. Since the Prime Minister Railway No. 9 or No. 10, hut this locomotive railways. A skim through Omer Lavallee's was away, there was no sod-tuming became Newfoundland No- 12. Narrow Gauge Railways of Canada; A. R. ceremony. 3. Report Number 1 is correct in that one Penne/s A History of the Newfoundland Rail• Work continued, and about eight to ten PEIR locomotive was lost at sea, and Report way, Volume I (1881-1923); and Canadian miles was graded and ready for ties, rail, and Number 4, below, is also correct in that New National Railway's Synoptical History of Cana• ballast by October 1881. This distance was Brunswick Railway No. 9 was also lost at sea. dian National RaUways helped round out the extended to about 15 miles by the end of the story, but didn't answer the questions raised season. Penne/s.book reports that the first 4. Report Number 1 is in erron The locomo• by Mr. Corley. While we haven't solved the vessel-load of ties arrived from Nova Scoria tives which first arrived in Newfotmdland puzzle, the story of the early days of the on October 19, 1881. Three days latei; on were ex-New Brunswick Railway (not ex- Newfoundland Railway may help put it in October 22, the S.S. Standard arrived from PEIR). NBR No. 9 was lost at sea, NBR No. Cardiff, Wales, with a cargo of rails. A tender

10 • Rail and Transit • July 1995 Research and Reviews

10 was deKvered and became Newfoundland later the sendee was extended to Upper Paddockwood. CN has now applied to the Radway No. 12 (or vice versa). Gullies, about 20 mUes from St. John's. National Transportation Agency for per• Ray Corley concludes that Report Number So, as we leave this period on the New• mission to abandon the operations over the 3 is the most credible, followed by Report foundland RaUway, it can be said that the 15.5 miles north of White Star. Niimber 4. Because the Newfoundland and transplanted Canadian locomotives probably Montreal's Victoria Bridge Prince Edward Island railways both had a weren't overworked in their first two or three Back in our column of March. 1995 v,'e men• gauge of 3'-6", while the New Brunswick years on the Rock. tioned that the Victoria Bridge was in for a Railway was three-foot gauge, some gauge Now lefs look a little closer at Keith's major face-lift. We mentioned that to ensure conversion work would have been required original question, about PEIR engines trans• that this work could be done with as little on any ex-NBR locomotives used on the ferred to Newfoundland in the 1920s. interference with railway operation as poss• Newfoundland Railway. For this, Doug Brown has forwarded the ible, crane runways and overhead cranes Now a look based on the data as supplied following from, his records. Five 4-4-Os with would be installed on the grand old lady of by Doug Brown from material originally 15" X 20" cylinders, and one 0-4-OT with the St. Lawrence. WeU. this work has started researched by his father; the late R. R. 8" X 16" cylinders, were sold to Armstrong, from the Montreal end. Hopefully, there will Brown. While Mr LavaUde's work also ques• Whitworth and Company of Comer Brook, be some interesting photo opportunities. tions as to whether there may be one or more Newfoundland, in ,1923. This company was New Brunswick Railway locomotives included the predecessor of what became Bowatefs Other station news in the early Newfoundland Railway roster; Newformdland Pulp and Paper Company in CN is presently attempting to obtain federal both Mr. Brown and Mr Penney point to 1938. approval to permit them to sell their New• them all being from Prince Edward Island The five 4-4-0's were all built in Kingston market Station to the Town of Newmarket, RaUway. Mr. Brown's data also indicates that by the Canadian Locomotive Company. The Ontario for one dollar. Thanks to Dave Stal- these five locomotives were scrapped about tank engine, PEIR No. 37, had 24-inch ford for sending a clipping from the Newmar• 1898. So, ifs back into the job jar for some drivers, was built in 1910 by Davenport, and ket Tomr Crier. more research and digging. became Armstrong, Whitworth's No. 1. The CN .is also attempting to get similar Meanwhile, in Newformdland, it was other locomotives were: PEIR No. 19, with approval to sell, their station at Sayabec, October 11, 1884, before the last spike was 54-inch drivers, built in 1904 with buildefs Quebec. This station is on the former driven to more or less complete the 84 miles number 625; PEIR No. 20 (second use of the Intercolonial Railway line in the Matapedia of track from St. John's to Harbour Grace via number), which had 48-inch drivers, weighed valley, about 30 miles south of Mont Joli, Harbour Grace Junction (now Whitboume). 65 000 lbs., arid was built in 1899 with Quebec. This spike was driven by Prince George, who buildefs number 471; PEIR No. 23, which later became King George V. At the time he had 48-inch drivers, weighed 69 750 lbs., was visiting Newfotmdland as a midshipman and was built in 1900 with buildefs number Books aboard the H.M.S. Cumberland. By this time 496; PEIR No. 24, which had 54-inch drivers, the Blackman Company was out of the New• weighed 69 750 lbs., and was built in 1901 Four new books from BRMNA foundland RaUway scene, but it would appear as number 520; and PEIR No. 27, which had The British Railway Modellers of North from a photograph in both Penney's and 54-inch drivers, weighed 69 750 lbs., and America of Calgary have several new books. Lavallee's books that at least one more loco• was built in 1904 with buildefs number 619. In recent years as I have become more inter• motive had been added to the roster. This Armstrong, Whitworth and Company kept the ested in Canadian railway history, I have photograph shows the A. L. Blackman, a PEIR numbers, but made them into a 200- found these locally-focused books a help in Hunslet-buUt 0-6-0 engine of a very British series; i.e. PEIR No. 19 became AWC understanding many of the historical operat• design. Unlike the early PEIR locomotives, No. 219. ing aspects of the area covered. this one doesn't have a cowcatcher bell, or In Lavallee's Narrow Gauge Railways of The four recently-released books give one fretwork aroimd the cab, only the British- Canada, the five ex-PEIR 4-4-Os are listed as the choice to look at Canadian National or style end buffers. This engine was built in being sold in November 1923 to Lamoreaux- Canadian Pacific, in the east or in the west. 1882 with serial number 284. Kelly, a Montreal contractor for use in the While perhaps I should start with the CN western Canada book, my eastern roots told The Newfoundland RaUway has an intri- constmction of the mill that was to become me to first look at Canadian Pacific's Dom• • guing history, and it appears we have added Bowatefs Newfoundland Pulp and Paper inion Atlantic Railway (Volume Two), by Gary a little more in regards to their early locomo• Company in Comer Brook. W. Ness. With the release of this second tives. CN's Paddockwood Subdivision volume, the first has been reprinted for those To complete the confusing picture of the Canadian National Railways constmcted their who missed it but may want it. The second early Newfoundland RaUway we should 23.94-mile Paddockwood Subdivision from volume is an extension of the first to con• mention that the railway's first station in St. Prince Albert, Saskatchewan, northward to tinue a look at this fasdnatihg railway that John's was in an old stone buUding that had Paddockwood, Saskatchewan, after having served the Armapolls Valley and Yarmouth been part of Fort WUliam. This mUitaiy been authorised by the Dominion Parliament area in the southwest part of Nova Scotia for garrison was located in the east end of St. under Bill 18, assented to on July 19, 1924. over a hundred years. John's (near the site of the CN Newformdland This Une cost approximately $1.4-million to Hotel, buUt later), and had been abandoned The DAR was the summation of a half build and was opened for traffic on January about 1870. The first train othet than a work dozen companies that struggled to built and 22, 1925. train from this station was run on January operate a railway through an interesting and This was one of the western grain railway 16, 1882, for about BVi miles out to Dono• diversified part of Caijiada. Mn Ness has lines that had been protected from abandon• vans (about where the present Trans-Canada selected a wide variety of photographs high• ment by federal orders in council starting in Highway crossed the raUway). The citizens of lighting many geographical and social fea• 1974. This protection from abandonment was St. John's and the area along the line cel• tures of the rime and area. These photo• lifted effective March 31, 1995, for the 15.5 ebrated early in Jime 1882 as regular passen• graphs cover the period from the days of the miles between White Star (CN Mile 8.4) and ger service to Topsail was started. A month Western Counties Railway "May Party" excur-

