NOVEMBER 1958( I NEWS REPORT NO. 94 I

CANADIAN RAILROAD HISTORICAl ASSOCIAnON INCOEI'OEAT!D.

P.O. BOX 22. STATION"B" MONTREAL 2 . QUEBEC

Canadian National Railways 4-6-4 type No.5702 is shown pulling the CRHAFall Foliage Excursion special train across the Little Riviere-du-Loup viaduct between Joliette and Shawinigan Falls, Que., on October- 5th.

Photograph by Paul R. McGee

NEWS REPORT NO.94 NOVEMBER 1958

CANADIAN RAILROAD HISTORICAl ASSOCIATION INCOEPOEATED.

P .o. BOX 22. STATION "B" MONTREAL 2. QUEBEC

Canadian National Railways 4-6-4 type No.5702 is shown pulling the CRHA Fall FOliage Excursion special train across the Little Riviere-du-Loup viaduct between Joliette and ShawiniganFalls, Que., on October- 5th.

Photograph by Paul R. McGee

C . J .H . h ~ News

C~N~DIA N &~ILRO~D HISTORI CAL £~ S 3() C I. /l' I ON

News Re por t No . 94 •.N~ ovcrab C ...r , 105u •" V .I..!. ..;7 r)·

Editoria l A~dres s : 0 ~ ~ t l' (' rl l'Box»o,x 22 , U L! ''''- J . D ,

Mon tU r c' " I.,:. ')t~ ('; ,-,:. L·1~ r]~ "' ~..,, ". c... .,J , ;' l_

2di tor L Orne r S .A . LQv2l 1ee As s t . EJitor : Forster Kemp . Pub l i s her and Di stributor :

'vJi l l i am L. Ph nr-onh Commit t oe : .cnt .horiy Cl egg

1 2,(,Repor t - 195 e , P~0 C" ( ' ,J _ _ , 0

...,Un·..·Ci t ")I B-" ....'n " 11 . , 1~ oj ~h~ a r e r es pectr u y r emlnLec

tha t subscription s f or 19 59, $ 2. 00 , become paya bl e bef or e De cember 31 s t , 195e. In order to avoi d the un cert a i n­t y of t he ho l i J ay ma i l rush , i t i s s ugges ted tha t r emi t t an ces be sent in to t he: .vs so c i at.Lon I s Editor i a l Commi t t ':' n ,·.. "·,'·Il ,o ;,. 22 (~ tr't lon nBil Ivl')nt r r:''' l 2'-' \.J , " ' l..-.. ~J ~J .:.. ....... , v (. l. \.. . '" -, c;.;; C .. ,

C· r~ ,.. . :. ) " ' " bef 'or '·' December- 15t h,_...J.L ..(. '. \. .. , U I..:.. .L 1.:.. ' ........ d . c; •

Thi s not ice do e s not a ppl y t o regular or .iunior member s of tho i~ s s o c i o.t i o n , r ()~3 i \J. ont i n Mo n t real , whos e due s a r e collect ed persona l ly by the Treasure r .

NOT ICE OF MEBTI NG : _ _ 0.-' _____.. .,__. Lor ne__~") erry~_ II

The r egul a r monthly meet i ng of t he As s oc i at i on wi l l be hel d i n Room 202 , Tran s port ~t i on Bui l d ing , 1 59 Cra i g St r eet 'VJe E.i t , on v1e dne s cla y , Nov ember' 1 2t h , 19Se , a t 8 :1 5 PIvI. Sever al member s wi l l gi ve short p2p ers on t opi cs of gener a l i nt er es t , fo l lowi ng whi.ch an nu ct i.on of book s , manu s cr-L pt s , pi ct ur es and other memorabi l ia will be held , pro ceeds t o go to t he Ass oc i at ion ' s ge ne ral f unds . T]los e member s possess ing dup l i cat e mat er i a l of n natur e dispo sable by auct ion are i nvit ed t o submi t i t by t el ephoning the Edit or , Mr . Lnva l l ee , [tt Cn. .9- Se 22 , who a ct s a s a uct i one er . Pr ovi s i on i s also ma .lc t o d i s ­po ~e uf i t ems of unusuc.l val ue for t he Gembe r s , upon t he pro viso that 10;:) of t he amount of sal e a ccr ue s t o t he ~ '. ssoc i ation .

- o-O-O- O- ()-O- O­

._..~--"_._--_._-~

The Trip Comm i. t .t ee hos announ ced t wo trol l ey Lsso ci clt ion News I t r i ps f orthcoming . Tho f irst , t o be hel d on

~ I Sun day , Novemb er 9th , 195 8 , wi l l be over the line s of the Mon t .r-en I 'I'r-c n soor-t.a t Lcn Comm i s s ion s erved

by the St . Honr y carhou s G, that i s , f r om St . Renr y to Cart i ervi l le , a nd r etur n . The CQr t o be u s ed wi l l be a doub le- t r u ck Fr ink pl ough of t h e 3000 cl ass , wh i ch ca r- r Lc s two cabs . Thus , a ccomodnt Lon wi l l be s tr i ct l y l i mit ed . Part i ci pant s wi l l a l s o bo r equ i red t o sign a r e l ea s e of r es ­pons i bi l i t y f orm for t r avel l i ng on non-rev enue equ i pment , and due t o t.h o so features , membe r s who i nt end to pa r-t i ci.pat. c MUS T HE SEHVE BY TELE­

- _i~~LJV C l, t l l l am 1; c .oown , IT 'ornma cn 9 ---cT"O?')2 _P" - '\r ' -r_Ll'"'''T~ " i ' ::£:!.....:..~-" ' 0 ·v'J1 · · ~ 'I Ch1 a i. r rnan T'ru P C Lt t c:eo , : - - (5 0 '::l'!L~~ .i:'., •

Tho f a r e wi l l be , a s u s ua l , ~ 2 . 00 . On t h is tr ip on l y , we would part i cu l ­o.r l y ask t ha t members r efra in f r om maki ng r eservat i on s f or l adie s.

/~ t ri p ove r L 'incs of t he Ot.tawa 'I'r' nn s por t a t i.on Cornmi.s s Lon is s chedul ed fo r Sunday , De c ~~b ur 14 t h , ~l ich wi l l be t he fi r s t week end r a i l ope5at ion f or t he wi nt er s eason . Car t o be us ed wi l l be one of t he 651 cl as s , a s wa s u s ed l a s t wi nter . Fare wi l l be $2 . 00 , r e s er vations a r e a sked from par-t ic Lparrt s outs i de; of tho Hont r eal a r-ca ,

The Ra i lwQY Di v i s i on hnvo r e ceived an i mport ant now ac quis i t i on in t he f or m of Canad i an Pa c i. f Lc RJ.i lv,;ay bu s I ric s s car No . 38 , r ecent l y r ot ired f 'r-om s er-v i ce , Thi s car , f 'o r-mer-Ly t h e 'iiSaskat ch ewan 11 us ed by Si r VJi l l i a m Van Horne , VK1S conve yed t o the i~S S ,) c i.at.Lon t.nroug h t he ef fo r ts of Hr ,

l

H . l«, Cr-or.n i aue , ASf3 i .st::mt Vi ce-Pr es ident , Canad i.an Pac i.f'I.c Rai l way , an d other off i ci als , on Octobor 14t h , 1958 . Space t o s t ore the COlr has b oen o f'f'c r-cd by l-Ir . VI . Taylo r - ::] c:ti l ey , Cha i rman of the Boar-d of Dom'i.ni.on Bl' iclge Company , L'inu t .e d , Lac n i.no , (luebc c . ;J. s t ory of t he "Sa ska t chcwan" a nd

· · S . ~ rope '" L ·'[:·' i rl '" 0 " 11 £ h ~ (" · ' 1 ./-:1 3 of tv h i 1:)0J hlJ. Us t.orLc 1.-J ·....; T l' s s u o •L" ...·... 0v , l:..;:o - ..lb~ ...... C'V i:,)

C •. :L H • il. 0_--,,_ , _______ ~N:..::..c~ ... .JS Report - 1958

C~~~DIAN R~ILRO~D HISTORICAL ;'S30CI .. TI ON

News R8Dort No . 94 Nov cri1bu~'o, 1951:5 .

EJ i toria l A~drus s :

Box 22 , Station B, I{l' c' n~re' ~ l ~ (' ~~~ln ,J u ~.~. t"" , .J ~.;.l_l.... wL .. c ... .

" '01 ' t L D C, ]. or Orne r S. A. Lav211ee Asst . Edi tor : Forst er Kemp . Publisher and Di stributor:

'vJil1iam L. Ph::'..r oclh Comrni t t ee : ld1thony Cl egg

_~ _____ .. __ . Lorne __ ~)erry ____ 1

SUBSCRIBERS are r e spectfully reminded that subscr i ptions f or 1959 , $2 .00, become payabl o befor e De cember 31st , 1958 . I n order to avoi d the unc erta i n­ty of the holi J ay mai l rush , i t is s uggested that r emittanc es be sent in to t hc: :.3i3o ci c:'!.tion! s Edi to ria l Committ':' ('c., ":. ; - fi O' )' ,' 22 (~ tr·'+· l· ")n nB il Ivl)ntr "''' l 2 v v , I... .. ~.J .+-1 ... .... .. " v (. I. V \.. """ c; c. ~ ,

Can~dL , before De cember 15th .

This notice doe s not appl y t o regula r or juni or m8mber s of the f~ssocio.t ion ,

r c; ~3 i \Jent i n Montr8al, who~3e J U GS a r e col l e cted personally by the Treasurer.

NOT I CE OF I',1EETING :

The regular monthl y meet ing of t he Assoc i ation will be hel d i n Room 202 , Transport2tion Build i ng , 159 Craig Street vJe s t , on v'JecJ.nesc1ay , No vember 12th , 1958, at e: 1 5 PM. Several membe r s will give short p2per s on t opics of general i nterest , fo llowi ng which an uuct i on of books , manuscr i pts , pictur es and other memo r abilia will he he l d , pr oceeds t o go to the Assoc i a t i on i s general funds . T:lose monhars possess ing duplica t e mater i a l of 3 nature di sposabl e by auct i on ur c invited to subn it it by t el ephoning the Editor, h r .Lnvallee , at cn .• 9- 8822, who .:::.cts c~ s nuct i onecr. Provision i s a l so mc..~:c t o d i s ­po~e of i tems of unusua l value for the member s , upon t he provi so that 10% of the amount of sal e a ccrues to t he ~ssoc iation .

ll.ssoci c.t i on NevlS I '-------------~

- 0 -0-0 - 0 - 0 - 0 - 0 -

The Trip Cornmitt ee h,]'s announcec. two trolley trips forthcoming . The fir st , to be hel d on Sunday , Novcnb cr 9th , 19 5$ , will be over the lines of the Montrea l Tr~:msportat i on Commiss i on s erv8d

by the St . Henry carhouse , that i s , from St . Renry to Cartierville , and r eturn. The car t o bo us ed will be a doubl e- truck Frink pl ough of t he 3000 cl a ss , which cc.'. rrics two cabs . Thus , 2, ccomodation will be strictly limit ed . Par t icipants wi ll a l s o be required to sign 2 r e l ease of r es­ponsibility form for travelling on non- r evenue equipment , and due to tll\; se fe a tures , members who i ntend to po..rt icipa t e MUST RESERVE BY TELE­PHClfS I N J~DVil.NC~ to William l::IcKcDwn , Cha i rman Tri p Commi tt ee , CR- 9- 8822. Tho f a re wi ll be , a s u s ua l, ~ 2 . 00 . On this t rip onl y , we would part icul­arly nsk that members r efr a i n from making r eserva tions for ladie s~

/~ tri p over lines of the Ottawtl Tr i:ms r)iJrt i.:~ t ion C.)lnmi ss i on is scheduled fo r Sunc.ay , De combe r 14 th , which will bo the first woekend r D. il ope:pation fo r th e winter sea son . Car t o be us ed will be ono of the 651 cl ass , a s wa s u sed l ast wi nter. Far e will be ~ 2 .00 , r eserva tions a r e asked from pclrtic i pe.nts out side; of the Iliontrca l nre Li. .

The Railway Di v i si on ha vQ r e ceiv0<.1 ;~n i mportant now acquisition in tho fo rm of C2nadic:n PJ. cific RJ.il v,;ay businoss car No . 3 [~ , r ecently r ot ired f . r"h . " 1 ... 1 ,. / n k' 1 ' 1 1 1, " • IJ- • 1 1 . rO[;1 serv1c8 . L 18 car, IOr m[!r. y G118 I .::>2S_ al:,cn(;\ .. [{~n' us oe oy '::> 11' ,' L ___ l am Va n Horne , VKl.;5 convoyed to the i~ss ,) Ci2.t i on t hr ;)1.1[;h tho eff ort s of 11r . H .J.'" . Grecni [~us , Ass i st:::mt Vice- Pr es i dent , Canadi ,C'..n Po. cific Railway , c~nd

other uff icials , on Oct ober 14th , 195$ . Space to store the car ha s b een offer ed by Mr . V. Tayl or- 3a i l cy , Cha i rman of the Boar~ of Dominion Br idge CU""l~, ') ny L l' l~'l l' t r" Q'~ I " cn l' n a L) U (' jJC"C . \ s~ro ry () f ' +··h ,:·-·, i I C~qskr'tc1.-1 '"'·T'l'1i ·1 "nel J! 1 ... <.... , . -~ __ c , . J c_ ... .1._ _ C , , ~ • - • .1J.. U v ....... !o..J C~ C L 1. ...... vv (.." l,. CL -

i ts h i storic past , begi ns on pa~u 133 of th i s i ssue .

