The Montreal & Southern Counties Railway Company
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Document generated on 10/01/2021 11:19 a.m. Histoire Québec The Montreal & Southern Counties Railway Company (1909 – 1956) J.R. Thomas Grumley L’odyssée des transports au Québec Volume 16, Number 1, 2010 URI: https://id.erudit.org/iderudit/66109ac See table of contents Publisher(s) Les Éditions Histoire Québec La Fédération des sociétés d’histoire du Québec ISSN 1201-4710 (print) 1923-2101 (digital) Explore this journal Cite this article Grumley, J. T. (2010). The Montreal & Southern Counties Railway Company (1909 – 1956). Histoire Québec, 16(1), 18–20. Tous droits réservés © Les Éditions Histoire Québec, 2010 This document is protected by copyright law. Use of the services of Érudit (including reproduction) is subject to its terms and conditions, which can be viewed online. https://apropos.erudit.org/en/users/policy-on-use/ This article is disseminated and preserved by Érudit. Érudit is a non-profit inter-university consortium of the Université de Montréal, Université Laval, and the Université du Québec à Montréal. Its mission is to promote and disseminate research. https://www.erudit.org/en/ Histoire Québec Vol 16, no1:Layout 1 10-05-06 11:57 Page 18 HISTOIRE QUÉBEC VOLUME 16 NUMÉRO 1 2010 The Montreal & Southern Countries Railway Company (1909 – 1956) by J.R. Thomas Grumley J.R. Thomas Grumley, the youngest son of a career CNR employee, was born and educated in Montreal. Riding on streetcars to/from school in downtown Montreal and riding in the cabs of Central Vermont and CNR first genera- tion diesel locomotives ensured that an avid interest in streetcars and trains was acquired at an early age. Now semi-retired from a career in Telecommunications, he resides in Manotick, Ontario (near Ottawa). Tom has written seven books and numerous articles on street and interurban railway systems in Quebec, one of which won the 2006 Canadian Railroad Historical Association (CRHA) Book of the Year award. As a life long rail fan, Tom, over the years, had many of his photos published in major North American railway magazines. Tom is a member of the CRHA, The Bytown Railway Society, The C. Robert Craig Memorial Library in Ottawa and the Ottawa Valley Associated Railroaders. Despite the fact that work on the In 1910, the company would sion took place in January 1926, construction of the M&SC com- extend its reach to Longueuil to from Marieville to Ste. Angele. menced in 1908, the St. Lambert a point just east of the present taxpayers, on January 21, 1909 day Jacques Cartier Bridge. On At the initial inauguration of the voted in favor of a new bylaw Saturday, May 28, 1910 a three- line in 1909, it was announced granting the M&SC a franchise car train carrying special guests that a station and car barn to operate an electric passenger departed at 2:30 pm from the would be built in St. Lambert, and freight service between McGill St. terminal and proceed- thus making St. Lambert the Montreal and St. Lambert. The ed to Longueuil. Led by Band - focal point of operations. The company was incorporated as master Timon, music by the station and a three-track brick far back as 1897. But it took more town band greeted the visitors structure accommodating nine than twelve years for the dream as they took their position on 50-foot cars were completed in of an electric service between the platform, erected for the mid-1910. But with the afore- Montreal and the southern occasion in the municipal park mentioned expansion it soon coun ties to come to fruition. at the corner of Chambly Road became necessary to enlarge and Guillaume St. Mayor operations at St. Lambert. As On a warm Saturday afternoon Geoffrion extended the best such, a new four-track section to on October 30, 1909, cars 1 and 2 wishes of the town. Other spee - the original car barn was built in carrying invited guests traveled ches followed and refreshments 1912. In addition, the new buil - between Montreal and St. Lam - were then served, after which ding included general offices, bert to mark the official inaugu- the party returned to Montreal. dispatcher’s headquarters, loc - ration of service between the ker rooms for the crews and a two communities. Speeches by Further expansion to Ranelagh store house. In 1924 final expan- the Mayor of St. Lambert and occurred in 1911. In 1912, service sion of this site took place with the President of the M&SC were would be extended to Green - the opening of the company’s followed by a reception at the field Park, Mackayville and new office building, replacing Brooklyn Park clubhouse. The M&SC Junction. It would be fol- the headquarters site