Rail and Transit • July 1995 • 1 I Research and Reviews

sion train in 1875 portraying horses, buggies Again, one must look at this book in the while and inexpensive addition to the library and a sailing ship as well as the excursion context of its place among the other five of those who are interested in the develop• train, to a triple-header of SW1200RSs pul• books in the series as well as the magnitude ment and operation of the Canadian ling a string of gondolas along a tidal river in of the geographical size of Canadian Nation• National. 1988. al's operation in the west. The third book, which was actually published The DAR was made up of several rail• Volume Six is a worthwhile addition to some months ago, is the second book on the ways, and the variation in details of the sta• the previous volumes, as takes a closer look topic of Toronto railways. This book titled tions of each is obvious in many of the pho• at some of the variety of head-end power The Railways of Toronto - The First Hundred tographs. The Annapolis Valley is quite used over this vast and varied territory, and Years (Volume Two), by John Riddell. This unique and various photographs provides one helps round out the information in the earlier book is a natural and expanded extension of with good examples of building styles of the volumes. The various classes of railway lines Mr. Riddell's first. This book, like the first, area. Probably my favourite photograph is a of the west demand different power and this includes a number of maps and schematics of CPR photograph of CP G2u Pacific No. 2665 is reflected with photographs varying from trackage around Toronto. The overview backing down towards the Digby wharf on its light 2-8-Os for grain lines to Mountain-class photos from various public agencies add to narrow right-of-way between shingle-cladded 4-8-2s in transcontinental passenger service, the portrayal of the railways prior to and houses. The shapes and features of the to a rare shot of a 4-6-2 pulling a CN silk during the development of the Toronto Ter• houses are unmistakably Annapolis Valley! train. minal Railways. These overview photographs Perhaps Volume Two alone could give In addition to the photographs and are supported with numerous action photos, one the impression that the DAR was not detailed captions of various steam engines, again spanning the changing railway scene affected much by the tides of the Bay of there are also a number of photographs of around Toronto. Fundy. However, Mr. Ness shows how these diesel operation, as well as what I would call The descriptions associated with the natural features impacted the DAR, along unique western photographs. These photo• photos are descriptive and generally explain with more details relating to the Bay of graphs include one of a steam-powered rotary well the scene and the related operations. Fundy ferry service, in Volume One. snow plough, the massive coaling tower at This book, especially in company with the Edson, Alberta, that could coal eight locomo• While either of these volumes is a worth• first volume, provides a good insight into the tives at a time, and two interesting photo• while addition to any railfan's library, com• Toronto railway scene over the first hundred graphs on the Albreda Subdivision from bined, the two volumes provide a good pic• years. torial capsule look at the Dominion Atlantic about the 1920s that contrast greatly with Railway. the same subdivision today. The fourth new book is Enter Diesel - Exit I believe this book helps fill in the details Steam (Railways in Transition in Eastern The BRMNA's second recently-released book about CN's western operation over the years, Ontario, Qudbcc, and the Maritimcs), by Ian is the Canadian National in the West (Volume and again would say that Volume Six of Donaldson. Over half the photographs in this Six), by Ray A. Matthews. Canadian National in the West is a worth• book depict Maritime train operation, and in fact only one is in Ontario. This book has a map of the area from Toronto to the eastern tip of Cape Breton, with an insert of the Denis Taylor's and Alex Campbell's Montreal area; good for orientation, but to me, a tad inconsistent for the branch lines Stations and station names. Mr. Donaldson captures the feeling of the changing scene as the railways phased out steam and introduced diesel. The early competition between the General Motors Corporation, American Loco• motive Company and Fairbanks-Morse as the supplier of "covered-wagons" to lead Cana• dian trains is also evident. The author who uses all his own photographs for this book, has caught a number of interesting views to add to the common three-quarters train photographs. These include one of passengers boarding a DAR RDC at Kentville, Nova Scotia, one of a corridor pool train being led by CN 6513 past CP's Westmount station, and one of a pair of CNR FPA2s leading the VIP and press special in 1957 to the official opening of the new line to the Heath Steele Mine in east-central New Brunswick. Perhaps the photo of a pair of CPR RSlOs pulling out of the smoke-stained Ottawa Union Station in 1959 best reminds one of the ever-changing railway scene.

Cobourg, Ontario, Cobourg and Peterborough Railway - This station was located west Mr. Donaldson surrounds his photographs of Division and Charles streets, at Mile 0.0 on the long-abandoned Cobourg and with capsule accounts of the scene and snip• Peterborough. It is now at Nos. 175-177 Stuart Street as a private residence. This photo pets of railway history, in the best tradition was taken on May 11, 1991. -Photo by Denis Tayhr of the informative BRMNA series.