_______ _ P~ ~; e 127

The Cobo urg & Peterbo r ough Rai l way ' s trestle across Ri ce Lake had the dist inct ion of being •••••

CANADA 'S LONGEST RAIUJAY BHIDGE

C.R. H. A. N e w~ Repor t - 1958 ....;;, q;o.

" .

An Ac count by C.W . Kenneth Heard .

J . .~ -A- \1:' HE IvIAJ OH OBSTAC LE i n the r oute of the Cobourg & Pet erborough iii Ita i l way wa s Hi ce Lake , wh i ch l a y athwart the path of t h i s I; pione er l i n e ; t he C. & P. R. was ihcorporated in 1852, un der

. ~ the l aws of t he Province of Canada (16 Vi c . Ca p . 40 )l to build " _ between t he t owns mentioned hi i ts t it l e . Pr oje cted i n 1852,

t he ra i lway chose a pa t h which i nvolved a cr oss ing of Ri ce Lake , t he on l y appr ec iabl e body of water i n the vic inity . The l ake, a bout f ifteen mi les i niliand f rom Cobourg , on the shore of Lake Ontario , i s a bout 18 mi l es long and l e s s than three mi les Wide , at i t s widest poi nt .

The r ea so ns for dec id ing t o bu i ld a cr oss Ri ce Lake a re obs cur e. I t has been s urmi s ed , with lit tle documentary substant iat i on , t hat ina smuch as t he Pet erborough ~ Port Hope Ra i lway was being pro j e cted at t he s ame t i me , it woul d be be tter , in the i nt ere s t s of traff ic , to build. the Cobourg & Peter bor ough line suffic iently r emoved f r om the f orme r so t ha t ea ch l i ne would open up a different se ct i on of t he country f or l umber deve l opment . lVIoreo'\ger , i n order to avoi d the gr ade s which f ac ed the Port Hope r oad , on it s way out of Por t Hope , it was considered a dv isable t o bu ild the line s uf fi ciently east s o as t o avo i d the steepes t part of t he height of l and bet ween Lake Ont a r i o and. t he Trent River watershed . It was fe lt that the added expense of a bridge acros s Rice Lake woul d be mor e than compens a ted for by lower ope r ating cos t s ober a more ea s i l y gr a ded line . As it tur ned out , howev er , t he costs of t he br i dg e (Whi ch, i ncident ally , was f i nal l y built acr oss th e wi dest part of the l ake) ex­ceeded a l l es t imates a nd the Port Hope r oad was able to capture the l don ' s share of the Peterborough -Lak e Ontar io t r af fic all year ' r ound.

Thus , with t wo strikes aga inst i t a t the star t , the r ailway commen­ced cons t r uc tion . The contract or wa s none other than Samuel Zilnmerman , Viho had he ld many contra cts fo r ra i l way build ing i n Ont ariO, and who was t o meet his death i n t he collaps e of the Des jardi ns Cana l br i dge whi ch , i r oni cally enough , had be en bui lt by h i ms elf . Whi l e the ra i lway was opened f or traffic in May , 1854 , Zi mmerman woul d not hand i t over, claiming t ha t the l i ne was not yet f i n i s hed . Consequent l y , i n 1855, when the st ipulat ed three ye ars wer e up , the line was s t i l l t echnica l l y unfinished . 2 The contractor wo uld give no substant ial reason for his de l ay , nor wouLd he make any concess i ons for i mpr operly constructing the br i dge over Ri ce Lake . The original plan cal led fo r a r ock and gr a vel caus eway hel d i n pl ace by pi les , wi th a dr aws pan i n the mi ddl e . Zi mmer ­man 's engineers , hovrever , had underestima t ed the de pt h of Ri ce Lake and cons e quently subs t itu t ed f or t he ori gi nal caus eway , a t restl e and bridge . Further , i n an ef f or t t o avoid heavy (and co s tly ) ear thwo r ks , Zi mmer man had built the l i ne over the heigh t -·of- land ·bet ween Cobo urg and Har wood wi t h 0. ruling gradient of one i n thi rty (3. 3%) i n bot h dir e ct ions , t hus r edu ci ng considerab ly the eff ective capaci t y of t he l ocomot i ves. Zimm­erman , notwi thstanding t he reprehen sibl e construct i on , refused t o t urn the a s s et s over t o the r'a i Lway unt i l he ha d been paid fo r " cx t .r-as " The Company thus tlid not get poss ession of t he nominal l y- completed roa d until l a t e in 1855.

The bridge , r eferr ed t o by a promin ent Canadian eng i neer , T.C .Cl arke , I

C.R"H.A.

The Cobourg & Peterborough Railway's trestle across Rice Lake had the distinction of being •••••

CANADA ' S LONGEST RAIU'JAY BlUDGE

An Account by C.W. Kenneth Heard.

MAJOR OBSTACLE in the route of the Cobourg & Peterborough Itai1way was Rice Lake , which lay athwart the path of this pioneer line ; the C. & P. R. was ihcorporated in 1852, under the laws of the Province of Canada (16 Vic . Cap.40)lto build "

_ between the towns mentioned hi its t i t le. Projected i n 1852, the railway chose a path which involved a crossing of Rice Lake, the only appreciable body of water i n the vicinity . The l ake , about fifteen mil es iniliand from Cobourg, on the shore of Lake Ontario , is about 18 mile s long and less than three miles wide, at its widest point.

The r easons for deciding to build across Rice Lake are obscure , It has been surmised, with litt l e documentary substantiation, that inasmuch as the Peterborough ~ Port Hope Railway was being projected at the same time , it would be better, in the interests of traffic , to build the Cobourg & Peterborough line sufficiently removed from the former so that each line would open up a different c-3e ction of the country for lumber deve lopment . Moreo~er, in order to avo id the grades which faced the Port Hope road, on its way out of Port Hope, it was considered advisable to build the line sufficient l y east so as t o avoid the steepest part of the height of l and between Lake Ontario and the Trent River watershed. It was felt that the added expense of a bridge across Rice Lake would be more than compensated for by lower operating costs ober a more easily graded line. As it turned out, however, the costs of the bridge (which, incidentally , was finally built across the widest part of the l ake ) ex­ceeded all estimates and the Port Hope road was able to capture the lehon's share of the Peterborough-Lake Ontario traffic all Lear 'round.

Thus, with two strikes against it at the start ; the railway commen­ced cons truction . The cont rac t or was none other than Samuel Zimmerman, who had held many contracts for railway building in Ontario, and who was to meet his death in the colla pse of the Desjardins Canal bridge which , ironica lly enough , had been built by himself. While the railway was opened for traffic in May , 1854, Zimmerman would not hand it over, claiming t hat the line was not yet f inished. Consequent ly, in 185 5, when the stipula.ted three years were up , the line was still technically unfinished. 2 The contractor would give no substantial reason for his delay , nor woul d he make any concessions for improperly constructing the bridge over Rice Lake. The original plan called fo r a rock and gravel causeway held in pla ce by pil es , with a dr a.wspan in the middle. Zi~ner­

man ' s engineers, however , had underest i mated the depth of Rice Lake and consequently substituted for the original causeway , a trest le and bridge. Further, in an effort to avoid heavy (and costly) earthworks , Zi mmerman had buil t the line over the height-oof -land " between Cobourg and Harwoo d wi th a ruling gradient of one in thirty (3.3%) in both directions, thus r educing considerably the effective capacity of the locomot ives. Zimm­erman , notwithstanding the reprehensible construction, refused to turn the a ssets over to the railway until he had been paid for 1'extras V?

The Company thas Hid not get posseSSion of the nominally-compl eted road until l ate in 1855.

The bridge , referred to by a prominent Canadian engineer , T.C.Clarke,

; ,T _ _ . ~ " ) ~ nO I~t _ 1 0 ~ rl-C.E .B .A . . ~ _ / / 0 Page 1~ 8 ~ "

r~= \:="').j) -" .\ I. (;...- ""\.._ .~ : . .~;~P ) C. E . , as " per-haps t he Lori­

.-._!If I (Q)h/" / / go s t r ailway bridge on . I( .,_ .. ,' ; I ~~) / t his continent , and on e of'. JJ ( ( (,I j ././ the l a r ges t i n t he wor ld 113

HIAWA1"H~ " .' .~ / -........- / ) \\ w~s tw?-an~-six-t enths " ..I,I••,,~ 0" ' 'f},tv / \ () 0.1 a mi Le a.n l engt h,

.,." ~,'7 /'''.. ' /j 1 t!n J ~ rt: , \ t~ ./ ~. .~l,~_, ov er . the wi dest part\ \ .1 . : ' ,1'/ , c'/ /~) / " ~ of Hl ce Lake. The "!j ' I'} \ /' .j / '- - 'v" r ail way cross ed from

/ "-;/ \~'1\[~ / . 4~ ( C$ ~'':.>~ Ha. r..wo od ,. on, t he s outh" /I ~/ }"f \ -\ ::A .=---. s hor e , to T1C(k ) rs­flI J ./ . '.......\ 1 l and by a pi l e bridge/. l~' ._-) j 3 , 754 f eet i n l ength. On / ~ J I I/) Ti c I sland it curved a

' . ./ ~ little, t he deflect ion -..::7 ·j flllfNrtk Pl. / ---- being 2!0. Fr om t here to =-r-- / ~ f -/ t he nor t h side of t he main./c JJ--'J ,// jj channe l a di s t ance of

. j ./ / r/ 2 , 760 f ~ et, there was a'" l~ ;' .__..'./ 1\ suc cession of wooden cr ibs \. .. / 1,.-..··<,\ '. / / /" ' ''' , '''::- / l Ox 20! i n s ize , sunk on'

--' ,I ;n \SrO Id . "/7· " ~ e ~ f,hty- f? o t cent r e s and()K. · ,1/ _/ ..?)! ) ".... ".. I j" f :L.l l ed Wlth s tone . These \>~) ~ ~" '/!f~ : ' ~t/, , \ . ser ved t o suppor t th i r ty-f

... . / ' . ( .. ,; , U)!){ . thr ee SO- f oot Burr Trus s..B' ''d l.-r;~ ' :: " ~ H!.l.:f('VJOOD spans ,L- r'r~ . . _ ,~(l1'- I, . · ,.- /. , , . , '.. l. )'

/~ ! - .-- J I ,. , .. . \ .. < , I

~ I -:..·./~-- t./ . ,~. , ;: ... f') /~: .. • • • • In , t~e channel, ther e was!fV!;fJJ (/;r:'Z~ /.# " ,.'i { " a "pa,yot d~ aw on . a t urn ­(0 ~ ~~. " ~ \; t ab le II ( s wl.ng br Ldge ) , ._. ~ ./ -;::;:?/ _ .- ,'.t,\, 120' long, and suppor ted

/ ~ " - by a pi er 20x40 ! i n s ize , gi vi ng t.wo r I

·,r-::. / ,.- .' \ op en ings of f i f t y f eet ea ch fo r navig­. I \ ation . In or der t o a l l ow fo r a clear-

MIlts nn ce of t welve f eet be twe en high waterI'· ! Iiil dl - I !" a nd the bot tom of t he SWi ng s pan ,o ~ .v.. , a llowance t h er eby be i ng given t o per ­

mi t t he pa ssage of low ba r ge s , e t c " wi t hout SWingi ng t he bridge , the e i gh t s pa ns on e i ther s i de of the dwi ng span

were i nc lined a t a gradi ent of a bout 1 i n 70 (1. 43%). Obvious l y, s u ch a grad ient on a s t r u ct ure of this t ype , introdu ci ng , as it di d , a hump i nt o what wa s t o a l l intent s an d pur poses a wooderi tre s t le t wo-and-a­ha l f mi l es long, l ef t somethi ng t o be des i r ed from an engineer ing point of view. Star ting a t Ti c I sland, the f irst s eve nt een Bur r Tr us s s pans were l evel, then f o l l owed the e ight spans incl ined upward, t he swi ng s pan , t hen the e i ght spans i nclined downwar d . At this point , t he end of t he t r uss bridge , another pi le trestle 6 , 728 f eet i n l engt h, s i mi lar t o t ha t ext endi ng out from t he s outh s hore , connected the trus s wi t h the north sh ore . This north side t r estle, however , was s trength ened ev ery fiv e hundred f e et by a crib 10x20' i n s i ze , loa ded with st ones .

The bot t om of Ri ce Lake i s bl ack mud in a semi- liquid state , and a s such af f orded no support to pi l e s . Unde r t he mud , ther e wa s a s t rat ­um of very ha rd and compa ct s and , over l yi ng t he cl ay . The depth of wat.e.r and mud aver aged f' ourt .e en f eet , south of Ti c I s land , a nd s i xtee n f eet between t he t r uss bridge and the nort h shore . The t ot al s easona l ris e and f a l l of t he wat er l evel in t he l ake is s i x- and- one- hal f fee t .