on McGill entourage returned to Montreal lowed by Chambly, Richelieu Street. at 5 pm that afternoon, crossing and Marieville in 1913. In late the more than 6,000-foot long 1915, service reached Abbots - The company’s initial order of Victoria Bridge in three minutes. ford and finally Granby in 1916, equipment (cars #1-#8) came Thus began a hot and cold love a distance of 47 miles from from the Ottawa Car Company affair with interurban opera- Montreal. It would take another as single end passenger motors. tions that would last 47 years. ten years before the final expan- The vast majority of passenger 18 Histoire Québec Vol 16, no1:Layout 1 10-05-06 11:57 Page 19 HISTOIRE QUÉBEC VOLUME 16 NUMÉRO 1 2010 equipment was ordered from the Ottawa Car Company with other orders from the Grand Trunk, National Car, Osgoode- Bradley, and the Brill Company. To serve the company’s subur- ban operation to St. Lambert and surrounding areas as well as its interurban operation to Granby, the company had 56 passengers’ cars. To comple- ment this, the company at one time or another also had 29 work cars comprising plows and sweepers to combat the harsh winters, locomotives and express motor and trailer cars to facilitate its successful freight operation, including three cabooses. Although the M&SC reached its zenith in January 1926, the beginning of the end was about to take place, albeit in small steps. That year, service around the Longueuil loop was discon- tinued. With the official opening Corner of rue Guillaume and chemin Chambly. of the Jacques Cartier Bridge in (Source : Société historique et culturelle du Marigot #2073) 1930, service was further cut back in 1932 to Ste. Helene St. in Monday. For that purpose, four the early morning hours of Montreal South where a loop coaches and two baggage cars Sunday, June 19, 1955 the light was installed to turn the cars. had been completely refur- in the McGill St. station was tur - The advent of the Second World bished as commuter cars. ned off for good. Car #326 with War provided the M&SC with its full compliment of passen- the impetus to continue operat- The next major cutback occurred gers maneuvered through the ing for a few more years, despite on the evening of Saturday, June curve onto McGill St., then onto the fact that the company had 18, 1955 when the link to the Common St. and over Black’s been a money losing operation island of Montreal was severed Bridge along Mill St., then left all through the thirties. As a forever. On that fateful evening, onto Riverside and, finally, onto result, it wouldn’t be until 1951 Car #326 built by the Brill Co. in the Victoria Bridge. It was nea - that further cutbacks in service 1917 for the Washington- ring 2:00 am and car #326 having occurred. Virginia Railway was being completed its last run rested readied. Train #826 to Brookline silently in front of the St. With the acquisition of three completed its run; then trains Lambert shops. Work began new diesel locomotives in late #438 and #442 and others made immediately on that Sunday 1951, electric service to Granby their final routes. It was near evening to remove the M&SC ceased on Saturday, November midnight and the rail fans who tracks from the Victoria Bridge 24, 1951 and was replaced by arrived for this final run were as the electric cars made way for diesel service the following getting restless and anxious. In automobiles, trucks and buses. 19 Histoire Québec Vol 16, no1:Layout 1 10-05-06 11:58 Page 20 HISTOIRE QUÉBEC VOLUME 16 NUMÉRO 1 2010 It would take another year years of electric service came to final inbound suburban trip before the final chapter of the an end. Earlier on that day, 45 from Greenfield Park and company would be closed for- members of the Canadian Mackayville to St. Lambert, ever. On the evening of October Railroad Historical Association entering the shops at 12:40 am 13, 1956 and early morning made a commemorative trip on on the Sunday morning. Earlier hours of October 14, almost 47 a special. Car #101 made the on the Saturday evening, car #609 with train #438 made the final run to Marieville on the Granby subdivision arriving there at 8:00 pm. Car #608, which had made the final run to Ste. Angele earlier that day, backed from the storage track to join the waiting #609. With motorman Y. Lefort at the con- trols and conductor J. Pelletier in charge, the final trip home commenced. A stop was made at M&SC Junction to advise Mr. Lamoureau, Chief of the compa- ny’s power department, to cut the power from Granby up to the junction. The cars then pro- ceeded through Greenfield Park and Mackayville, swung through Crossing Black’s Bridge over the Lachine Canal in June 1955.