12 • Rail and Transit • July 1995 Research and Reviews

waiting for the train. The "Stanton House" device to force air into the engine. In All four of the above books are avaflable from Hotel referred to in the query is shown in the addition to supplying the engine 'with com• British Railway ModeUers of North America, hackgroimd of this photo. The photo caption bustion aii; the blower is also used to venti• 5124-33rd Street N.W., Calgary, Alberta mentions that this' station would have been late the crankcase. The blower is located at T2L 1V4. The Railways of Toronto is priced at built about 1906 and that it replaced Severn. the generator or back end of the engine, and $12.00, and the other three are $9.00 each. Bridge as the main gateway to this resort is gear-driven directly off the crankshaft. Two Add $2.00 in postage and handling, and, for area. orders in Canada, the applicable GST blowers are formd on all GM engines of 1000 horsepower and up; one blower is required amount. —Art Clowes Item 62 for engines less than 1000 hoisepov/er. Usenet newsgroups on railways The Bell and the Book From: Erich S. Houchens Engines above 2000 horsepower use a turbo- An appreciative reception has been accorded via CompuServe TrainNet charger to force fresh air into the engine, and to the smaU softbormd book School on Wlieels The most comprehensive and immediate give a performance boost at the same time. by Karl and Mary Schuesslei; published by news sources on railways today are the Use• The turbocharger is an air blower; how• Boston Mills Press, describing Fred Sloman's net newsgroups, avaflable to many over the ever it is driven by the exhaust gases from school car; wherein elementary schooling was Internet. Following a vote earHer this year to the engine. There is a coirsiderahle kinetic taught to children of remotely-located railway spHt up the former rec.railroad newsgroup energy left in the exhaust gases and when sectionmen, settlers, and trappers. The story along geographical Hnes, the following new used by the turbocharger they can increase of Fred Sloman and fantQy and their years on newsgroups are now in existence: the horsepower output dramatically (for a school car is now well-known to many and • misc.transport.rail.americas — Discussion example, increasing a 600 horsepower MLW the car itself is preserved in Clinton, Ontario. of railway-related matters in North and South engine to 1000 horsepower) In the two-cycle Andrew Clemenf s book Tlie Bell and the America. GM engine, the turbo-charger is gear-driven Book, which is still in print, gives a much • misc.transport.raii.europe — Discussion of in the lower throttle positions. In higher larger treatment of his experience teaching railway matters in Europe. throttle positions there is sufficient energy in on three other school car routes, two on • misc.transport.rail.australia-nz — Raflway the exhaust gases to drive the turbo-charger Canadian National and one on the Ontario matters in Australia and New Zealand. It is faster than the rotation of the diesel engine. Northland Raflway. hoped that this will pick-up many of the The engine in each locomotive has an His candid memoir has, a very large cast postings to aus.rail, which is not avaflable individual cooHng water system in which the of pupils, settlers, trappers, railwa)Tnen, worldwide. water is circulated by a centrifugal pump, loggers, hunters, merchants, and others. • misc.transport.rail.misc — Railway matters gear-driven from the crankshaft. Water flows There is a great fund of anecdotes and anywhere else in the world, such as Asia, from the pump through headers into the right vignettes, many of them heartening, but a Japan, and Africa. and left banks of the engine block where it few tragic. He also gives a general history of circulates around the cylinder liners. Water railway school cars in the Province of also flows from the pump to the turbo• Ontario. Bill McGuire's charger and the after-cooler. Cooling water This is a school teacher's story about from the engine block rises into the cylinder backwoods Hfe, partly in a main-line raflway Diesel Locomotives heads and flows out through risers which are setting. It should appeal to those interested in Last month we began this column with a connected to two water outlet headers run• pioneer Hving and to others concerned with brief introduction to the history of the diesel ning along the top of the engine. The water Ontario history. locomotive. This month we will take a quick then flows to the radiators, cab heaters, and Tlie Bell and the Book, by Andrew Donald tour of an average diesel under the hood. expansion tank. Cooled water from the radi• Clement, was published in 1987 by Highway The diesel-electric locomotive uses mech• ators flows through the oil cooleq and finally Book Shop, Cobalt, Ontario POJ ICO, tele• anical poweq provided by a diesel engine, to returns to the water pump to be recirculated. phone 705 679-8375. The net price $34.95, drive an electric generator. The electrical The water temperature into the engine is hut enquire for your shipping charges and power developed by the generator is trans• automatically maintained at a preset level by current taxes. The book is hardbound, with a mitted through cables, switch gear and a thermostatically-controlled shutters and dust jacket, xii + 313 SlA-by-ll-inch pages, reverser to truck-mounted electrical "traction" cooling fans. The cooHng system may or may . 97 illustrations, four maps, and an epilogue. motors, each of which is directly geared to a not be pressurised. The engine is protected -J. D. Knowles pair of dri'ving wheels. against high water temperature by switches The two basic types of diesel engines which sound an alarm and automatically currently in use by Canadian railways are: reduce engine speed. A low-water sensing Information Network the two-stroke cycle, found in locomotives device may be provided to shut the engine built by General Motors; and the four-stroke down if the water level falls below a safe Item 58 (May 1995) cycle, found in locos built by Bombardier Hmit. The cause of a hot engine alarm could CNR Sparrow Lake Station (MLW), and, more recently in Canada, Gen• be attributed to low water levels in the cool• Reply from: George R. Corrin eral Electric. These engines 'vary in size and ing system, improper operation of the shut• Evelyn Clark enquired about photos of the horsepower output according to the type of ters, defective cooling fans, or restricted air Sparrow Lake Station in Port Stanton, locomotive. The number of cyHnders can flow through the radiators caused by seasonal Ontario. There is a photograph of this former range from six to 20 and the horsepower conditions such as ice and snow or leaves. Canadian Northern station at Port Stanton on from 600 to more than 4000, with all new The amount of water in the cooling Page 153 of Richard Taney's book Steam locomotives being in the upper part of that system is indicated by a sight level gauge Boating on the TFent-Sevem. range. mounted on the expansion tank. The water This photograph was supplied courtesy of A two-cycle engine requires a blower to system can be filled or topped up through fill Ontario Archives and is a trifle indistinct. It force air into the combustion space. GM openings at the sides of the unit, or on the was taken on a busy day, for there is a great diesel engines all require a blower or another roof. mob of people on the platform, obviously

Rail and Transit • July 1995 • 13 Transcontinental Railway and transit news from coast to coast