The pi les were dr i ven through the sand ' and in some i nstanc es, into

____ O\T_-. ~ ')r:.r:ort - 1958 ::;:?..-..:: ":~-r; .. .- "'\,--~,' ,rO\ '\ C. E., as li perha ps the lon-

,; I : 7~/ ) / '., r;'~-'~- { I (Q)Q \ // gest railway bridge on _ -' I) t h i s continent, and one of

C. ll.B . A. _o-N \ ,

Page 128

" )) / ( (,lj / / t he largest in the world 113 HIJ'WA1'H~ --~ ,. / "-",, .. / / ) ftl\ was two-and-six-t enths

• //~" I 'j), / I) of a mile in length, , ,- '7, ' /fq~ni~ f"f. \k~ ~ } L_ tl· d t t

,."'1'/,,'/' 1 '\, \ \\i\t/ ~" _}' /",~'~ , "'-, -, over 18 Wl es' par . I C,/ / / of Rice Lake. The

.- Ij I~'/ j / ._-'\...--/.... railway crossed from ~\,,/ I '

/<p ~\\\'// 4WY ( c<b,;' IS:\.~~>=---- HarvlJOod, on the south .' '/ ~r \ -~~\\ ,~ shore , to Tic (k) Is-

/ / , ' '-'\ I land by a pil e bridge

I / / '" 1 / ,) Tic I s l and it curved a

I. / ~ . little , t he deflection

, ' flllil/ff-l( PI· / __ . be ing 2:!0. From there to =-/-- / ~ , -,""" Ticl<: /d , fjj j the north side of the main

~ 1./ /c ,a,'J ( ( :' 0J //~/ ' ~~76ge}~e~, d.~~~~~c~a~f a " ).J.. .,J ""-- ., _ •. r-) 1\ suc cess ion of wooden cribs

\. j / I~~--, '. ' /// ...... ,.r .. _"/ 1?x,201 in size, sunk on jjrv:. \ Sf'ook ld., "" ,"":jT'/ / -~ ~J.,g,:~y-f?o: ;ent:es ~nd ( /IJ! ,) / ":') ~;, LL1 l ed Wl tn >:) tonI;:; . ~hese \ "~I ""/,, 1 /;::~, ' . ~,~ 2\ ' served to support thlrty-.. , '-" / - !f:>:~ ' ,~ , ' three 80-foot Burr Truss

