(Old Canadian Electric Locomotives, Electric Trains)

Canadian Electric Locomotives
Please note that we are trying to show only old diesels that were produced prior to 1990

Nova Scotia Tramways and Power Company, (1917 to 1927 Limited was reorganized with the new corporate name "Nova Scotia Light and Power Company, Limited"
in 1927 and operated the Birney Cars and Electric Trolley buses from 1928 to 1969

As far as I can find out these trolley buses was "ACF Brill T-46 / GE 1213 - J1 electric"

For more details on the history of the street railway in Nova Scotia please click here

	The Birney Safety Car was a type of streetcar that was manufactured from 1915 until 1930. More than 6,000 of the original, single-truck version were built It was a small and light and was intended as a economical means of providing urban service at a lower cost than conventional streetcars. Production of Birney cars lasted from 1915 until 1930. These small light weight cars worked well in Halifax because of their light weight and twin motors that that made them ideal on the steep hills. Halifax originally purchased 24 Birney Cars from the American Car Co. in 1923. In 1927 another 8 were purchased from Toronto. WW II put a real strain on the resources of the system. Prior to WW II they carried 9 millions passages a year but during the war years this increased to 31 million. Halifax continued to purchase used Birney Cars until it had a fleet consisting of 86 Birney cars. This was possible many other cities were selling of their Birney fleets. ( Note the total number of tram cars that were owned by NSLP varies depending on which source you refer to but it is safe to say that the fleet numbered over 80) This picture was taken in 1945
Image courtesy of Nova Scotia Archives and Records Management, Halifax, N.S.
	Birney 128 on Route 1 Belt Line travels along Barrington Street near Sackville St.
Image courtesy of Nova Scotia Archives and Records Management, Halifax, N.S.
	A decorated Birney Streetcar marked the end of Tram-Car Service in the downtown Halifax, 26 March 1949. Service in some of the outlying areas continued until about 1951.
Image courtesy of Nova Scotia Archives and Records Management, Halifax, N.S.
	A Birney Streetcar converted to snow plowing and track maintenance
Image courtesy of Nova Scotia Archives and Records Management, Halifax, N.S.
	Trolley bus # 254 on Route 5, Armdale at Simpson's department store
Image courtesy of Nova Scotia Archives and Records Management, Halifax, N.S.
	Trolley bus # 274 on Route 5, Armdale at Simpson's department store
Image courtesy of Nova Scotia Archives and Records Management, Halifax, N.S.
	Trolley Buse #23, route 2 The belt Line stopped at Zeller's on Barrington Street, 1953. These trolly busses were always blamed for holding up the automobile traffic. The car driver, myself included never gave much thought to how many cars they took off the road.
Image courtesy of Nova Scotia Archives and Records Management, Halifax, N.S.
	Trolly Buses in service in the 1950's - 1960's Route 6, Oakland Road
Image courtesy of Nova Scotia Archives and Records Management, Halifax, N.S.

Tom's North American
Trolley Bus Pictures

The Grand River Railway (GR) and Lake Erie & Northern Railway (LE&N)

The Grand River Railway (GR) and Lake Erie & Northern Railway (LE&N) were interurban electric railways operating in the province of Ontario, Canada The GR ran northward from Galt to Preston, Kitchener, Waterloo and Hespeler, total trackage 17 miles, and the LE&N southward from Galt through Paris, Brantford, Waterford to Port Dover, on Lake Erie, 51 miles. Serving the highly industrialized area of Central Ontario north and south of Preston (now part of Cambridge), the GR and the LE&N, together formed the Canadian Pacific Electric Lines with headquarters in Preston, Ontario, Canada. Legally they were two separate railways but operated under common management with individual identities. Following the conversion of the Grand River Railway to 1500-volt DC operation, equipment of both lines was inter-mixed and running crews also worked both lines. Both lines had frequent passenger service, and freight service, which connected with the CP, CN, MC and TH&B railroads. The area between Brantford and Port Dover, on the LE&N, is a well-populated agricultural area ideal for growing tobacco, fruits and vegetables. The railway provided a way for these products to be transported to market. The beach at Port Dover generated much passenger traffic in the summer months. Ivey's Greenhouse, and the fact that Port Dover was a fishing port, helped generate express revenue for the line. This traffic would be carried to the Canadian Pacific Railway at Galt where it would be placed on one of the mainline passenger trains for further delivery to its destination. The improvement of roads and auto and truck traffic cut passenger business out in 1955 and electric motor freight in 1961. LE&N track was pulled up in the 1980's. A short section of the GR between Waterloo (CN) and Kitchener (CP) lasted until 1993.