The EcoraR concept has undergone reduce CN's debt. CN now values Itself as changes in name and ownership since it was worth $6.4-billion, and expects to have $1.4- conceived. At first it was named Innotermod- biUion in debt at the time of the sale. al, and a company named MOQ Rail applied —Financial Post, Canadian Press to the NTA for trackage rights over CN lines. DERAILMENTS CN opposed the application, hut later Train 305 CTruro-Toronto) derailed at Mfle invested in the company and sponsored 100.9 of the Springhill Subdivision on July 6. further development. The train was later Power on the train was M420s 3532, 3555, caUed 3R International, and the first revenue Gordon Webster and 3531. Six of the 65 cars deraRed as it test was carried out last year hauling wood was pulling out of the siding at Upper Dor• Pat Scrimgeour chips between Saint-FeKcien and Donnacona, chester; N.B. The main line was reopened in Quebec. —//m Mumford, John Reoy, Le Sokil, within 12 hours. CANADIAN NATIONAL CN Keeping Trock Fourteen cars of Train 394 (Montreal- ECORAIL TRAINS BEGIN OPERATION OTTAWA VALLEY TRAINS REROUTED Island Pond, Vermont) derailed on July 6 in CN's "Ecoraii" experimental lightweight Following the cancellation of the plans for Stratford, New Hampshire, while on the St. mtermodal trains have begun operation joint operation by CN and CP through the Lawrence and Atlantic Raihoad. The power between Drummondville, Quebec, and the CN Ottawa Valley, CN has made plans to close was SD40-2 5322 and MKCX SD40M-2 9003, Malport terminal in Mississauga, Ontario. its Beachburg Subdivision between Pembroke and the train had 38 cars. The line reopened The trains are scheduled to leave each ter• and Nipissing. the next day. minal at about 21:00 every day, and arrive at Trains 437 and 438 (Montreal-Capreol) Nine cars near the tail end of 76-car the other end early the" next morning. The were removed on July 31, and the traffic is Train 217, behind GP40-2s 9600 and 9519, crews change between the eastboimd and now being sent via Toronto, with western derailed at MRe 197.9 of the Bala Subdivi• westbound trains when they meet in eastern traffic being sent through Capreol and traffic sion on July 19. One car had derailed at Mfle Ontario, so that everyone returns home each for North Bay being carried on Trains 450 195.7 and had been dragged two miles to the day. and 451. New trains 440 and 441 run be• south siding switch at Mowat, where the Each train, or "convoy," is made up of a tween Montreal and Ottawa only, and the others came off the track. While the Bala control cab, and one or more power units power from Train 441 continues to Pembroke Subdivision was closed, trains were diverted spaced apart every eight to ten trailers in the as road-switcher Train 529. For the moment, over the Newmarket Subdivision between train. Each trailer rests on a "bogie," a smgle- three of the former six intermodal trains Washago and Capreol. After the equipment truck component with four railway wheels, remain on the Beachburg Sub. was removed during heavy rain, 12 hours of two "fifth wheels," and a pneumatic lifting The rerouting of traffic will result in the trackwork were required before the line device. With only minor modifications to add loss of 56 jobs, "wiR close the crew-change reopened, via the siding, on July 21. Until air-brake Hnes and anchors, normal highway point at Brent, Ontario, and will reduce the July 24, easthound trains were being handled trailers are easily modified for use on the activity at Walkley Yard in Ottawa. on the Newmarket Subdivision, as work bogies. Radio is used to control the diesel- —Gory Murray via Fidonet, continued on the main track. electric power units from the control unit. Colin Churcber via internet, BBS Branchline On July 20, Train 344 (Winnipeg-Poke- The shipbuilders MIL-Davie have built 47 gama, Wisconsin) derailed while on the bogies, four power units, three control cabs, CN TO SELL PROPERTY Duluth, Missabe and Iron Range Railway, at and three end-of-train units. To reduce its debt before shares are offered in Mile 11 of the Interstate Branch, four miles When seen at Newtonville, Ontario, on the company, CN is preparing to sell large from the yard at Pokegama. The line re• August 5, the easthound train was made up parts of its real estate holdings. Property to opened the next day and operation was back of control unit 8003, a power unit, and eight be sold includes the Parkdale Shopping to normal on the 22nd. trailers. Centre and the OHver Centre in Edmonton, Train 392 derailed at Mfle 84.5 of the Ecoraii differs from its competition in Kennedy Heights Shopping Centre in GTW South Bend Subdivision on July 29. The several ways. Norfolk Southern's RoadRailer Vancouvei; Pacific Business Centre in Rich• train was hauled by SD40-2s 5322, 5245, requires specialised trailers with a heavy mond, B.C., two parking lots across the street and 5338, and had 51 cars. All three units enough frame to carry the pulling power from the SkyDome in Toronto, and land next and the following 19 cars derailed. An evacm from the locomotive through a 75-to-lOO- to Atwater Market in Montreal. Though the ation was ordered in the local area for the trailer train; EcoraR instead spaces lower- property is valued at over $100-mfllion, they next day, because of the dangerous commod• powered power units between every few are on the block at a time when many simflar ities involved. As many trains as Conrafl trailers. CRN's Iron Highway accommodates properties are also for sale, as both the Royal could handle were diverted, but most were standard trailers without modification, but is Bank and Eaton's are selling himdreds of held until the Hne was dear. A sim-kink in closer to the traditional piggyback arrange• millions of dollars worth of land and build• the rail was suspected as the cause. ment in that the trailers are carried on low- ings. slung flatcars. The shared concept behind all Income from the sale, together with the LINE TO TRACY TO REMAIN three is to reduce weight and to reduce sale of CN Exploration and the Central Ver• The NTA has ordered CN to continue to switching; all three must also run separately mont Railway, and about $900-million from operate the easternmost 1.66 miles of the from regular trains. the federal government in compensation for Sorel Subdivision between Sorel and Tracy, the CN assets that are not for sale, will Quebec. The potential traffic from companies