~'\B' L- Id (' /IZ~:' ,:~ ~ H Ii , "WOOD spans ,

~~~J)jl) /'~:;," ''''/: __ ~--L,' ''/;;{(' ( ' -\. , ~. t,;>,:; .. " In t he channel, ther e was

!,, ""~I g'- , \ '() a I'Ipivot draw on a turn-/!" (({;;/.~. / :'~' { table '/ (swi.ng bridge ),

,:.-/~~/ ... ,'~, \ 1 20' long, and supported /~r ." , " by a pier 20x~,O 1 in size, giving two ,~ , " , openings of fifty feet. each for navig-

( 0 " \ ation. In order to allow for a clear­

i!..c""! leij dl l'IHlf-.. S

I! ance of twelve feet between high water and the bottom of the swing span, a llowance thereby being given to per­mit the passage of low barges , etc., without swi ngi ng the bridge, tho eight spans on either s i de of the dwing span

wer e i nclined at a gr ad i ent of about 1 in 70 (1.43%). Obviously, such a gr adient on a structure of this t ype, introduc i ng , as it did, a hump i nto what was t o all intents and purpose s a \'lOoden tres tle t wo-and- a ­half miles long , l eft s omethi ng to be des ired from an engi neering point of view. Starting at Tic Island, the fir s t seventeen Burr Truss spans were l evel, then followed the e i ght spans inclined upward, the swing span, then the ei.ght spans inclined downward . At this point, the end of the truss bridge , another pile trestle 6 ,728 f eet in l ength , similar to tha t extending out from t he s outh shore , connect.ed the truss with the north shore. Th is north side trestle , however, was strengthened every fi.ve hundr ed f eet by a crib 10x20' in s ize, loaded with stones.

The bottom of Ri ce Lake i s bla ck mud in a semi-liquid state, and as such affo rded no support. to pile s . Under the mud, there was a strat­um of very hard and compact sand , overl ying the clay. The depth of 'VIater and mud averaged fourt een fe e t , south of Tic Island, and sixteen f ee t between the truss bridge and the north shore . The total seasonal rise and fal l of the wat er l evel in t he lake is s ix-and-one-half feet.

The piles were driven through the sand and in s ome ins tances , into

....;:P..:;~C.H. E.A. ~~~s ~~)o rt - 1958 . ' a=e 129

t he clay . General ly , t hey were dr i ven an ave r age of t en fee t into the sand , Driv i ng was a difficult pr ocess , the pile not go ing more than two i nc hes at a bLow, f rom r ams weigh i ng 18 OTt . , fa l l ing t hr oug h forty~ foot l eader s.

Fr om Tic Isl and t o t he Tr ent Cana l channel ; t he l ake was de eper , averaging t went y-e i Ght f eet from low wat or- mark . The channel is t h i r t y­six f ee t from l ow wat er mark . TtL:> dept h made a pi le br idge i mprac t ic­a ble , and t he a f or ementioned t russ br-Ldge VJD.S subst ituted . The mode of con struction was as f ol l ows : - Four long pi les were dr iven and capped , to bea r the verti cal pres sur- e of t he br idge , unt i l the cribs would sink to t heir bearings . They a l so s erved a s guide s f or the cribs , which

2i1wer e built a r ound t hem, l Ox 20' at t he t op , and batt ening i n 12 11 a t the ends and 1 if i n 12 11 at the side s . They were made of s quare timber above , and round t imbe r bel ow, the wat er . They were sunk to their pla ce s through the ice i n wint er , and t hen l oaded wi th boulders co l lec ­t ed a l ong the shore . (See a cc ompa nying diagram Figure 1).

Inspe ction of t he a ccompa ny i ng Fi gure 2 wi l l demonstrate the s up ­por t s fo r the t res t le . The two cent er piles (A) were v.h i te oak , wh i le th e out er pa i r (B) and t he s pur s ( C) were i n most cases pine or 't amarac . These wer e dr iven and ca pped with pine caps 12x1 2 i1.( D) The spur pile s were driven with a l eani ng ma chine , s o that t he i r t ops s tood about four f eet f rom t he othe rs . They were then drawn up wi.t .h strong ta ckle and s ecur ed with 1 1/ r ound bol ts . The cor bels (E) were f a sten ed t o the caps and pi l es by I I I square r ag bolts th re e - and-a~half fee t l ong. They were notched an i n ch on the caps . The str i nger s (F) of pine , 12x181! were s ecured to the corbels by I " round s cr-ew bo l ts . Ti es {G) of 3" oak

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the clay. Generally , they we r e driven an aver age of ten feet into the sand . Driving vvas a difficult process , the pile not go ing more than t wo inche s at a bloVJ , from r ams weighing 18 cwt ., falling through forty foot leaders.

From Tic Island t o the Trent Canal channel ; the l ake was deeper, averaging twenty- e i s ht f ee t from low wat er mar k. The channel is t hirty­six f eet from low wcrter mark . T1".i '::3 de pth raade a pile bridge impracti c­ab l e , and the aforementioned truss bri d.[e VJl:1.S substituted . The mode of const ruction vva s as follows: - Fov.r l.ong pil es wer e dri v c:m and ca pped, to bea r the vertica l pr e~3 sure of the br i dge , until the cribs would sink to their bearings. They a l so served as gu i des for the cribs, which wer e built around t hem , lOx20 f at t he t op , and battening 211 in 1211 a t the ends and l 11 in 12 11 at the sides. They were made of squar e timber above , and round t imber bel ow , the water. They were sunk to their pl a ces through the ice i n wint er, and t hen loaded with boulders collec­ted a long the shoro . (See a ccompanying diagr am Figur e 1).

Inspect i on of the accompanying Fi gure 2 will demonstrate the sup­ports for the trest l e . The two center piles (A) were ""nito oak, whi l e the out er pair (B) and t he spurs (C) were in most cases pine or t amarac. These wer e driven and capped with pine caps 12x12 i1 • (D) The spur piles were driven with a leaning machine , s o that the ir tops stood about four f ee t from the others~ They were t hen drawn u p with strong tackle and s ecured with 1 1/ round bolts. Th e co rbels (E) we r e fastened to the caps and piles by 111 squa r e r ag bolts threG- and-a~half feet long . They were notched an i nch on t he caps . The stringers (F ) of pine, 12x18 11 were secured to the corbels by Iii round serev,]' bolts. Ties {G) of 311 oak

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C.rLE . A. News ReBor t - 1958 Page 130

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C . ~L H . A . News Hepor t - 195 8 Page 131

pl ank , conne ct t he ~ tringer s on t op . The total cos t of the bridge had been "not, fa r f r om ~1 '7 5 , OOOH. 4

The br i dg;e wa s construct ed in t he summer of 1853. Afte r t he next t wo or t.hr' ee wi nt ers , howev er-, it was s oon dis cov ered t hat i t was a l ­mos t as di f f i cu l t t o ma i nta i n as i.t wa s to const r uct . I n wi rrt cr , the i ce on Rice Lak e f orme d t o t he t.h i ckne s s of two and one- ha l f f eet. After the i ce had f Q):.~m e d, t llC:; l ake uaua l l.y ro s e some t.wo or thr ee f eet; and t he i ce, being f r ozen to t he ' pi l e s, would ha ve t he effe ct of a pile ' clrivel' in r-evers o , 11or eover , extreme changes of t emper ature i n the wi nter season would cause t he i ce t o buckl e during the day , and then settle a t night a ga i n .

I n t he fi r s t winter , t hat of 1853- 54, t he f or ce of the ri s e in the l evel of t he l ake wa s suf f i ci ent t o dr avJ out a f ew piles near the Pet­er bor ough shor e , and to r a i se t he pil e br idge no rth of the trus s bridge some six or ei ght i nc hes , except whe r-e it wa s he ld down by the cribs sunk ever y f ive hundred feet . Thus , i t had a r ather undulating surface and t he con t r a ctor s were obliged to r a i s e and bl ock up t he s tringers at t.h ese 10vJ point s . I t was proposed to prevent t hi s r aising of the ice by put ting f l a sh boards on the dam at Crook !s Rapid s ~ at t h e lower end of Ri ce Lak o , and. t.he r-cby r a i se i t to maximum l ev el before the ice f ormed . I n or-der t o ma intain a co nst ant wa t er l evel in the l ake, if more wat er f l owed i.n, it woul d be dra i ned off. On one occasion t hat wi nt er , t he i ce cra ck ed and broke t he br id~e . The r e sult was t hat the two sections were out of line as much as 3b i nc hes.

However , in common wi.t .h most per-f'or-mances of a s pe ct.a cuLar , and dramat i c nat ure, the bes t was yet t o come , f or i t was on J anuer-y Ls t , 1855, in the ne xt wi nt er , t hat the br i.dge re ceived i t s wo r st bl.ow to dat e . The day was warm, and t he s rnoot.hne s s of t he i ce wa s marred by s eve r a l omi nous cracks . Because of these cracks , an i ce j am be gan t o f orm i n t he channe l . This jam had the eff e ct of pushing t ha t ice whi ch wa s not i n t he channel shorewar d , t ak i ng t he br i df,e with i t. The north pil e bridge was pushed t oward the Pet er bor ough shore , but owing to the number of cr i bs i n i t, i t di d not move t oo f a r . The t r us s bridge was pushed t.owar d Ti c I sland , so mu ch so t hat t he s pa n adjacent to t he i sland s l i d four f eet up on t he sol id abutment . South of Tic I sland, t he pile br idge was l i kewi s e pu she d t owar d the Cobourg s hore . I t was pushed so f ar t hat t he br i dge parted near t he i sland, l eaving a ga p of seve n feet. The pi l e s were now l eaning at a cr-a zy angLe , an d wh ere the thrust met the r esistance of t he shor e , it cr-ushe d the s ol id 12x18" s t r i nger s , t ur ni ng t hem i nt o s plint ers and bending the r ail s doub l e . Mr . Cl ar k then follows t his des cr i pt i on wi t h t he s i gnifi cant s ent en ce : "I'h l s has a l l been s i nC E: r epaired, an d t he trains ar e now cros s i ng r egularly. i15

Si nce Mr . Clark 1s commun i cat i.on to t he Canadian J ournal is dated April 2nd , 1855, i t becomes nec e s sary to t urn to other sources i n order to a s cer ta i n the l at er h i s t or y of t ho bridge. Unf or t unatel y , t hes e are scanty. We do not have r eady a cce ss t o lo cal newspapers of t he period, which mi ght t hrow more light on t he l a t er story of t he br i dge . Profess­~ r Cur~i~, ,in h i ~ book, _T1)e , Gr an~ . TruI~k _Ra i L va y .of C,:-nada , 6 (Toronto,1957) o.evote s t hr ee pages t o the Cobour g & Pet.e r-bo r'ough RaJ_l way, but he r estrict s his analys i s ma inly t o financial and bus iness de ta i l s . Wha t t e chni ca l and en~ ine er ing deta i l s he mentions a r e t aken fro m so ur ce s which I have a l r eady i nvest i gat ed -- f r om t hr e e Annual Reports extant , from t he art icle of L,Tr . Cl ar k , from J . M. and E. Tr out , Ra i l ways of Canada , and t he Stat ute s and Ses s i ona l Pa per s of the Legislative Assembly of the Provinc e of Canada.

(

News It e pOl:.!:.._-_;,;.;.1..:;..9""-5_8 __ . ___ - ______ ...;P;..,;a:::.lf;.;o.;e.::;;.....;;:;;;1,,3.;;;;.1

plank, connect the stringers on top. The total cost of the bridge had been ilnot far from ~1'75, OOOil .4

The bridg;c Wi3.S constructed in thB summer of 1853. After the next tvlO or three winters , hov"eve1", i twas soon discovered that it was al­i"!iOSt as diff icult to mainta in as it was to construct. In winter, the ice on Rice Lake for me d to the thickness of tWD and one-half feet. After the ice had fo rmed , the lake usually rose some two or three fe et; and the ice, being f roz en to the · piles, would have the effect of a pile · driver in reverIii:e. Ha1"eover , extreme change s of temperature in the wi nter season would cau~;e the ice t:.o buckl e during the day , and then settle at night a gain .

In the first winter , that of 1853-54, the force of the rise in the level of the lake ·was suffic ient to drav" out a few piles near the Pet­erborough shore , and to raise the pile bridge north of the truss bridge some six or eight inches, except v,,11ere it was held down by the cribs sunk every five hundred feet. Thus, i t had a r a ther undulating surface and the contractors were obliged to raise and block up the stringers at t.hese low points . It was proposed to prevent this r a ising of the ice by putting flash boards on the dam at CrookTs Rapids~ at the lower end of Rice Lake, and thereby raise it to maximum level before the ice formed. In order to maintain a constant water level in the l ake , if mo r e water flowed in, it would be drained. off. On one occasion t hat ~dnter, the ic~ cracked and broke the brid~e . The result was that the two sections were out of line as much clS 3b i nche s.

HovJever , in cornmon with most porformances of a spectacular, and dramat ic na ture, the best was yet to come, for it was on January 1 s t, 1855 , in the next winter, t hat the bridge received its worst blmll[ to date. The day was warm, and the smoothness of the ice was marred by several ominous cracks. Because of these cracks, an ice j am began to :Lorm in the channel. This jam had the effe ct of pushing that ice which was not in t he channel shoreward , taking the bridf,e with it. The north pile bridge was pushed toward the Pl'~terborough shore, but owing; to the number of cribs in it, it did not move too far . The truss bridge was pushed tov.rard Tic Island, so much so that the span ad j a cent to the island sl i d four feet up on the so lid abutment . South of Tic I s land, the pile bridge vras l ikewise pushed toward the Cobourg shore. It was pushed so far that the br idge parted near the i sland , l oaving a gap of seven feet. The pilesil1Tere novJ l'3a.ning at a cre.zy anele, and where the thrust met the resistance of the shore , it crushed the solid 12x18!l stringers, turning them into splinters and bending the rails double. Mr .Clark then follows t his des cription with the significant sentence : YIThis has all been sinCE;; repaired, and. the trains are now crO SS i ng regularly. u5