Brief timeline of the Grand River Railway and the Lake Erie & Northern Railway
Grand River Railway
1894 - The Galt and Preston Street Railway, opened on July 26 1894.
1896 - G&P branch to Hespeler opened in January 1896.
1896 - G&P name changed to Galt, Preston & Hespeler Street Railway Company Limited.
1903 - On October 6 the Preston & Berlin Railway opened a line from Preston to Berlin (later Kitchener).
1908 - GP&H and G&P reached an accommodation on January 1, 1908 to become Berlin, Waterloo, Wellesley & Lake Huron Railway. -- leased to Canadian Pacific.
1916 - Berlin renamed Kitchener.
1918 - BWW&LH roads merged as the Grand River Railway.
1921 - The GR changed from 600VDC power to 1500VDC to match its sister railway the Lake Erie & Northern. Its 600V cars and Locomotives were withdrawn from service. Many cars and freight motors were rebuilt to operate on 1500V and/or for MU operation.
1931 - GR operating hourly passenger service between Galt, Preston, Kitchener and Hespeler, and 9 trains as far as Waterloo.
1955 - Last passenger trains on GR.
1961 - Freight service discontinued.
1993 - Last section of GR (Waterloo to Kitchener) is taken up.

Last Passenger Run, 1955

All Pictures and text provided by Berry Kelly.
His Grandfather, Frank Lediett was Station Master at the Paris Station and he spent many happy hours hanging around there when he was a kid.

	Car 816 at Paris late 1930's

	Car 842 at Brantford Station mid 1940's

	Car 842 at Paris late 40's

	Car 846 at Paris early 1950's

	Car 955 Lake Erie & Northern Railway (LEN)

	Port Dover about 1920

	Tandem freight engines at Preston 1950's Lake Erie & Northern Railway (LEN)

The Expo Express

	Many Canadians forget that the Expo Express was the first automated system in North America, built c. 1966 for Expo 67 in Montreal, far ahead of the Vancouver Skytrain in 1985. This view shows the Expo Express, on the bridge from Ile Notre Dame during the summer of 1967. Visitors were given the option of traveling directly back to the city by regular bus service on the left, rather than connect to the Metro from the Expo Express terminal. See the Expo Express in action at: http://www.youtube.com/watch?v=rOr1sqjdz48 For those nostalgic about Expo 67 (multiple links, from the song to the pavilions) at: http://expo67.ncf.ca/
This picture was taken and submitted by Massey F. Jones
	The Expo Express approaching the platform in July 1967. It operated on standard gauge rail with a third rail pickup, much like the TTC Series H cars which they resembled, except for the streamlined front and back in the 6-car consist. The "third rail" is the strip on the left of the train. The train was controlled by a computerized system made by the Union Switch & Signal division of Wabco. It drove by itself, but an operator was assigned to the train to decide when to activate it, and to do guarding duties with the doors, ensuring the train left each station without dragging anybody. This happened more then most people realized. He would also troubleshoot doors that wouldn't open or close. It was believed at the time that most people wouldn't ride on a train that didn't have a human driver. http://en.wikipedia.org/wiki/Expo_Express Caption was edited by Martin Iftody Toronto, ON who operated one of these trains
This picture was taken and submitted by Massey F. Jones
	The Expo Express operated between Ile Notre Dame and La Ronde from April 1967 to October 1972. This view from a high vantage point, shows the Expo Express in its guideway and the Blue Minirail on the left during the height of Expo 67.The link brings a rather nice photos of the Expo Express http://expo67.ncf.ca/expo_express_p1.html The Blue Minirail is at: http://expo67.ncf.ca/expo_minirail_p1.html It passed by several pavilions, including the inverted pyramid called Man the Producer theme pavilion on the left and the British pavilion on the right, as did the Expo Express.
This picture was taken and submitted by Massey F. Jones
	Other than the Minirail Bleu (Blue line), there was the lesser Minirail Jaune (Yellow line), which operated in two loops, here in July 1967. The Jacques Cartier Bridge is in the background, linking the Montreal Island to the South Shore. Railfans will want to read an excellent description of all the Expo 67 minirail system and Expo Express from the rail viewpoint at: http://www.exporail.org/can_rail/Canadian%20Rail _no192_1967.pdf
This picture was taken and submitted by Massey F. Jones
	After Expo 67, the Expo Express continued to be in service more or less in service until 1972, while several proposals were considered for their future. After this period, the cars were mouthballed on-site until 1979. A temporary track was then built to take them to the Port of Montreal and then to the CN Pointe St-Charles Yard where this view was taken on 2 Oct 1982. Their last resting place was a secure area for rail equipment at Les Cedres (Cedars) near Coteau, some 50 km southwest of Montreal, where they were eventually scrapped, after no buyer could be found for them.