14 • Rail and Transit • July 1995 Transcontinental Railway and transit news from coast to coast such as Sorel Elevators and Services de Quai who wfll own the new trains, but from the Famham to Stanbridge, the 58.4 mfles of the Fagen led the NTA to conclude that there is Quebec Ministry of Transport, who are pay• Newport Subdivision from Brookport to a reasonable probability of the hne becoming ing for the renovations. Newport, Vermont, and the 63.3 miles of the economic in the foreseeable future. The line had shut down in the summer of Lyndonville. Subdivision on from there to —NTA press release 1993 and 1994 for the earKer stages of this Wells Rivei; Vermont. renovation work, and both times it reopened Iron Road's eastem network, made up of CANADIAN AMERICAN on schedule. This year is the final stage of the CP lines, the CDAC, the Bangor and Aroo• CDAC DERAILMENT IN LENNOXVILLE the renovations. AU of the old rolling stock stook, and the miming rights over the EMR, In the JvneRail and Hansit there was a news was retired on June 2, and the old electriSca- would thus connect with CP at Famham, item about a CP derailment in LennoxviUe, tign system is being replaced with an entirely with CN at Sainte-Rosalie and LennoxviUe, Quebec, on June 24. The train that derailed new system. and with the N.B, Southem at McAdam. was in fact Canadian American westbound The delay is being attributed to a change CP's press release said that "The transac• Train 905. in plans, to install the main power supply tion will be contingent upon the execution of At least one pair of wheels came off the along 20 km of the line as underground a definitive asset purchase agreement and track at Mile 62.89 of the Sherbrooke Subdi• coaxial cables, rather than overhead on the requisite regulatory approvals, which hope- vision, and the train continued with the catenary supports. Tests in late 1994 on the fuUy wiU aUow the transaction to take place wheels running on the ties for more than pre-build section of the line north of the old by year end." three miles, over three road crossings and the Deux-Montagnes station found that electro• —The Gazette, Canadian Press, CP release magnetic induction from the high-voltage line Massawippi River bridge before the train HAMILTON AREA CHANGES was interfering with telephones, televisions, derailed just west of the CN crossing at Mile Several changes have been made recently, or and alarm systems. The change is adding $6- 65.9. By this point, the train was on CP Rail are coming up soon, to CP operations in to $10-million to the price of the project. track, using CDAC's trackage rights. CP RSI8 Hamilton and on the former TH&B. -Tom Box, Le Devoir 1844 came from Brownville Jet. and pulled CP has changed the route of two, so fai; the rear dozen or so cars 35 miles east to the AMTRAK DROPS OVERNIGHT TRAIN of its "southbound" freight trains between siding at Gould. The front part of the , train September 10 will be the last mn of Amtrak's Toronto and Buffalo, so that they operate moved ahead to the yard at Sherbrooke. The ovemight Niagara Rainbow between Toronto west on the Gait Subdivision to Guelph Jet. power on the train was CP RSI 8 1834, and New York. The train mns north on and then south on the Goderich Subdivision Morrison-Knudsen GP40 4302, MK GP40 Friday evenings, arriving in Toronto on Satur• to HamUton, where they continue to Buffalo. 4301, Bangor and Aroostook GP38 95, MK day momings, and south on Sunday after• This route allows these trains to avoid oper• GP40 4303, and MK GP40 4305, and the noons, arriving in New York on Monday ations on the more-congested CN Oakvflle train had between 70 and 80 cars. momings. Between Niagara Falls and Subdivision between Canpa and Hamilton The derailment was cleared by the CP Toronto, the Amtrak equipment is coupled to Jet. The "northbound" trains continue to run and CN high-rail cranes and by the B&A big the regular VIA General Brock train, and the east on the CN, and thus avoid the steep hook, which arrived in the care of B&A GP38 Amtrak engine leads the train. grades on the Goderich Subdivision. 97 and Helm GP40 4415. The fust CN train —Steve Eriitz via CompuServe TrainNet The section of the Goderich Subdivision over the crossing at LennoxviUe was Train between Hamilton Jet. and Guelph Jet. is to VIA PROMOTES BUS CONNECTIONS 145 on June 26, and the first CDAC train become part of the Hamilton Subdivision. VIA and Trentway-Wagar Coach Lines have through the area was Train 906 on June 27. The new mileboards are in place, but are issued a joint timetable for trains from Mont• —George Mathesorr currently covered until the change is made real and Ottawa to Toronto and buses to official. The Hamilton Subdivision wUl then CDAC NOTES Kitchener and Buffalo. Since the VIA cutbacks extend from Niagara Falls,, New York, to Bangor and Aroostook GP38 98 is now of 1990, there have been limited connections Guelph Jet. equipped with ditch lights, an event recordei; between trains on these routes. The buses CP is preparing to close Aberdeen Yard, and a reset safety control, so that it can lead stop at Union Station in Toronto en route to its main yard in Hamilton, and move the in Canada. • CDAC runs about six trains per and from the bus terminal. —Tom Box week, eastboimd often in the early morning, operations to their yard in WeUand. Aberdeen Yard has been a spur connection off the so it is not easy to see a CDAC train. • For CP RAIL SYSTEM some time in July, there was an extra west• Hamilton Subdivision since the TH&B line bound train on Tuesdays, an mtermodal train QUEBEC AND VERMONT LINES beyond there to Brantford was abandoned. of containers of frozen crabmeat headed for CP is negotiating to seU its remaining lines —Jose Kazmar via Internet, Hamilton Spectator Vancouver for furtherance to Japan. • A 76- east of the division point of Famham, Que• UPGRADING WORK ON D&H car CDAC train crawled west through the bec, to Iron Road Railways. Iron Road is the CP is spending $7.6-million (U.S.) this sum• derailment site in the aftemoon of July 2 owner of the former CP lines now known as mer in the fourth year of an eight-year pro• with CP RS18 1817 and B&A GP38s 93, 90, the Windsor and Hantsport and the Canadian gramme to modernise the once-bankmpt 95, and 97. —George Matheson American, and the chief operator over the Irving-owned Eastem Maine Railroad. Delaware and Hudson. Work this year will include the replacement of 50 000 ties at 29 The present talks are for the 6.3 mfles of PASSENGER TRAINS locations, the installation of five miles of new the Adirondack Subdivision between Famham rail at 15 locations, baUasting and resurfacing DEUX-MONTAGNES OPENING DELAYED and Brookport, the remaining 60.1 mUes of 150 miles of track, continuing' to expand The opening of the commuter line to Deux- the Sherbrooke Subdivision between Brook- clearances for double-stack trains, deck Montagnes will be delayed. The line has been port and the CDAC connection at LennoxviUe, replacements and repairs to bridges, and closed for major renovations since June 2. the 26.4 miles of the Saint-Guillaume Subdi• rehabilitating six power switches. CP plans The reopening had been scheduled for August vision north from Famham to the connection another $33-miUion in expenditures on the 28, but has now been delayed until October with CN at Sainte-Rosalie Jet.,, the 13.7 miles D&H by 1998. 10. Notice of the change came, not from CN, of the Stanbridge Subdivision south from who own the tracks, nor from the STCUM, —Business Wire via Brian P. Kreimendahl

Rail and Transit • July 1995 • 15 Transcontinental Railway and transit news from coast to coast