Since Mr . Clark' s communication to the Canadian Journa l is dated April 2nd , l a55 , it becomes necessary to turn to other sources in order to ascertain the l ater history of the bridge. Unfortunately, these are scanty. We do not have ready access to loca l newspapers of the period, which might throw ;nore light on the l ater story of the bridge. Profess­or Currie, i n his book, T1}~_Grand Trunk Rai l ,vay of Canada'6(Toronto,1957) d~vot es three pages to the Cobourg & Peterborough Railway, but he restricts his analysis mainly to financial and business details. What technical and en~ineering details he mentions are taken from sources which I have a l ready investigated -- from t hr ee Annual Reports extant , from the articl e of r-Ir . Cl ark, from J . M. and E. Trout, Railways of Canada, and the Statutes and Sess ional Papers of the Leg i s lative Assembly of the Province of Canada.

C . j. ~ . H .A . NeV'IS Report .. 19.-::5~8~_ _ Page 13.2

From exami nat i on of the Tr outs ' H~1.il.!~'3. Y~_ of Ca.:'1ada and Wal l i ng , H. F• , At las of the Dominion o.t_Canada , Mont real , George N. Tackabury , 1 875 ), i t appears t hat every wi nt er the bridge s uf f ered part ial dest r uct i on .( The prohibitive cost s of r epair i ng and mai ntaini ng t he bridge wer e su ch , in 1 857 , as to f or ce t he road into bankrupt cy . The bondh ol der s f ore ­clos ed and i n 1858 had an Act pa s s ed. which ena bl ed. them , among other t h i ngs , t o t ake cont r ol . In Ja nua r y , 1860, Me s s r s . Covert and Fowl er leased the line and s t ar ted t o bu i l d a caus eway i n place of the bridge, ac cordin~ to the or i ginal plan . It appears , however , that in the wi nter of 1 86 0-~1, t he final bl ows were dealt to the improper ly-bui l t br idge by t he i ce.

I n ~rr . Wal l i ng ' s At l a s 7 , however , i t i s ment i oned t ha t the bridge was being r e cons t ruct ed i n a very substantial mann er un der t he management of the Company' s Gene r al Supe r i nt endent , and engi nee r ed by Wa l ter Shanl YJ t he br i dge was to be r eopened f or traf fic in 187L-I t is hi ghly poss ibl e t hat that part of the embankment stil l i n exis t ence today8 (cf . map ) date s fro m thi s attempt a t r e construction . Howeve r , it is problemat i cal whtJ t her the br i dge (or caus eway , as i t may now have be come ) was reope ned . Evidence at hand i ndica t e s that the l a s t year tha t t he Cobourg & Pet er ­borough Rail way had f ul l us e of t he Iii. c e Lake bridge was in t he year 1860.

J

Boldly planned but inadequately exe cuted , the Rice Lak e stru ct ure r emains an i~po rt ant an d ambit ious part of t he story of rail ways in Can­ada in pi onee r time s ; it i s one of t he f ew natural obsta cl es which our early construction engineers , with their smal l engi ne s and pr i mi t i ve equipment , were unab l e to conquer permanently and su ccessfully .

00 000-00000

EDITOR 'S NOTE : Mr . Kenneth Heard , Nho assembl ed t he not es fo r ego i ng , is enga ged i n writing a definitive histor y of t he Midland Ra i lway of Canada , i t s const i tuents and l ocal con t.empor-ar Le s , He woul.d be interested i n hear i ng from 8.ny r eader who mi ght have mate r ial , such a s docu ­ment s or pho t ogra phs , t o a id him i n this r es ear ch . Lette rs may be addr essed t o h im i n care of the Asso ciat i on .

- ----- --'---, BIBL IOGlU~ PHY :

1- Statut ory Hi s to r y of t he St eam & El e ct r i c Ra i l ways of Canada , 1836-1937 , Rober t Dor man ,

2- Annual i ~ e port of the Co bourg & Pet erborough Ha i lway Company , mentione d i n Cur r ie , A.VI . , ! pe Grc~Q_d Trunk Rai lway of C,s.na da , (Tor ont o , Un i.v , of Toronto , 1957T p . 284 .

3T Cl ark , T.E . liOn t he Action of the Ice upon the Br idge a t Ri ce Lake ll i n the CStnadi an Jo urna:!.:. , .Juno 1855 , n- 249 .

~.- Constructional da ta on bridge f r om- I bid . , p. 249 5- I bid . , p .250 . 6- Currie , A. vv . , QQ!....cit . , pp .284-6 . 7- VJa l l :Lng , ELF . : !~~lSl_~ of .~ll-~..l!2!n i n i o n of Ca r~~ (Mont r eal, George

N. Tackabur y , 1875~ . 5 5 . 8- Canada , Dept . of Na t ional Defense , Army Sur vey Establ ishment ,

t opogr a phi ca l ma p , ilHi ce Lake " ; sheet 31 D/l Eas t Half , s ca l e 1: 50, 000, Second Edi t i on , 19 50 .

(

C. le . H. A. News Re po rt .. 19·...::.i:...;G:,..' ____________ F.;,.a:.l;.F'";...;, e_l..:.3:....,....2

From examinat i on of the Trouts ' HC;lJ:1.l~~_of Ca_nada and Walling , H. F., At l as ?f_yhe Dominion o.f~ Canada , Montreal, George N. Tackabury , 1 ( 75), i t appears that every winter the bridge suffer ed partial destruct ion. The prohibitive cost s of r epai r i ng and maintaining the bridge were such, in 1857 , as to f or ce the road into bankrupt cy . The bondhol ders for$­clos ed and in 185 fi had an Act passed wh i ch enabled them , among ot h er things, t o take control. In January , 1860 , Messrs . Covert and Fowler leased the line and start ed t o bui l d. a ca u.seway in place of the bridge, accordin~ to the or i g ina l plan . It appears , however, that in the winter of 1860-01, the final blows were deal t to the i mproperly-built bridge by the ice .

I n Ik . iJa lling ' s Atlajl7, however, it is mentioned that the bridge was being reconstructed in a ver y substantial manner under the management of the Company1 s GenereS.1 Superintendent , and enginee red by Walt er Shanly; t he br idge was to be reopened for t raffic in l 87Li-It is highly possible that that part of the embankment still in exi s tence today8 (cf . map ) dates from this attempt at r econstruction . However, i t is pr obl ematical wh-ethe r the br i d.ge (o r causeway , as i t may now have become) \"ias reopened. Evidence at hand i ndicates that the l as t year that the Cobourg & Peter­borough Railway had. f u l l use of the Hice L~3ke bridge was i n the year 1860.

Bol dly planned but inadequately exe cuted , the Hice Lake structure rema i ns an i mportant and amb itious part of the story of rail ways in Can­ada in pi oneer times ; it is one of the few natur a l obstacles which our early construction engineers , with their small engines and primitive equipment, were unab l e to conquer permanently and successfully.

00000-00000

EDITOR'S NOTE : Mr . Kenneth Heard , who assembl ed the not es foregoing , is engaged in writ ing a definitive history of the rViidland Rai l way of Canada , i ts constituents and loca l contenporaries . He woul d be int erested in hearing from any r eader who mi ght have m<:lte r ial, such as do cu­ments or photographs , to a i d him in this research. Letters may be addr essed t o him i n ca r e of the Association.

--------, BI BLIOGli.APHY :

1- St atuto ry His tory of the Steam & Electri c Ra ilways of Canada , l S36-1937, Robe rt Dorman,

2- Annual 1~ E3po rt of the Cobourg & Peterborough Hai l way Company, mentioned i n Currie , A. \J • l !he GraQd T:r:'1.mk Railway of Canada , (Toronto , Univ . of To ronto, 1957;p. 284.

3'1' Cl a rk, T.E. nOn the Action of the Ice upon the Bridge at Rice Lake 11 i n t he Canadian Journal, ,June 185 5, p. 249.

4- Constructional data on bridge from- Ibid ., p. 249 5- Ibid ., p . 250. 6- Cuii:':ie , A . ~v ., 2J2.!....cit ., pp.284- 6 . 7- Walling , H. F .: !~tl<2-_~ of .!-11..~ Dc:mini.;..C?n of Canada (Montreal, George

N. Tackabury , l 875J,P . 55. 8- Canada , Dept . of Nat i onal Defense , Army Survey Establishment,

t opographica l map , "Ric e Lake ii, sheet 31 D/l Eas t Half, scal e 1: 50 , 000 , Second Edi tion , 1950.

------C• It • I-I 9 il . News Re ~o rt - 1 95~

l _._.._-_..•- -~.- Page 1 33

Dur ing t he th i rd week of Se ptem­' CAlJADI~!J PAC IF~.r c l1A.•n ..J.!'.JA.-Y RE;I ~~'I ber , Cana di.an Paci.f i c Railway( of f i cial car No . 38 was withdr awn .. VAN HOHNE ' S BU :J~.~ ~ :C:3 S_~~R .__J fr om service out ' of Tor ont o , wher e it had been as s i gned f or the us e

of t he Super intendent , Trenton Division , Ontario Di st r ict . I n lieu of a nondes cript f a t e ~t t he scrap do ck , t he ra i lway company doriat.ed t he car t o t he Canad i.an Iia .i Lr -o ad Hi storical As s ociation , f or preservat ion a s a personal monument to Si r VJ i l l i am Cor nel i us Van Horne , for whos e u s e the car was built i n I SS) , and as a part icular ly f i ne s pe cimen of the r a i lway off i cial car i n i t s golden ago . The Edi tor ial Commi t tee fee ls i t appr opr iate t o pre s ent , a t this t ime , t he st ory of the car "Saska t chewan" , a s i t was by t h is name t ha t i t was known original l y , and by which it wi l l be knO \illIl he reaf te r , a s an i mpor t ant ac cess i on t o the Associat ion 's r olling stock collect i on .

ii OUR TRIP HAS NOTHING TO DO wi.t .h t he opening of the road . I t i s jus t t he pl aines t k i nd of a bus iness trip . Just t he usua l t rip of i ns pe ction before the wi nt er sets in . T l~r e has a lways , got t o be a general clearing up before winter comes on . We i nt end goi.ng to Brit i sh Col umbia , but cannot say whether we wi l l pass ovor the line befor e or after the l a s t spike , about which you a ppear to be so anxi ous , i s dr iven . No , 1 1m sure I can lt say who wi l l dr i ve the l a s t spike . I t may be Tom Mular ky or Joe Tubby , and t he only ceremo ny that I f an cy may occur wi l l be the damni ng of' the fo r eman f or not dr i v i ng i t quicker . TtIer e will be no conc luding ceremony , no nons ense . Some roads may l i ke t o adver t i se by maki ng a grea t f u s s , but we do no t car e fo r t hat sort of th ing . 11

So spoke 3i r Wi l l i am Cornelius Van Horne , Vi ce Pr e s i dent and Goneral Manager of the Canadian Pacific Rai lway , to a r eport er of the d inni peg iI ],\1anitoban i1 , on Oct ober 31s t , 1885 , as he ar r ived by spec ial train f rom Mont .r- caL en rout e t o the Pacif ic coa s t i n ant ic i pa t i on of the compl etion of t he l i ne . Accompanied by t he s oon-to- be Lord St r a t h cona and Mount Hoya l , Donal d A. Smith , and by Sandford Flemi ng , Mr . Ha.rr is of Blake Bros . & Co . , Dos t on , a dire ct or , and Henry Abbott , manager of cons t r u ction on t he eastern s ection , t he distinguishe d party occupied t he Can adian PacifiC pr i vat e of fi cial car s "Me t ape dta il and "Sa aka t chcwan 11

wh i ch , ac compani ed by a baggage car , made up t he s pe ci a l train wh i ch vlas dest ined to be the first t o cr os s Canada from the Atl antic t o t he Pa ci fi c.

One wee k l a t er, on Satur day , Nov ember 7t h , 18e5 , at a lit tl e aft er nine o Ycl oc k i n t he morning , the s pe cial t ra in a r r i ved at t hat spot in the Go ld Range of the Sel k i r k Mount a i ns , s i.n ce hal l owed by t he name Craigella chie , wh ich mar-ked the j oining of the r a i ls from t he Atlant ic and t he Pacif i c . Hav i.ng an ap pointment VIi t h his t ory of which , i f we are to acc e pt Si r 'VIi l l:l.am Van Horne I s wor d , they had no previous int i.m­a tion , Donald Smi t h , Van Hor ne and Sand.f or d Fl eming s te pped down f r om t he ilSa skat ch ewan ll t o s ee the l a s t spike dr iven . The appear an ce of Smi t h s et t l ed any ques t Lor; whi ch mi ght have ar i sen as to whom the t ask of honour woul d befa l l . As the seni or i n years and exper i en ce amo ng t he promot ers , it was onl y natur al t ha t he shoul d perform t he fun ction wh i ch wouLd mak e t.ho Can adian Pa cif ic an accomplished fa ct . Courageous- . l y, Smith took the hammer , and a f ter one f alse start , we a re t ol d , drove home t h e l as t spike . I n t he words of Sandford Fleming :

(

C, It . 1-_1 ~. "_", _, _____ ._._ .. ___ News HS~ 120I1..._- 19 5~ Page 1 33

--- --------'----~

li CANADIA~J PACIF::",rc HAII')!,",TAY RETIRES V AN HOHNE f S BU :)nn:;,~:3 S CAR

.... - _ ..... ---><-_._-

Dur ing the third week of Septem­ber , Canad i an Pacif ic Railway off icial car No . 38 was withdrawn from service out of Toronto, wher e it had been aS3 i gned for the us e

of the Superintendent , Trenton Division , Ontario District . I n lieu of a nondes cript fate ~t the s crap do ck , the railway company donated the car to the C:::Ln.Ci.d ian Hai l road Historical As so cia tion , f or preser vation as a personal monument to Sir vJilliam Cornelius Van Horne , for v:lhose use the car was built i n 1883 , and as a part i cu l arly fine specimen of the rail way officia l car i n it s gol den age . The Editoria l Committee feels i t appropria t e to present , at this time , the story of the car t1Saskatchewani1

, as it was by th i s name that it was known origi nally , and by which i t will be kno "\ATIl hereafter , as an i mportant ac cession to the Associa tion ' s ro lling stock collection.

" OUR TRI P HAS NOTHI NG TO DO with the opening of the road. It i s just the pl aines t k ind of a bus i ness trip . Jus t the usua l trip of i nspe ction befo r e the vvinter sets in. The re has a l ways , got to be a general clea ring up before winter comes on . We i ntend ,going to Bri t i sh Columbia , but cannot say whet her we will pass over the line bef ore or aft er the l ast spike , about which you appear to be so anxious , i s dr i ven . No , I'm sure I ca n ' t say who will drive the l as t spike . It may be Tom rvlularky or Joe Tubby , and the onl y ceremony that I fan cy may occUr will be the damning of the for eman for not dr i ving it qui cker. T~ere