TTC 4369 in front of Elgin Motors, a noted Toronto landmark at 655 Bay St around 1975.. Note the
"Short Turn" sign in the front window at the
entrance. The site today is an 18-storey
multi-tenant building.

This picture was taken and submitted by Massey F. Jones

TTC 4369 just passing by the Toronto Coach Terminal
at 610 Bay Street, around 1975, with a Flyer trolleybus alongside. The building today has changed very little
30 years later, except that signs in front have been
removed.

This picture was taken and submitted by Massey F. Jones

TTC 4369 at Bay and Dundas in downtown Toronto.
The car was built in 1946 by the Canadian Car &
Foundry. Compare the corner today, with the current
Google Street View.

This picture was taken and submitted by Massey F. Jones

TTC streetcars 4417 and 4315 in downtown Toronto around 1975 seen from a Queen Street overpass.

PCC (Presidents" Conference Committee) streetcars lovingly called "Red Rockets" in Toronto (because of their fast acceleration), served the city from 1938 until 1996. TTC had purchased well over 750 of them and they proved highly reliable; transporting hundreds of millions of passengers over their years of service.

In the early 70s Toronto Transit decided to decommission all of their streetcar fleet and the majority of PCCs ended up in the Wychwood carhouse graveyard, being stripped for parts: http://transit.toronto.on.ca/streetcar/4005.shtml , including the two seen here.

A few PCCs were rebuilt from the ground up and renumbered in the 4600 series (A-15) after a group of citizens persuaded the TTC to retain its street car service and, for a while, the PCCs toiled along their more up-to-date counterparts, the CLRV and the ALRV in revenue service.

As the eighties rolled around, it was thought to now use the PCCs on a proposed waterfront line but it wasn't found practical. A few PCCs then found new homes in museums or as tourist attractions in various cities http://transit.toronto.on.ca/streetcar/4509.shtml while some others ended up as restaurants or a place that could use the car body. http://transit.toronto.on.ca/streetcar/4006.shtml

An iconic design, the PCC streetcar in various forms still runs in various places around the world. Read all about PCC streetcars at: http://en.wikipedia.org/wiki/PCC_streetcar

This picture was taken and submitted by Massey F. Jones

Red Rocket TTC 4376 on the Dundas Route in
Toronto, on a rainy night in the mid-70s.

Of the 745 PCC streetcars the TTC owned - the largest
fleet in North America - only two remain in operation:
4500 and 4549 now renumbered 4604 and 4605 and
classified as A-15H (for Historic).

4376 was part of an A-6 order from the Canadian
Car & Foundry (4300-4399) in 1947. Most were
scrapped in the early-90s, including the 4376 but a
few were sold to private individuals.