YARD RENAMED MA Calder Yard in Edmonton got a new name on WHITE PASS AND YUKON Monday July 17. It was renamed the Walker LAST UNIT FINALLY DELIVERED Yard in honour of Ross Walker; who retired Thirteen years after it was buflt, the White as CN's senior vice-president for Western Pass and Yukon Railway's newest locomotive Canada last year. Walker began work with was finally delivered to the railway this year. WESTERN CANADA the raflway in 1947 as a telegraph operator. WP&Y 114, the fourth and last of the Bom- The yard had been named for the suburb in hardier DL535ECW) tmits completed at the Gray Scrimgeour which it is located, itself named after Hugh same time as the railway shut down oper• #570-188 Douglas Street Calder; a real estate businessman who also ations, is now in Skagway. The locomotive Victoria, B.C. V8V 2PI served as an alderman for Strathcona and wfll be used for maintenance-of-way service, E-Mail: 70614.356 [email protected] Edmonton between 1909 and 1916. . as its wheelhase is longer than the GE shovel- —Edmonton Journal nose units and it is thus less suitable for BRITISH COLUMBIA RAILWAY LUSCAR MINE ANNIVERSARY passenger trains. After many years of storage REDUCED SCHEDULED SERVICE The 50 millionth torme of metallurgical coal in Quebec, the first three units were sold to This summei; BC Rail has been running a from the Luscar mine in western Alberta was a mine in California in 1991 and 1993. three-car section of its Budd-car train as the unloaded on July 12 in the port of AU of the GEs are now in the yellow and Wliistler Explorer, cariying passengers only Vancouver; marking.a 25-year association green, though not. all have the thunderbird between Whistler and North Vancouver to between one of Canada's most productive crest on the front. All of the original MLW accommodate tour groups. Three cars for this coal mines and CN. Metallurgical coal from DL535E locomotives, built between 1969 and run are in captive service, leaving only one Cardinal River Coals is transported from the 1971, have now been sold arid shipped out. car each day for other passengers on the trip Luscar surface mine by 100-car unit trains on south from Lfllooet. Regular passengers are NOTES CN to Neptune Bulk Terminals in North learning that they have to make reservations The wharf at Skagway coUapsed last Novem• Vancouver; and loaded there into ships for to ensure that they can get onto the one ber because of an -underwater sand slide, and Japan, Korea, and Europe. —CN release remaining can —DovW Mooriiouse via Internet a new wharf is being built, with steel piles, a concrete deck, and baUast imder the new SYSTEM TOUR PASSENGER TRAINS tracks. • White Pass's only business now is On a BCR system tour between June 25 and WEST COAST EXPRESS the railway; White Pass Petroleum was sold, July 2, the single RDC-3 used for the trip A contract to maintain cars and. locomotives the pipeline from Skagway to Whitehorse has visited MacKenzie,- ,it was the first passenger for the new BC Transit Vancouver-Missiorr been closed, and the trucking division was train to MacKenzie in four years. The trip commuter raflway service has been awarded also sold. • Plans are to extend train oper• encountered a minor derailment at Dawson to VIA Rail Canada. CP Rail System will run ation to Carcross this year or next. Creek; BCR M420Bs 682 and 681 and two the trains, and is also bidding, along with —Cordon Webster CN units had derailed in the yard. At Perry, Burlington Northern and Herzog Contracting the RDC went down the branch to the Corporation, a U.S. transit contractor; to THE TOURIST TRADE Louisiana Pacific pulp mill. It was the first provide dn-board service persormel. . KETTLE VALLEY TOURIST LINE . passenger train ever to visit the plant. —Vancouver Province .Restored Mayo Lumber Co. Shay locomotive —John Legg E&N NOTES No.. 3 was moved from the B.C. Forest A B.C. government report released in early Museum at Duncan on July 8. It was handed BURLINGTON NORTHERN . July says that it is economically unfeasible to over to the Kettle Valley Railway Heritage DERAILMENT CLOSES UNE use the E&N for commuter rail service; the Society on July 12 at a ceremony in On the evening of July 3, about 25 cars of a population density needed to make a com• Vancouver. Starting in August, the locomo• southbormd BN freight left the tracks at the muter service work is still ten years away. tive, wfll operate on the former CP line Marietta Crossing near Bellingham, The report was commissioned hecarise the . between West Summerland and the Trout Washington. There were no spills of contents government is looking for ways to make the Creek bridge. The tracks on the .route have and no injuries. Amtrak annulled the railway viable. been relaid,;^and the West Summerland sta• •Wncouver-Seattle Afi. Baker International on For the first time since Expo '86, the E&N tion rebuilt. A second Shay for backup power July 4, 5, and 6. BN Train 635, with ore, had passenger train ran with three Budd cars on wfll be loaned by the Fort Steele Heritage 18 cars go on the grormd - at the very same Friday, June 23; many school children were operationi —Voncouver Province spot as the previous derailment - on the wanting to take the train. There are appar• evening of July 17. The Amtrak train was ently many occasions when the VIA station ROaCf MOUNTAINEER NOTES armulled on July 18. On both occasions, agent could seU a full third car; but officials The new multi-level dome car for the Great freights were detoured via Sumas. don't want this done. Canadian Rafltour Company's Rocky Moun• taineer, RMR 9501, coriverted from a former -Dean Ogle The southbound VIA E&N Dayliner on Jrrly 18 was several hours late reaching Southem Pacific commuter gallery car from CANADIAN NATIONAL Victoria becairse of an amusing set of circum• San Francisco by Rader Railcar; arrived in Vancouver on June 12 on a special Burling• YARD DERAILMENT stances. The freight that preceded the passen• ger train from Cdurtenay hit a cow on the ton Northern train, and went into service the A train with 23 tank cars of anhydrous am• track. The RCMP car whose officer came to next moming. monia apparently backed into another freight put the cow out of its misery got two flat Spare GCRC equipment seen at the Kam- train in the CN yard at Regina on Friday, July tires on the tracks, and the tow truck that loops CN station on Jrme 21 included a 14. No one was injured in the accident, and came to remove the police car got stuck. former VIA coach undergoing refurbishing, six only a small amotmt of the chemical was more passenger coaches, and a steam gener• released as a result of the mishap. -CHEK-TV. John Legg. BCRHA. CFAX. Victoria Ttmes-Colonist ator car. —Dean Ogle, John Legg

16 • Rail and Transit • July 1995 Transcontinental RaUway and transit news from coast to coast