will be no concludi ng ceremony , no nonsense . Some ro ads may l ike to advertis e by making a gr eat f u ss , but we do not care for that sort of thing . 11

So spoke Sir William Cornelius Van Horne , Vice Pres i dent and General Manager of the Canadian Pacific Railway , to a r eporter of the Uinnipeg iYManitoban 11

, on October 31st , 188 5, as he arrived by spec i al train f r om Ivlontreal en rout e t o the Pacific coast in ant i cipation of the compl et i on of the l ine . Accompanied by t he soon- to - be Lord Strathcona and T'Iount Hoyal, Donald A. omi th , and by Sandford Fl eming , Mr . Harris of Bl ake Bros . & Co., Doston , a dir ector, amI Henry Abbott, manager of construct i on on the eastern s ection , the d i st inguished pa r t y occupi ed t he Canddian Pa cific private offic i al cars iq\Ietapedia 11 and IISaska t chewan 11

wh i ch , ac compan i ed by a baggage car , made up the spec ial train -wh ich vIas destined to be the first to cross Canada fr om the Atlantic t o the Pac ific.

One week l ate r, on Saturday , November 7th , 18e5, at a litt l e after nine oYcl ock i n the morning , the specia l train arrived at that s pot in the Gold He,nge of the Selkirk Mountains , ;:5 i nce hallowed by the name Craigel l ach i e , which rilarked the joining of the rails from the Atlantic and the Pacif ic. I-rav i ng an appointment Hi th h i story of wh i ch , i f we are to acc ept Sir Will iam Van Horne ' s wo r d , they had no previous intim­a t ion, Donal d Smi th , Van Horne and Sand.ford Fl eming s t epped down f rom the ilSaskatchewan Yl to see the l ast spike dr i ven . The appearance of Smi th sett l ed cUly que E3 tion which mi ght, havo arisen as to whom the t a sk of honour woul d bef all . As the senior in years and experience among t he promot er s , it wa s only natural that he shoul d perform the function ~'Jh ich woul d mak e the Canadi an Pa cific an accomplished fa ct . Courageous- . l y , Smi th took the hammer, and after one f a l s e'- start , we are t old , drove home t he l ast spi ke . In t he wor ds of Sandford Fl emi ng :

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C.H . H.A. _ News .::.:::.L •. - _ _ ._..__ • • _ I J5 ~_____• IL o~o r·L 195d Pag§ _

ilThe wor k was car-r-Led on i n s i lenc e . Noth ing was heard but t he rever ­berati.ons of t.he :bl oVls s t r uck by him. It was no or dinary occasion ; the

( scene wa s in every r e s pe ct notewor t hy , from t he ,: :T OU P S whi ch compos ed it ar and the ci.r-curnst. an cc s wh i.ch had brought t ogether ~3 0 many human beings to this s pc t in t he heart of t he mounta ins , unt, il r ec ently an unt r a cked solitude . .1

I n the ensui ng sev3nty-thre e ye ars , a l l of the human a ct or s in the drama of Craigell a chie have pass ed beyond t he i r mor t a l s pan . The inati- · i mat e oc ces sor i es of the s eene have a l l bu t gOne . The spi ke , and the maul which drove it home were treasured poss es sions f or many years after ­ward, bu t they have sinc e been l os t. Tho little uni de nt i f ied eng ine , who se spira l of s team from a singing s af' e t y va l ve spelled the defiance of civilization a t the s i lent mount a i n bar r iers of Eagle Pas s , whi Le the spike was driven , has be e ri s crapped t he s e many year s . The' bagga ge car , a l so unident ifi ed , L3 i?ono too , as 11aE3 the Pres ident f s car , "Met.a pedLa Ii , which was burned at Pr i.n cet.on , Br it i s h Co lumbi a , in 1925.

All t hat remains of the his t oric s et t i ng , are t he mount ain crests of t he Co ld Rang e , and the pr ivat e car Ii Sa skat che wan \1 , pre s ently No . 38 , now pa s sing i nto retirement a t the ve nera ble age of seventy- f i ve and a half years .

The ilSa~, kat cheitmnll i s ea sf.Ly t he mos t notable of al l of t he private car s wh i.ch have been owned by t he Canad ian Pa cifi c Ra i lway Compa ny . Af t er ;Ji r \iH l l i tJ.m Van Horne had been engaged i n 1882 t o direct t he wor k of const r uct i on of the railway a cr os s the pra i r ies 1 t he compa ny pl aced an order wi t h t he f i r m of Barney & Smith , of Dayton , Ohio, U_S.A . , a we l l ­known company of high r eput e who had cont Ta cts to bu i l d many of the r ail ­way ' s fir st pas senger train cars . In the cons truc t ion of t his un i t, the bu ilders ex celled . The inside and out side finis h was of mahogany , and i t wa s t urned over t o the Canadian Pac i fic Rai lway , compl et ed , on Mar ch 2nd , l a83 , assigned t o Van Horne .

One of the f irst i mpor t an t t. asks which the car was call ed upon to perf orm, was the t .r-an s por-t a t i.on of MI' , Van Hor -n e , and a gr oup of r ailway offi cers and dist inguished Europeans to Calgary , upon the opening of t he l i ne t o t ha t point . This was i n August , 1883 . Accompani ed a s usual by the car "Met.aped La i f , the tra i n 's i mportant pa ss engers i ncluded , in a dd i t i on to Geor ge Stephen , t he r a i Lway Pr-e s i.d e rrt , Van Horne and other of fi cer s , Prin ce Hohen1ohe of Germany , Vi ce Admiral Count Gl eichen , tho Ear l of La tham, Lor d El phi ns t on e a nd Lor d Castlet own . It i s of i nt ­ere st i n pas sing t o not o tha t t his train left the Bonaventure Stat i on of the Grand Trunk i.-1a i l way , on Tuesday , Augu s t 21 , 1883 fo r t he tr i p t o Cal gary , r a t her than from the CPH st at ion in t he east end of the city , at Dal hous ie Square . The departure from Bona ve nture took pl ac e as it was nece s s ary t o go via G_T_R. to Toronto , Por t Hur on and Chicago , thence t o St . Pau l and t he l\ ~ci.n i t oba bor der by t he St .Paul , Mi nneapol i s & Manitoba . Canadian Pacifi c l i ne s wore used fro m Eme r s on t o Wi nn i peg and thence t o Cal gary . f he Canadi.a n Pac ific 's own line around t he nor t h shore of Lake ,supe r i or \flas not f inished unt i l May , 1885.

I n the he ctic years of construction , 1883 , 1884 and 1885, t he car ii ,saskat chewan " VIas ovc r ywher-e wi th t.ho i ndo mit ab l e Van Horn e . I t was his offi ce on the road , from which wont f ort h i ns truction s on a l l phase s of t he const r uct ion work . It was t he have n t o whi ch he r etreat ed fo r r est and nutrition periodi cally , but not of ne ce ss ity coincident with the f a l l of n ight , or t he occurrence of a conv entional me a l time .

(

C. H. H. A. News Ro ~ort - 195j _____ .... ___ _________ .:::..:::..L __ ...... .., ..... ______ ... ____ •

liThe vvork vm s cctrrirj(l on i n silence . Not h i ng was heard but the rever­burat ions of t.he : blovIs s truck by him . It was no ordinary 0 ccasion ; the scene was in every r espect noteworthy , from the !troups which composed it ar and the circUIrl [5 t ancc3 v.rh ich had brought toget!J.er ~3 0 ma ny human beings to this s p(b.t in the heart of th e:; mounta ins , l,lnt il r(2cently an u.ntracked solitude . 1/

I n the ensuing sev3nty- thr ee years , al l of the human actors in the drama of Gra i ge l l ach i o have passed beyond t he ir morta l span . The in~ti­

i mate oc cessorie s of the s e ene have all but gone . The spike , and the maul wh i ch drove it home were treasur ed postess ions for many years aft er­ward , but they have since been l ost . The little unidentif i ed eng i ne , who se spiral of stoam from a sing ing s af E~ ty valve s pel l ed the defian ce of civi l ization at the s i l ent mounta in barriers of Eagle Pass , while the spike was driven , haG be~~n scrapped. these many years . The baggage car l a l so unidentified , i s gone too , as has the President ' s car , iYfJIetapedia rl ,

which was burned at Pr inceton , Brit i sh Co l umbia , in 1925 .

Al l that remains of the h i ~3t oric s ett i ng , are the mount a in crests of the Go ld Hange , and the private car liSa skat chewan 11, present l y No . 38 , now pass ing into retirement at the vene r abl e age of seventy- five and a half years ..

The lISa~,kat cheirJan 11 i s easil y t:. he most notable of al l of the pr ivat e cars v,rhich have been Ql.;vned by the Canadian Pacific Rai l way Company . After ;3ir VJillicun VelD Horne had been enf£aged in 1882 to di r e ct t he work of construct i on of the railway a cross the prairies , t he company pl a ced an order with the f irm of Bar ney & Smi th , of Dayton , Ohio, U. S. A., a well­known company of h i gh r eput e who had contracts to build many of the r a il­way' s fir s t passenger tra in cars . I n the cons truct i on of this un i t , the bu i l de r s excelled . The ins ide and outs ide finish was of maho gany , and i t was t ur ned over to the Canad i an Pac ific Ra i l way , compl eted , on Mar ch 2nd , l S83, assigned to Van Horne .

One of the first important t ask,s which the car was called upon to perform , was the transporta.tion of Mr , Van Horne , and a group of rai l way offic ers and dist i nguished Europeans to Calgary , upon the opening of the l ine t o that point . This was i n August , 1883 . Accompani ed a s usual by the car ilMotaped i a ii , the train ! s important passengers inc l uded , in addit i on to George Stephen , the railway P:ces ident , Van Hor ne and other offic er s , Prin ce Hohenlohe of Germany , Vi ce Admira l Count Gl eichen , the Earl of Latham, Lo rd. Elphinstone and Lord Castletown . It i s of i nt ­erest in passing ta not e tha t this train l eft the Bonaventure Stat i on of the Grand Trunk t1a ilway , on Tuesday , August 21, 1883 for t he trip t o Cal gary , r a t her than from the CPR stat ion in the east end of the city , at Dalhousie Square . The departure from Bona venture took pl ace as i t was necessary to go via G. T. R. to Toronto , Port Huron and Chicago, thence t o St . Paul and t:. he l\Tc::.nitoba border by the St . Paul, Minneapolis & Manit oba . Canadi an Pa cific l ine s wor e used fro m Emerson to Winnipeg and thence t o ~algary . IEhe CanadL.:i.n Pacific ! S ovm line around the north shore of Lake ,superior Vias 1l.Ot finished until r.~ay , I SS 5.

I n the hect i c year s of construction , lSS3, 1884 and l SS 5, t he car ii,saskat chewanilwD..s eve ryvvhere with the indomitabl e Van Horne . I t was his office on the road , from which went forth ins t ru ctions on a l l phases of the cOD.struction work . It was the hD.von to which he r etr eated f or rest and nutrition per iodi call y , but no t of nece s s i ty coincident wi th the fa l l of night , or the occurrence of a conv errtiona l meal time .

C . H .~ H .I1..!....__ N.ews Re po!'t - 1958 Pa ee 13=.:.....:_ ­

Th i s , inde ed , was t h e man ch a r a ct eri z e d i n l a t e r year s a s a'illm ma n ( dynamo!", a nd t h e "Sas ka t.chewan " met t h e demands of this man among men ,

u n f a ilingly . r h e ye E,1' H585 was a busy on e f or the IISa ska t ch ewan i'l , a s t h e r a i l s f r om Winn i pe g stret ched f'ar t .hc r- and f art h er a vJay a c r o s s the boundl es s e xpanse of t h e pra irie , t oward t h e sinuous s t ret ch o f iron ~li ch was r e aching s lowly up th e canyons o f the Fraser a nd the Tho mpson . Headquar t e rs a nd r a ilhe ad st r etched farthe r and f art her a par t , now a mat.t c r- of many hun dr-eds of ml Les , 'I'h o numb er o f t i.mes t hat t he iYS a s k ­at ch cwan " po Ld she d t his t.r- ans ccnt. Lnont.aL s teeL is \ATithou t number . 1885 s aw trips to t hc ea s t , too ; the l1 ~3 (.lSkc:tt ch owan " c oole d it s h ee l s in Ot.t.awa whi l e it s ma st er a Ldo d h i s f'e Ll.ovr d i re ctors i n try ing to coax a dditiona l a id fr om a r e luctant gov e r nme nt . Th e outbre a k of the s e cond North ~iJest Re be l l i on , a Ll.owt.ng the compa ny to prov e i t s poten t ial wo r t h by s ending t r oo ps a r ound the north shore of Lake Super i or ov er a n unf i n­i shed line , pr ompt e d t h o class i c s ugge s t i on aft erward that the r a i lway s hould have e r e ct ed c;:' mo nument, t o Louis Rie l .

Hitherto t h e "Saskat. ch ewa n " trave l led be tween VJin n i peg ran d l/Iontreal , , J.: . _ 'I

by vJay of Ch i ca go , us ing the GTR i n Canada . Th e East ern Sect ion o f t h e C. P . It., howcv c r , was co mp.let od i n May 1885 , when the r a i ls were c onn e c t ed at Nos lo , Ontario , on the north shore of La ke Su per io r near Schr eibe r . It was now on l y 0. qu e st i on o f t i me . The Canadian Pa cifi c would be fin ­ished ; with r en ewe d v i gour , the wor k we nt a head du r i ng t h e summer of 1885• .? i nal ly , i n the l a s t we ek of October , the "Sa s ka t chewan II , trw iJIvIe taped i a ii .

and t h eir d i stingu i she d car-go l e f t Mon t real fo r \iJin n i pc; g a nd Cr-a i.g e l.La chd e , and t h G event whi ch wa s Q8s cr i bGd a t the be g i nn ing of t h i s a rt i cle . St c:.ndil1G on the ba ck pLat.f'o r m of the iiSa skat chewa n il a s h is tra in pre ­pare d t o Leav e VJinn i pc g , Va n Hor ne s a i d , II •••• anyone who warrt s to see 7 J- h , La at - dr Lv_ en wi.Ll, hav e .. G , "':- t o pay . f'u.l. .l...L c . .\ d. spi.k e ) . _ I.. _ f'ar eU l ..l. (..... _ v'J . cl v 11