Western Star contained a guarantee that moved from one system to another in IN T transit agencies in Ontario would buy several Canada. A handful of U.S.-built buses have so hundred buses from the renamed Orion Bus far turned up in Ontario, including Fhdble Industries over the next several years. Advanced Design Buses in Guelph, Niagara 1 '' Yn1i -CTHF Bulletin Falls, and Hamilton. A small number of other used U.S.-built buses have been imported by j@ u_niLjj -.(afa$ik NEW-BUS SHORTAGE equipment re-sellers such as' Parts Enroute f= Long deUveiy rirnes for new • buses have and National Refurbishing and negotiations Scott Haskiii forced transit systems to take a long look at are underway that may lead to additional Ashford Hall, 2520 Bloor Street West #15 refurbishing and the purchase of used buses U.S. buses being leased before the fall. Toronto, Ontario M6S- IR8 as options in order to keep pace with fleet A number of transit systems are attempt• E-Mail: 72154.133 I ©compuserve.com requirements over the next 18 months to two years. ing to. put parts of their fleets through in- house or external refurbishing programs to ONTARIO With the recent prolonged shutdown of extend the Hfe of existing fleets. One of the FUNDING CUTS Ontario Bus Industries, the operation of New largest programs is being undertaken in Funding for a number of transportation- Flyer at near capacity levels, and the change Saskatoon — a combination of in-house and related projects was cut when the new in ownership of what is now Nova BUS,, the contracted work. A total of 15 buses are Ontario provincial government announced its marketplace has found it difficult to place being refurbished by Metro Collision in St. fiscal position paper in Toronto on July 21, and receive orders for new buses. Catharines, Ontario, while in-house, a major taking a hard hne on how to significantly cut In Ontario, the provincial mandate to program is underway to refurbish 11-year-old provincial spending. purchase only low-floor buses after July 1994 Classics. The first of these buses was recently has caused further problems. At the time the Included in the cuts annoimced was a unveiled sporting a sharp-looking, employee- accessible bus mandate was made, orJy New $200-million reduction in spending on rapid designed colour scheme. transit, road, highway and GO Transit capital Flyer Industries was actually suppl3dng a low- The-Toronto Transit Commission is get- projects. The Sheppard subway Hne survived floor bus to the Canadian market. Neoplan ring into high gea:; preparing for a major in- the cuts, but the Eglinton West subway had one that was being sold to the U.S. house refurbishing program that will be project was deferred "until the Province and market only. Ontario Bus Industries had capable of turning out over 200 buses an• Metro Toronto have sufficient funding to unveiled its prototype Orion VI low-floor bus, nually over the next few years. The first bus proceed." and it looked like it might be ready for the is expected to be produced later this fall. A total of 1240 people are currently marketplace when the provincial edict was Other transit systems, such as GO Transit employed on the construction of the TTC's announced. However that was just about the in Toronto and OC Transpo in Ottawa, are EgHnton West Hne, the first phase of which same time OBI ran into its financial problems undertaking refurbishing programmes that would connect the Spadina subway at EgHn• in earnest. are designed to extend the Hfe of current ton West Station with the proposed York City Since that time, New Flyer's order books fleets until the new vehicle supply situation Centre development at Black Creek Drive. are fuH, with approximately a 16- to 18- has stabilised. month lead time for new orders. The com• While proponents of the subway lines are pany has been very successful in seUing its Among the transit systems that are con• arguing that work has gone too far to reason• version of the low-floor bus, with almost 600 sidering leasing used vehicles for at least the ably cancel the projects now, those on the delivered and another 500 on order for North near term are London Transit, OC Transpo, other side point out that Metro Toronto's America. OBI is just beginning to get its feet and a number of other Ontario systems. investment to date in the two Hnes would not back on the ground after the Western Star -CTHF Bulletin be lost totally. Should construction only be takeove:^ and is now reportedly turning out delayed and not cancelled, much of - the eight conventional buses a week, mainly HALIFAX engineering work aheady undertaken would catching up with order backlogs for the U.S. stiU be useful. The TTC and Metro Toronto SUMMIT TRANSrr market. London Transit, scheduled to receive ate attempting to persuade the provincial Metro Transit carried almost 100 000 people the first production Orion VI in early 1994, government to fund the completion of con• during the busiest two days of the G-7 Sum• wfll not receive it until October 1996 at the tracts that are already underway such as the mit held in mid-June — just about double a earhest. Nova BUS Corporation has also tailtrack at the Alien Road, and to give a normal day's traffic. Residents and visitors introduced its low-floor bus entry the LFS. definite date for the resumption of construc• were urged to avoid downtown traffic conges• DeHvery of the first buses is slated for later tion; tion and take advantage of extra bus and this year to a group of Quebec transit sys• ferry service provided during the summit. Other annoimced cuts include a $15- tems, but the timing of deHveries on a During the week of June 12 to 17, local milHpn reduction in GO Transit capital pro• broader scale is still somewhat uncertain. businesses and universities, in conjunction jects and $33-million in othe:; unspecified with Metro Transit, provided a total of 1100 transportation projects. The Ministry of So what is happening in those transit free park-and-ride spaces at 12 locations, Transportation is also being called upon to systems caught unable to purchase new buses close to bus and ferry connections. During reduce its 1995-96 operating budget by $47- in the short term? At the moment, the mar• the evenings, transit service was free. miUion and make another $12-milHon in ket for good-quality used transit buses is at a capital spending cuts for the current fiscal premium. Most Canadian transit systems Extra buses were provided to ensure that year.. have Httle or no spare fleet capacity with the celebrants wishing to attend special events, exception of a few systems that were able to including the Summit Odyssey the Friday The Province also annoimced that a acquire new buses before the marketplace ran Fireworks, the Multicultural Festival on the special "value-for-money" audit wiU be into its current supply troubles. Dartmouth waterfront, and other events, carried out on agreements relating to the sale were able to travel by transit and avoid of assets of Ontario Bus Industries, signed im• Guelph Transit acquired four used buses downtown traffic congestion and parking mediately before the recent provincial elec• from Cornwall Transit last yeap but with few buses to spare, very few other buses have problems. -CUTA Forum tion. The sale of the bus manufacturer to

Rail and Transit • July 1995 • 17 Transcontinental Railway and transit news from coast to coast

CPSD40-2S ... 5475 5477 5479 5481 5483 1505, and 1506; GP38-2s 2001, 2002, and MOTIY WER 5476 5478 5480 5482 2004; and SD40-2 6004 - remain on-line. CP SD40-2MS . . 5490 5492 5494 5496 5498 The other ACR engines have been re-assigned 5491 5493 5495 5497 5499 to WC lines stateside. However; WC power - CPSD40S 5501 5509 5517 5549 including SD45s 6494, 6519, 6541, 6560, 5508 5514 5532 5562 6627, and 6629, and former AISF F45 5972 — has been seeing service on ACR. CPSD40-2S ... 5566 5573 5587 5595 5597 John Carter 5567 5581 5594 5596 5599 WINDSOR AND HANTSPORT 2400 Queen Street East #204 5606 5631 5641 5656 5676 The Windsor and Hantsport Railway has pur• Scarborough, Ontario MIN 1A2 5610 5632 5645 5662 5680 chased former VIA Rail (originally CN) FPA4s E-Mail: [email protected] 5620 5638 5652 5672 5683 6761, 6763, 6765, 6783, and 6786, and 5622 5639 5654 5673 5685 FPB4s 6861 and 6867. AU were shown on CP RAIL SYSTEM 5712 5729 5737 5757 5786 the CN computer as being at AMF on August 5720 5731 5740 5776 5787 13, with one destined for Windsor Jet. RSDI7 8921 RETIRED 5726 5731 5743 5782 5795 It is with great sadness that I have to report ONTARIO SOUTHLAND 5802 5819 5847 5861 5878 the retirement of RSD17 8921. The "Empress Ontario Southland has purchased the two 5808 5823 5849 5862 of Agincourt," nicknamed in the style of CP RSI8s long stored at Inco's plant in 5810 5825 5857 5864 passenger liners for her long-standing assign• Thompson, Manitoba. Built in 1968, these, 5812- 5838 5860 5877 ment to transfer jobs from Toronto Yard, was may be the last of that model to leave the 5901 5907 5938 5948 retired on May 30, due mainly to deteriora• MLW erecting shop. They'll go to St. Thomas tion of her trucks and the cost of replacing 5902 5933 5943 5950 for repairs (one leaky turbo and one bad them. She was the only RSD17 built, in 1957 6006 6009 6028 6034 cylinder Uner) before being transferred to as an MLW demonstrator and was called an SooSD40s 6400 6404 6407 6410 GSR operations. RSD15M at that time. She saw service on 6402 6405 6408 6411 GSR S13 501 (formerly GWWD 501, Canadian Pacific as No. 7007, on Canadian 6403 6406 6409 before that BCR 501, and originaUy PGE National as No. 3899, then on Pacific Great Soo SD40-2S . . . 6602 6603 6607 6608 6620 501) is at Glarkson to relieve former TH&B Eastem as No. 624, before she was sold to CP D&H GP38S 7305 731 I NW2 51, which wfll receive a rebuilt air in 1959 and numbered 8921. No. 8921 was CPSD40-2FS 9000 9022 compressor to replace the current pump, chop-nosed in 1988 and then had the distinc• which is suffering recurring bouts of asthma. LEASED POWER tion of having her nose stripes applied slop• The 501 has a complete reset safety control More changes to the lease fleet to report this- ing the opposite direction to every other CP installed, and is likely the first MLW in many month. All of the VIA Rail F40PHs have been Rail engine. years to s-witch the Petro-Canada refinery. returned, as have these Coiuail GEs: 6025, Other recent retirements include: 6033, 6035, 6042, 6044, and 6049. In the SWJ200RS 1272 April 7 GM LOCOMOTIVE GROUP meantime, CP has picked up the following: M636 47I0 May 3 From HMD Leasing: SD80 DEMONSTRATORS M636 4723 May 20 GMLG is building two SD80MAC demonstra• SD40s ...6400 6409 6415 6423 6500 6505 M636 4738 May 24 tor units at the Diesel Di-vision assembly 6401 6410 6416 6425 6501 6506 C424 4206 June 30 facility in London. The first, numbered 8000, M636 4713 . . June 30 6404 6411 6418 6428 6502 6507 was seen at the CP Quebec Street yard in 6406 6413 6420 6431 6503 6508 CP UNITS IN NEW COLOURS London on July 16. Painted in a solid maroon 6408 6414 6422 6432 6504 6509 These units are painted in the current candy- scheme with "Electro Motive Division" in From Helm Leasing: apple red with "dual-flags" CP Rail System white on the long hood, the locomotive is, HATXGP40S 409 410 paint scheme. This list is not exhaustive, and reminiscent of an SDP45. It is 80 feet 2 HLCXSD40-2 6052 6054 so any reports of additional engines in the inches long, with a flared radiator section to From Morrison Knudsen CPRS colours will be welcome. All tmits in accommodate a separate set of tads for after- SD40M-2S 9053 9054 9055 9056 9057 the CPRS colours operate under CP reporting cooling in addition to the engine cooling SD40 9413 marks, and the designations of Soo and D&H rads. The dynamic brakes have been moved SD45s 9502 9513 9526 9534 9539 in this list serve only to identify which rail• to the back of the carbody. 9503 9515 9528 9536 way the units have come from. 9508 9523 9532 9538 SD70IS FOR CN Soo SDIO 534 SDP45 9511 GM has begim delivery to CN of the new SooSD40s 740 751 762 778 783 786 order of SD70Is. No. 5600 was released from 741 752 776 779 784 787 OTHER RAILWAYS DD at the beginning of August, and was on. 749 759 777 780 785 ALGOMA CENTRAL display at Central Station in Montreal on CP GP9s 1572 1598 The first two of Algoma Central's "new" August 4. It was painted in the newest ver• {!571 has no flags) former VTA F-units, Nos. 1751 and 1753, sion of the CN paint scheme (CNNA partem, CP GP38s 3007 3009 have been painted into the same silver-grey, but no map), but most of the remaining 25 CP GP38-2S 3025 3111 tuscan, and yellow colours as the former VIA are being shipped to AMF for painting. Soo GP38-2S 4404 4406 4440 4507 coaches now used on the Agawa Canyon tour GMLG is also continuing production of train, and have been placed in service on the SooGP40s 4607 4618 BN SD70MACS and-Santa Fe SD75Ms. regular passenger trains to Hearst. CP SD40 5413 Of the 23 locomotives on the ACR before Motive Power contributors: John Beaulieu, led CPSD40-2S 5415 5419 5421 5427 the February 1 takeover by Wisconsin Cen• Ellis, Tim Flynn, John Legg, John Money, John 5414 5418 5420 5423 tral, only eight - SW8 900; GP7s 1502,. Reay, Pat Semple, and Jerry Zeman.

18 • Rail and Transit • July 1995 Transcontinental Railway and transit news from coast to coast

REGINA David Onodera To the left are three views taken from the 20th floor of the Ramada Hotel in Regina in mid-June. 1. The view of CP SD40-2 5802 tells the story of CP Rail in 1995 - one overheated, CP- owned unit, with the Helm, ex-Guilford, leased unit. No. 510, doing the work. The crew cut off the units and headed into the yard for - joy of joys - the other CP-Helm combination visible in the yard, above the third grain car. By the time they had finished this move, two more easthound trains had backed up behind the first train. The last train in the trio was the first to leave east- bound, with this one following and another drag freight trailing.

2. In the view of the CN yard job with the two GMD-ls, you can see the old CP/VIA station building being converted to a casino. In this view the pre-cast concrete floor for the west wing is about half complete. Over the time 1 was in Regina, the floor was com• pleted.

3. The easthound train in this view has for power CP (Soo) SD40-2 6404, CP GP38-2 3133, HLCX GP40 3110, CP SD40-2 5810, and Conrail Dash 8-40C 6031. 1 saw lots of leased power - maybe half the trains had at least one leased unit. 1 saw ex-CSX GP38s and GP40S, MK SD45s in BN and Santa Fe colours, a variety of Soo SD40-2s and SD60s in both colour schemes, a variety of Conrail lease units, and three CP "Red Barn" 9000s.

QUEBEC Pat Scrimgeour and Scott Haskiii VIA No. 14, the Ocean, at Levis, August 4: 6434-6414-8619-C/idteau Salabcrry- Chateau Roften'a/-8501-8119-8130-8144- 8140-8511-8131-8133-8142-/lcat//a/!- Chdteau Marquette-Chdteau Montcalm- CMteau DoUicr-Chateau Lcmoinc-Chdicau Denonvillc-Evangeline Park. Le Tortillard du Saint-Laurent, from Quebec to Pointe-au-Pic, August 6: FP9 6306, baggage-generator Cap aux Coudres-9640, coach Cap-au-Diable-3223, coach Cap Saint-Joseph-5569, coach Cap Rn//ri-5611,boutique-restaurant-barcar Cap Martm-761, coach Cap-au-Rdls-3218, coach Cap Maillard-5578, crew car Cap Tourmente-2143 (former VIA/CN sleeping car Warpath River), FP9 6305.

Rail and Transit • July 1995 • 19