On Novembe r [5th , 1885 , the il3a ska tch ewan "i wa s i n th e fir st train to a r r i ve a t Port MJo dy on t he Pac i f ic Coas t , a f te r having t ravel led t h r ough f rom eas t e r n Canada by r a i.L , The pa s s eng ers in the n:'i;etapedia il and the i' S ;::l ~;)k :c t chevJan " ( we r e t he first t o en joy t he Ro cky I'JIo unt a i n panorama as i t unf'oLds f'r-om a t. r-an s cont incnt. a 'l pas s eng ur train , t hat j our ne y f rom Calgar y through t o Va n couv e r which cont inues t o de l igh t and i mpre s s t hous a n ds u pon thou s ands of tour i s ts e a ch y ear .

Thereaft e r , the car trava I l e d the l e ngth a nd breadt h of t h e syst em on Van Horne ts i ns pe ct i on trips . He r etained the u s e of th i s car t hrough h is Pre sidency , which l a s t e d f ro ~ 1888 t o 1899, a nd cont inued thr ough h i m Cha f.r-man a h i.p , f'r-ora 1899 until he r e sign e d , on a p.l. ca of a dvan ce d age , i n the spr i ng o f 1910. Du r i ng th is period , the ilS,?skatch(.;wan d carr ied ma ny d i s t i ngu i s h ed v is itors , inc l uding t.he Ma r qu i s of Lorne a nd Pr i n cess Loui s e , when they t .r- av c l l.ed to ::,;u e be c , l e a v i ng Ca n a da a t t.h c e nd o f the i r vi ce-reGency . It was dur i ng t his t Lmo , t oo , t.h r.t. Sir ~H l l i ,:;,I:1 Van Horne exper ien ced the f astest t r ain rid e of h i s l i f e . Th is Dc cur red in August , 1906 , when , scek i.ng t o t e s t t h e speed po es Lb i Li.t. Lcs of e ng i ne 832 , a 4-6-0 , a spec i a l t r ain coo pos ed of the e ng i ne , a ba GGa ge car , t he ilSas k ­at chewan i' a nd a no t h er pr ivat e car a t t a i ned a spea d of 79 ~ c . p . h . n ear BClgat , Manito ba . Upon arriva l i n Wi nn i peg , i t i s r e cord e d t hat the crew j o i n ed I,lr . Va n Horn e; f :) r :..i i nn c r i n t h e 'ISa s k ,::,,:tchowan Y1 t o c e l ebrate t h e o c ca s i;n , which the Ch a i.r' raa n aLvrays cons i d er e d t o b e a mi le s tone in h i s l if c . Dur i ng thuse y ccr-s , the ilS::'.sk a t chcwan \1 wa s s arfed by a co loured nan , Jir.lLlie Fr e n ch , who was Va n Hor-ne 1 s maj or-- domo and compani on on t h o roa d f or ma ny years . i:Ic~ny of thos e e v en t s ar-e chron i cled i n - ­Vau ghan , vlo.l t oT - liTHE LI FE AND VTOHK OF EHH \l I LLI PJvI VAN I-IORNEi' , New York , The Centur y CD. , 1920. ( t ' . 139 ' con a.n u c u1 on page J

C • Ii . II 0 11 • _____ I(ews Repo!,t - 1958 Pap"e 136 Cd - ... ~_

This , inde e d , was t he man charact erized i n l a t er years as a'iihuman dynamo 'il , and the ilSask a·tchevvan ii met the demands of this man among men, unfailingl y . rhe ye cH' 1 88 5 was a busy one f or the iISaska tchewani'l, as t he r ail s from Wi nnipeg stret ched farthc"r and f arther away a cro s s the boundl e s s expans E:} o f t hc; pra i rie , tov.rard the sinuous stretch of iron which was r ea ching s lov-.r1y up th3 canyons o f the Fraser and the Thompson . Headqu arter s a nd r a ilhead stretched farther and f arthe r a pa rt, now a matte r of many hun cirC9ds of miles . Th e; number o f t i Ine s tha t the ;13ask­atchuwa n" po l L 3h eci t h i s tra nscontin0ntal st '2el is without numb er. 1885 S 8.1d trips to t Ll.e (:;ast , too ; the 'l ~3f.l skc:tt ChCiATClp il cooled it s h ee ls in Ottawa whi l e its mast er a i G.ed h is 1'0110\)" d irectors i n trying to coa x ad~itional a i d fr om a re l uct ant go v e rnment . The outbreak of the s e cond :North ~18st Robe llion , a llowing the company to prove i t s potentia l worth by s en ding troops around the north shore of Lake SUper io t ov er an unfin­i shed line , prompt ud tho cl ass ic suggestion after ward t hat the railway should have e r e ct ed a monument t o Loui s Ri e l.

Hitherto , the ,1Sas ka tch ewa n" travelle d between ' VJ i nn i neg" an d Montreal . L ' I

by vJay of Chicc:~go , using the GTR in Canada . The East ern Se ction of the C. P.n. ., howGvc:~r , was compl ,3 t ocl i n May 1885 , when tho r a il s wer e c onne cte d at Nos1o# Ontar i O, on the north shore of Lake Superior near Schre iber. It was now only a quest i on of time . The Canadia n Pacifi c would be fin­ished; with r en ewed vigour , the work we nt a h ead during t he summer of 1885 . }'ina l l y , i n the l ast '\fleek of Octob er , the iIS.£ls ka tchewan\7 , th8 illvle t a ped i a i ! .

anu. their d i stinguis hed ca r go l eft Mon t r eal fo r VV i nn ipc;g and Cra i gell c:.i. chie , and the event "ifjh i ch was des cribed a t the begi nn ing of t his a r t icl e . St cmdi:1.g on the ba ck pl a tfo rm of the iiSa$ka tchewan il as his tra i n pre-pured to l ;';ccv (j :;vi nn i pcg , Va n I·fo rne sa i d , 11 •••• anyon e who VJant s t o see ( t ht,; l ast spike ) driven will he.v o t o pay ful l f a r e . 11

On November [5t h , 1885 , the iI3Clskat ch ow.::m i'i v.,ras i n th e first train to arr ive at Port MJody on t he Pac i f ic Coast , aftor having travelled t hrough f r om eas t e r n Canada by r El il. The pas sengers in th8 lI :"~e t apediQ i? Qnd the IlSc .. ;;;, k c tche1flan n we r e t ho fi rst to onj oy t he Ro cky liIountain panorama as it unf81dsfroLl a tr::'.nscont inenta l pass eng er train , tha t journ ey from Calgary through t o Van couv e r whi ch cont inues t o de light a nd i mpr ess thou sands upon thousands of tour i sts e a ch year .

Thor oaft e r , the car tra v elled the l e ngth a nd breadth of the system on Van Horne t s i nspo ction trios . He reta inod the u se of this ca r through h is Pres idency , which l a st ed f ror:J. 1888 t o 1899 , a nd cont i nu ed thrDu gh hiw Chairmanshi p , f r oD 1899 unt il h e r e s i gned , on a pl ea of ad van ced age , i n the spr i.ng of 1910. During this period , the l1S o. skatchowan" ca rried E1t::.ny d i st inguishci v i s i t ors , inclucl ing th E: Marquis of Lorne a nd Princess Louis e , \ilion th oy travelled to Quob~ c , l eaving Canada a t the e nd o f their vi cG- r ogo ncy. It wa .s durin !.::; this t i nw , t oo , th2t Si r ~·Jilli.:~'tO Van Horn e

o 1 l.p t 0 01 r> h O 10 f '1" 0 r! " A .L oxperl cnc cc. t 10 J.. as test r c:un rli e O i • lS . l· e . O l S o ccurroJ, I n ugus l" ,

1906 , when , sec,k ing to t os t t he speed pDs sibilitie s of eng ine 832 , c: 4- 6- 0, ~ spe c i a l tra in coopos ed of the eng ine , a baggage ca r , the 113ask­atchowan il and another priva t e car a tt a ined a spee d of 79~ c . p . h . n ear Bagot , Manitoba . Upo n arriva l i n WinnipeG ~ i t i s r e cor ded tha t the crew j o i ned I,lr . Van Horn8 f:Jr ' .. l inner i n tho I'Sask ,:',:tche wan\! t o ce l ebr ate the o ccEls i .:., n , which tho Chairnc..n a lways co ns i der ed t o be a mile stone in his lif u . Dur i ng the se YOD.rs , the il E.L:, .. s k a t chowa n 11 was scr fed by a col our ed Ew.n , Jimni e i~ren ch , who vms Van Horne 1 s lTIc..jor - domo and compan i on on the road f o r Elc.. ny years . l:1c~ny of the se ev ents E1.re chronicl ed in --Vau ghan , vJal ter - "THE LIFE AND VTORK OF EH R \HLLI PJIfI VAN I-IORNE!? , New York , The Cont ur,r Co ., 1 0 20 . '" :/ (cont i nue d on page 139 )

,9 . l1 . H. A. News Re por t - 1958 Page 137

Bver y chan ge of t i met abl e results in further

l~l'H :r~ CHA I~Qj~ OF' TI ME decimation of Canadi an Passenger s chedul es , ON CANADI AN RAI LWAYS al though t her e i s a t enden cy to el i mi na t e

{ OCTOBEH 26 , 19 58 t r ains dur ing the cours e of the summer as wel l . \ Her e i s a summary of pr i ncipal changes in pass ­

enger t r ains s i nc e Apr i l 26th , not i ncl uding changes made a t t ha t t i me :

CANADIAN NATI ONAL - CRArID TRU NK WESTERN Days Date

Train No . Type From To Opera t ed Removed

340 Mixed Owen Sound Park Head Ex. Sun . Jun e 21 11 If 'It339 Par k Head Owen Sound Ii II i1x337-341 Park Head vViar t on Yl it iTx3 36-338 \i'Tiar t on Par k Head

34 Psgr . Montr eal Her ve y Ex . Sat . Aug . 11 n33 Her vey Hont r eal Ex. Sun .&Mon ." I i 1121 Quebe c Sennete r r e Ex . Sa t .

22 11 Sennet er r e Que be c Ex . Sun . 11

II II 1142 Hi chmond Que be c 11 f? II45 Quebec Ri chmond II 11 iT25 Mont r ea l Br o ckvi l le it Ii26 Br o ck v Ll.Le Mont r eal " 11 IIx92 Tor ont o £ Peterbor o Oct . 26 it II 11x95 Pet er bor o £ Tor ont o i l 11 i t x603 Linds ay £ Mi dland i l Tl IIx604 Eidl and £ Lindsay

45 11 To r ont o Oril lia 11 July 12 if Ii Ii44 Barr i e Toron-oo

70 GTIv i1 Pont ia c Detroit Ex . Sat .& Sun . Oct . 26 Ii II IV II75 Dot r oi t Pontia c

102 II \li nni peg Capr eol Ex . Sun , fromWpg i l

630 (Rai l i ner ) ii Sa .';3 kat oon Regi na Ex. Sun . iI

The foregoi ng tra i ns have been el imi na ted from schedules . x- I ndicat es the s e r emova ls have elimi nated pa s s enger s er vi ce compl etely

f .rom t he followin? l i nes: Par k Head- Wi ar t on , Ont . , Li ndsay- Bla ckwater , Ont , , (vi a Mani l l a ) , Lornevill e- Ivlidl and , Orrt , ,

£- Vi a Mani l l a .

Changes in fr equency or days oper a t ed:- From To'

216 Mi xed Edmunds t on Campbel l t on Tu-Th - Sa Thurs . 216 II Campbel l t on Edmunds t on Mo-WeOFr i Wed . 69 II Edmunds t on Riv i ere du Loup Tu- Thu-Sa Sat . 70 I I Hi vi er e du Loup Edmundst on Mo-We- Fr i Mon .

il267 St .Hya cint he Sor el Fri Tue . 268 II Sor el St . Hyac int he Sat . Wed . 620 PsgI' . Sar nia London Daily Ex. Sun 621 II London Sar n i a 11

jJ

A ne\V mi xed tra i n , numbered 3 and 4, has begun s erv i ce between Port-aux­Basques and St . J ohns , Nf ld . , maki ng l o ca l s t ops and handling mai l and expre ss . Trains l and 2 , "The Car ibou I I , have had 3 hou r s and 45- 50 min ­ut es cut from t heir r unn i ng t imes . These schedules connect with the new· f er ry MV ilWI LLIAM CAHSONll whi ch now makes a daily t r ip i n ea ch dire ct i on , r equi ring 6~ hours f or the t r i p . Mos t of ths westbound j our ney i s ma de i n da yl ight . Not r e Dame Jct.-Lewis por t e s chedul es ha ve al so been adjust ed .

(

C. n. . H. . A, •

News ~epo rt - 19 58 Page 137

l~rHi CH.l~I~GE OF' T n ilE .­ON CANADIAN HAIVdAYS OCTOBER 26 , 1958

Bvery change of timetabl e results in further decimat ion of Canadian Pa ssenger s chedules, although ther e is a tendency to eliminate trains during the cours e of the summer as well. Here i s a su mmary of princ ipal changes in pass­enger t rains since April 26th , not including

changes made a t that time :

CANADIAN NAT I ONAL - GRAND TRUNK vJESTEHN

Train 1'1.,0 • Type From To

340 r,1ixed Owe n Sound Pa,rk Head 339 Ii Park Head Owen Sound

x337-341 \I Park Head ~Harton

x3 36- 338 Y1 Wi arton Park Head 34 Psgr . Montreal Hervey 33 IV Hervey Montreal 21 iY Quebec Senneterre 22 II Sennet erre Quebec 42 11 Hi chmond Que be c 45 11 Quebe c Ri chmond 25 If Montreal Bro ckvil l e 26 il Br ock'J ille Montreal

x92 11 Toronto £ Peterboro x95 ,I Peterboro £ Toronto x603 i7 Lindsay £ Mi dl and x604 i l Hi dl and £ Lindsay

45 II Toronto Orillia 44 H Barr i e Toroni.!o 70 GTIv 11 Pont iac Detroit 75 I! n DGtroit Pontiac 102 II Winnipeg Capreol 630(Railiner)n Sa.;;katoon Reg ina

Days Operated

Date Removed

Ex . Sun. iI

II

ft

Ex . Sat . Ex . Sun.&Mon. Ex. Sat. Ex . Sun .

II

11

11

Ii

II

if

?I

YI

11

"

June 21 'It

f!

if

Aug. 11 11

11

Y1

11

II

if

" Oct. 26 I!

I t

II

July 12 Y1

Ex. Sat. & Sun . Oct. 26 !1 II

Ex. Sun , fromiJJpg Ex. Sun.

If

n

The fore going tra i ns have been eliminat ed from schedules . x- I ndicates these remova ls have elimi nated passenger s ervice completely

from the following lines : Park Head- Wi arton, Ont ., Lindsay- Bl ackwater, Ont .,( via Manilla), Lorneville-Mi dland , Ont .,

£- Vi a Manilla .

Changes in fr equency or days oper ated:- From To'

216 Mixed Edmundst on Campbellton Tu- Th- Sa Thurs . 216 II Campbellton Edmundston Mo-WeOFri Wed . 69 !l Edmundston Riv i er e du Loup Tu-Thu-Sa Sat. 70 II Riviere du Loup Edmundston Mo-\'le- Fri Mon. 267 II St . Hyacinthe Sorel Fri Tue. 268 II Sorel St . Hyacinthe Sat . Wed . 620 Psgr . Sarni a London Daily Ex. Sun 621 11 London Sarnia 11 H

A ne'W mixed tra in, numbe r ed 3 and 4, has begun service between Port-aux­Basques and St .Johns , Nfl d ., mak i ng loca l stops and handling mail and express . Tra ins 1 and 2, I1The Caribou il , have had 3 hours and 45- 50 mi n­ut es cut from their r unning t i me s . These schedules conneft with the new' ferry MV l1\1l ILLI AM CARSONi? which now make s a da ily trip in each dire ction, r equiring 6~ hours for the tr i p . Most of thE- westbound j ourney is made in dayl i ght. Notre Dame Jct.-Lewis porte schedul es have also been adjusted.

l

C. ll. l-r•A. ~ews Repor t - 1958 Page 13 8

New York Central lla i ~ . (St. Lawr enc e & Ad i ronda ck Ra i lway ) , terminat ed a l l pas s enger s ervic e be t vmen Mont rea l and Mal one , N. Y. , wi t h t he l as t t r i ps of i t s trains J 166 and 167.( CPR 228 and 227 ) on October 26 .

CANADI AN PACIFIC. _ .._ _HAIL'.- .IAY COI..-IPANY

'The ·changes wh i ch took place on this Company ' s l i nes effe ct ige Augus t 17t h, SeptembBr 2nd and Sept ember 7th , have al r eady been enumer a t ed i n an ear l ier i s sue . Wi t h the October 26th timetable change , the fol l owing trai ns were e l iminat ed f rom the s chedul es : ­

578-579 Mi xed Woods t ock , NB Frederi cton 'Three t i mes week l y . 217-218 Pa s s enger Mont r eal Jut t on ,Que . Sunda y only . 213-214 Ii F'arnham , Que . Sut t on , Ex. Sunda y . 299 11 Mon t.r eaL Beaconsf ield Ex . Sat . & Sun . 135-1 36 Papineauvi l le Sunday only.il i l

295-297y 11 Ot t awa Maniwaki Sat . & Sun . 101-102 Fort Wi l l i am Hi nn i peg Twice weekl y .i l

47- /+8 Dayl i ner Moo s o J aw Ca l gar y 'Three t imes weekl y . 39-40z Pass&nger Winni peg Regina (via Sour is )ii n 11

103- 104z 1/ , I Del ora ine- Napinka Wee kly . 105-106z 11i1 I i - Lylet on Twi ce weekl y . 107- 108zz Brandon Es tevan (vi a Sour i s )· Thre6 times weekl yil

555- 556x Mixed Brandon Minned osa Wed. , Sat . 527- 528x 11 McGr egor Thur sday .\1

557- 558x 11 II Lenore Mon . Thurs . 553-554x I i Br andon Min i ot a Tue . , Fri . 203- 204z Ps gI' . Reg i na Prince Al ber t Daily205- 206 II Lanigan Sa ska t oon ,i leach mo . 60 9 -61 0x~ Mi xed Uut l ook Mcl"Iorr an 1s t and 3rd Mondays . 649-650x II Rosetown Gun n wor t.h VJeekl y . l each mo o G1 5- 616x II Swift Cur r ent Stewar t Val l ey 1st and 3rd Fr i da ys 647-648x 11 Eppi ng Par adise Val l ey Thur s . 617- 618xy 11 Assiniboia Ki l l deer Mont hl y .

x- I nd i .cat; e s a l l passenger ser vice sus pe nded . y- I i replaced by l a t er trip of No . 293. xx- il pa s senger service suspende d Gunnwor-t.h- Mcl'lor-r-an

IIxy- 11 iI 11 Ro ckgl en-Ki l ldeer I iz- 11 r e pl a ced by di s connect ed mi ze d tra ins .\I

zz - \I II 11 discont inued between Kemna y and Sour i s .

OTHER PAS SENGER NOTES : It is no l onger poss i bl e to go thr ough f r om TIlont real to Chi cago via Pool Tra in 5 a nd CP »st . as the l at t er do es not connect wi t h NYC 369 a t Detroit . Pas s engers from Toronto must us e Dayliner t r a i n 359 t o make t his connect i on .

Tra i ns 261 and 262 bet wo en Ot t awa an d Brockv i l le are now operat ed by Dayl i ner s , t hus end ing through OttaQa QTor onto coach s ervi ce on t hese t r a i ns . The Day liner s are also us ed between Ott awa and Maniwaki , repl ac ­i ng gas - el e ct r i c car #9005. Dayl i ner s ha ve r epl aced convent i onal t rains 305- 308 between Toronto and Owe n Sound , cutt ing running time to 3 hour s and 5 minute s , and el iminat i ng a l l ser vi ce t o I slingt on , Cooks vi l le and Erindal e . An ad dit ional tri p has been s chedul ed nor t hwar d on Sunday ni ght and southbound on 1'1onclay morn i ng . The 3 : 40 P]\'I suburban tra in out of Montreal for Bca cons f'LeLd has be en el i mi na ted , and the Ste . Theres e l oca l t ra in 181 ha s been rest ored to it s f ormer 5 :11 PM l eaving t ime f rom Nont.r eaL, The 5: 27 a li I,Iont real -Montreal Wes t train has a l so be en r estored .

C . 11 . 1·1 • A • 1!gy~J1eport - 1958 Page 138

New York Central R,a i ~ (St . Lawrence & Adironda ck Rai l way ), terminat ed all pa ssenger s ervice betvwe n Montreal and Malone , N. Y., w:i.th the l as t trips of i ts trains ;/166 and 167.(C PR 223 and 227 ) on October 26.

CA NADIAN PACIFIC HAII.J~;AY COI ':PANY ~~;";'~~~~.-,-. - . -

The 'changes which took pl ac e on this Company ' s lines eff ect i ge August 17t h , SeptembBr 2nd and September 7th , have already been enumerated in an ear l i er is sue . With the October 26th timetable change , the following trains were eliminated from the schedule s :-

578-579 Mixed Woodst ock, NB 217-218 Passenger Montreal

Fredericton Three times weekly. Jutton, Que . Sunday only.

213- 214 H Farnlimn , Que. Sutton, Ex . Sunday . 299 11 Montr E;a l Beaconsf ield Ex. Sat . & Sun. 135-136 11 II Papineauville Sunday only. 295-297y \1 Ot tawa Maniwaki Sat . & Sun . 101-102 Ii .F'or t ~;J illiam

47-1+8 Dayliner Hoo s e Jaw 39-40z Pass&nger Wi nnipeg

V7 i nnipeg Twice weekly. Calgary Three times weekly. Regina (via Souris)!? Ii il

103-104z II \1

105-106z i? 'il

Deloraine- Na pinka Weekly.

107-108zz " Brandon " -Lyleton Twice weekly.

555-556x Mixed Brandon Estevan (via Souris}' Thre6 times weekly

527-528x \1 11

557-558x II 11

553-554x Ii Brandon 203-204z Ps gr. Reg i na 205-206 II Lan i gan 609- 610x~ Mixed Uut look 649- 650x I' Rosetown 615-616x 11 Swi ft Current 647- 648x. 11 Epping 617-618xy Ii Assiniboia

Mi nnedosa Wed., Sat. McGregor Thurs day . Lenore Mon. Thurs. Miniota Tue., Fri. Prince Albert Daily S2,ska toon" Mcl'·J.orran 1s t and 3rd Gunnworth vve ekly. St ewart Valley 1st and 3rd Paradise Valley Thurs. Killdeer rJIonthly.

x- I ndi£aibes y_ 11

al l passenger service suspended. replaced by l ater trip of No. 293.

Y.JC- 11 passenger service suspended Gunnworth- r1IcMorran xy- 11 /1 II 11 Rockgl en-Killdeer

lea ch mo. Mondays . leach moo Fridays

z- 11 11 1/ r epl a ced by disconnected miz ed trains. zz- 11 iI 11 discontinued between Kemnay and Souris.

OTHER PASS.ENGER NOTES : It is no longe r possible to go through fTom lJlontreal to Ch icago via Pool Train 5 and CP ;if37 . as the latt er doe s not conllect with NYC 369 at Detro i t . Passengers from Toronto must use Dayliner train 359 to make this connect ion .

Trains 261 and 262 between Ottawa and Brockville are now operated by Jayliners , t hus ending through OttawaQTo r onto coach s ervic e on these tra i ns . The Dayliner s are a l so used betvveen Ottawa and Maniwaki, replac­i ng gas - el ectric car #900 5. Dayliners have r eplaced conventional trains 3 05~308 between Toronto and Owen Sound, cutt ing running time to 3 hours and 5 minutes , and eliminating all service t o I s lington, Cooksville and Er indale . An additional trip has been ~3cheduled northward on Sunday night and southbound on IJ10nday morning . The 3 : 40 PM subuY'ban tra in out of Montreal for B:::; a cons f i eld has been eliminated , and the Ste .Therese lo cal train 181 has been restored to it s f ormer 5:11 PM l eaving time from Montreal. The 5 : 27 PM 1',Iontreal-Montreal West tra in has a lso been rest:-ored .

C.R.B .A. News n.e .£Q~.:L-=-1 9 58 f'a£ 8 1 39

FI C G -r" RA T -r- .. vt Th i s lin e has o pe ned pas s e ng e r s ervice

Pl\.' C1- Ih'::> "" T J:'.J r \. J~jk)o m,lj:',-r" ) i ~l1\,J _ l J \'Ji-\.

( bo t.ween Pr i nce Gc o r-g e , B. C. , Fo r t So.int J ohn , a nd Dawson Cr-oc k. , 'I' r-a iris Le av e Pr-f.n ce Ge or ge a t 7 : 30 AI1 , a nd a r r i v e a t 3 :15PM on Mon .vled . Fr i. i n Fort Saint J ohn , _.,clncl o n 'l' l.:w . Thu ?Sa t . ,9. t D.dwson Cr eek . Return trip Lca v e s ":':"': cL a t 4' 0 0 P"'l 1". "'~ " c.l~_l \:; ,,-ru 11' 5 5 p r'!l •(_1 . l.. l".l ll~ ' '1r l ijr,"S c -:... ,d J .l "

ADDENDA TO CPR- CNU NOTES

CPIt Tr a ins r e move d : 7;&20 7- 208 Ps g r , M~) o se J :n r-As sin ibo i a thr e e time s we ek l y r e pl a ce d by mi xed t r ain s .

#5- 6 dis cont inued between Ca l gary a nd Va n c ou v er . CHH Tr a in e l im i nated : # 68 , Pa s ,s e ng i:;r, Saskatoon- l'l e l fo r t , ,Sa t . Only .

Se rv i c e r e duc ed : 55, 11 Mc l fo r t - Sas k C1 to on , IVIVJF , now Wed .Fr i .

CAR ilSASIC·.TCHEVJAN il (c.ontinu esU

The " Sa s ka t chewan" was ass i gned to o t h er d ut i e s wh e n Van Horn e r ot ­ire d from t h e a ctive exe cu t i ve post i n 1910, but i t r eturne d bri efl y t o b e i nc lude d i n h i s f un eral train , co l lowing h is de a t h , a t t he a g o of s eve nt y - three , on Septe mber , l l t h , 1 91 5. When h is r emains were mov e d from M,m t rer1.1 t o J 01i(;t , Tl.L i.no i s , n ea r his b i r t hpl a ce , i t vst:.. S on l y f itt ing t ha t the il:3a s k2 t chewc:m il , wi t h wh i ch he ha d, been a s so c i a t.e d s o l ong i n h i s l i f e t i me, wou l d a c company him on h is f i nal j our n e y .

Fou r months La t.cr- , on -Ja nu a r-y 1 8't h, 1916, t h e "Saska t ch e wa n 11 wa s r e na med " Laur-ent. i C',n'il. a nd in Nov ember of t h e s ame y e a r , W(lS on ce a ga i n r e de signa t e d 1'I Queb e c d , t h is t i me f or u s e by th e Geri e r-a L Su p e r int ondent of the C~nal ian Pa cific ' s Qu e be c Di s t r i c t . Upon t h e a dvent of t h e st e e l cars fo r J i s t r i c t o f' f Lc i.e Ls i n 19 29, Ln c Lud Lng a s t eo l 1? Quebec \l , t h e f ormer ilS:::ts k c.tche vJCl n il wa s demoted t o d i v i s i ona l statu s on Augus t 23 r d , 1 9 29, becoming s im pl y Bus i n ess Ca r No . 38 . Thus i t r emo.in ed, u nt i l i t s r e t i r ome nt i n Se ptembe r 1 9 58; at the t i me of r e t i r emen t , the car was D. s s i gnc Q out of Tor o nto , 1 .J r u s e b y the Supe r i n t enden t of tho cpn ' s Tr enton Di v i s ion . Ev en i n t h e s e l (lt t er y oo.rs , a nd i n s p i t e of t he u n ­Lma g i.na t. Lve number , i t WQ S s t i l l "Van Hor-nc t s car- " t o t h e olde r gen erat ­i on of r-a i.Lwaymcn , Upon r emoval t o .imgu s Shops , t he Can a d.i an Pa c i fi c he.. i l wa y Compa n y <l i d not f e e l i t appr-opr -L at. e t h .rt t h e f i r es of t h e Angu s scr ap Jo ck s h uuld cons ume t h i s l a s t l i nk with Cr a i g ella ch i e . Ac cor d i ngl y , ? n O c~ o b er . 14~h , 1 9 58, i t wa s pr e s ent e d to t he Ca nadia n Ra i l ro a d Hi s t or ­l ea l rtSSOc l a t l on .

liS .IVa n Ho.rne ts car " a nd f it t i ng l y r-e na me d 'rI ,Se.s k a t ch8lrJa n "l , it wi l l be pr e s e r v ed f or post e r i t y by t h e Asso ci a t i on a s a p ~ rso na l tr ibut e t o one of Cariada ' s gr8 ,?, t o s t rru .Lwa yme n , to t h e Compan y whos e h i. s t.ory i s link e d s o i n e x t r i ca bly with t h e h is tory of Canada in t h e l a t t e r y ears of tIle Ninet e on t h century , a nd t o t h e s pir i t of Ca na d i an r ailroa ding a s 2. whole , t hus ex emp.l i I'Le d in one of t h e fin est exampLe s of a n of f i c ial r a iLway ca r e ver' to r L le it s rhy t hmic way over Cnna d i.an r a il s.

Onw r S . A. Lava l l e e

Th e Ac co un t o f t h e Fa l l Fu l iagc wee ke nd , by Mr . Kemp , a s we l l as t h e Not e s a nd News , were r e ce i v e d t oo l a t e f o r inc lus i on i n t hi s i s sue of t h e News RG por t . ~l l o f t h is ma te r i a l wi l l a ppe a r i n t h e De cemb er i s s u e .

C. R. B.A. rage 1 39 - _ ____ ... _ ___ ___ o'-'U ___ --"' __

PACIF IC GHEAT EASTEHN RAIL~iAY This line has opened passenger s ervice

bctvleon Prince George , B. C., Fort S2. i n t John , .:.wd D,'J.wson Creek. Tr u ins l c,?,ve Princo Geo r ge at 7 : 30 Ar1 , an d a rrive a t 3:15PM on Mon . liJed . Frio in Fort Sa i nt J ohn , 2n(.1 on Tue . '1'h1.1 , Sat . at Dawson Creek . Return trip l eaves nt 4:00 PH nnc~ arriv,-,;s nt 11: 55 PM .

ADuENDA TO CPR-CNR NOTES

CPr? Tra i ns removed : 1!-207- 208 PsgI'. M~)o S8 J :.:rvr-Assinibo i n thr ee t imos weekl y r epl n ced by mix ed trn i ns .

# 5-6 lis continued bet lArc(:m Cnl gary nncl Vanc ouver . CHR Tra in elimina t ed : 1168 , Passeng er, Sa sknt oon- l'JIe lfort , Sat . Onl y .

Se rvic e reduc od : 55 , IY Mcl fort - Saskatoon , J.l.tfWF , now Vved . Fri .

CAR IISASKxrCI-mVJAN 11 (cont inued ) . ..........

Tho 1?S:'J. skat chewanil Wil.S as s i gned to other duties whE.~ n V£m Horne r e t­ired from the active execut i ve post i n 1910 , but i t r eturned briefly ~o b e inc luded i n his funeral tra in, collowing his death , a t the age of s event y- three , on September ! 11th , 1915. When h i s remains we r e mo ved from VbntroD.l t o J01i (~t , I llino i s , near his b irthpl a ce , i t W[~S only fitting tha t the 'rl S askntchewcm n , vlJith which he had. been associat ed so l ong in h is life time , would a ccompany him un his f ina l j ourney .

Four months l L:. tcr , on J nnu2.ry l Sth , 1916 , th e ilSa ,sk 2.tchewan i / was r enamod l1Lcurent iCm'il. nn,j. i :n Novemb er of the same year , was onCG again r ode s i gnat 8cl 1'IQueb8 c d , t h is time for us e.; by the Gener a l Superint e ndent of the C~naJ ian Pa cific' s Qu ebo c Di str i ct . Upon t ho advent of the steel ca r s for J i strict off i cL::. l s i n 1929 , i n clud i ng a st ee l 1?Quebe c I 1 , the f or me r 11Se,skc..tchevmnil wns demoted to d i vis i onal status on Augu s t 23 r d , 1 929 , b e.; coming s impl y Bus iness Car No . 3S . Thus i t r ema i ned , unt il its r et iroment i n September 1958; at the t i me of r etirement , the cnr was [lss i gncd out of TiJro nto , for us c by the Su pe rint endent of the cpn y s Trenton Divi s i on . Ev en i n these l a tt e r yoars , and in spite of the un-iElag i nat i v c; numbQr , i t WC'..S st ill .IVan Horne; ' s car l1 t o the ol de r genernt­i on of r :,dlwo.ymen . Upon r emova l to linEus Shops , the Can3.di,qn Pa cifi c R2. ilway Company C:id not f eel i t ~:tppr ,Jpri2,tG thr~t the fir es of the Angus scrap do ck shou l J consume this l ast link with Crai ge l la ch i e . Accordi ngly, ?n Oc~ober.14~h , 1 9 5$ , it wa s presented to the Ca nad inn Ra ilroad Bistor ­l eal rtSSOc l a tlon .

AS .IVan Hornev.s ca r l1 and f i tt i ngl y r ene.med 'rIS a.skat chewan i' , it will b e.; pr e served f or post erity by tho Asso ci2t i on as a p~rsonal tr i bute t o on8 of Canacln l s gr8e,test rcl.i l vmymen , to the C ~:)[l1pe.ny whoSG hist c) ry is linked so i nextricabl y with the history of Cnnnda in thG l a tt er y onrs of tile Nineteenth cGntury , and t o the s pirit of Canad i an rnil r oaJ ing as 2.. who l G, thus exemplified in one of the fines t exc~mples of an officinl r2ilway ca r ove r to ri ~:e its r hythmic vmy over Ca nadian r edl s .

Ornor S . A. Lav 2..1lee

The i~ccount of the F,::'-l ll F'J liage vveekend , by Mr . Kemp , as well as the Notes a nd Nows , we r e received t oo l ate fo r inc lus i on in this i ssu e of th e News Re port . All of this materia l will a ppoar i n the De cemb er i ssue .