This picture was taken and submitted by Massey F. Jones

"Red Rocket" TTC 4403, on one of the Toronto streets
in the mid-70s.
The number has now been assigned to a brand new TTC
unit. View a VIMEO of the delivery of the "new 4403"
done by brand new CPR locomotives 2254 and 2268 at http://vimeo.com/97552248
The new Bombardier Flexity Outlook 4403 Streetcar is
taken for a test ride at Hillcrest Yard https://www.youtube.com/watch?v=4kobScpQIMI

This picture was taken and submitted by Massey F. Jones

One of Toronto's "Red Rockets" is just departing the underground St Clair West station in this mid 70s shot, scanned from a negative.

At that time, Massey was stationed at the airforce
base in Downsview.

This picture was taken and submitted by Massey F. Jones

A typical street scene in Toronto in the mid-70s.

Notice the yellow police car beside TTC 4374 and the
fact that the light bar on the roof is still fitted with the old-fashioned red "cherry"

This picture was taken and submitted by Massey F. Jones

Boarding a "Red Rocket" on the KING route, off the sidewalk, mid-70s.
Notice a typical TTC car stop on the pole to the left.

Massey F. Jones collection

One of the TTC "Red Rockets" has just passed
an Eaton's store in the mid-70s.
Both of them now belong in the history books.

Massey F. Jones collection

This picture was taken and submitted by Mitchell Libby

This picture was taken and submitted by Mitchell Libby

This picture was taken and submitted by Mitchell Libby

This picture was taken and submitted by Mitchell Libby

This picture was taken and submitted by Mitchell Libby

This picture was taken and submitted by Mitchell Libby

This picture was taken and submitted by Mitchell Libby

This picture was taken and submitted by Mitchell Libby

This picture was taken and submitted by Mitchell Libby

This picture was taken and submitted by Mitchell Libby

This series of ten pictures were taken and submitted byMitchell Libby. They were taken at various sites of the old Toronto Transit Comminsion's street railway cars.
In the early 1970s the TTC’s PCC fleet, which had been the world’s largest, was 20-25 years old and showing the effects of heavy service on Toronto’s streets (the last Peter Witt cars were retired from regular service in 1963).

TTC management had prepared a plan for the orderly abandonment of all streetcar service by 1980. Their rationale was that the newest PCCs (delivered in 1951) would have reached the end of their economical service lives by then. European designs were not considered suitable for Toronto operating conditions.

However, neither the TTC nor Toronto City Council were anti-streetcar, as had been the case in cities such as Vancouver or Montreal; they were simply reacting to perceived circumstances.

At this point, concern for the environment was growing rapidly, and many people in Toronto questioned the wisdom of replacing clean, high-capacity streetcars with polluting diesel buses.

A citizens group, the Streetcars for Toronto Committee, felt that there was a viable alternative to abandonment, and in 1972, convinced City Council to instruct the TTC to cancel that plan. The Commission agreed to undertake a major overhaul of 173 of its best PCCs over a three-year period, and to investigate the purchase of 200 new streetcars to replace the rest of the PCCs.

The first cars to be placed in service on the Toronto
subway to augment the surface "Red Rocket" cars were
the G-Series cars, so called because they were built by
the Gloucester Railway Carriage and Wagon Company
for the Toronto Transit Commission. They entered
service sometime in the early 1950s

This view shows one entering one of the Bloor-Danforth subway station (probably Old Mill) outbound from
downtown sometime in the 1960s.

They ran in "married pairs" (4, 6 or 8 cars) and were described as "extremely robust". A total of 140 cars
were built. At the end of their working lives, 4 pairs
were converted by the TTC as work cars, one pair as
tunnel washer, two as rail grinders and one as garbage
hauler. http://en.wikipedia.org/wiki/G-series
_(Toronto_subway_car)

Only one pair survives intact today at the Halton County Radial Railway in Milton, Ontario, about 25 miles (40 km) west of Toronto.

This picture was taken and submitted by Massey F. Jones

Six of the G Series cars (G-2) had aluminum bodies
instead of steel.

We see one here, leading a string of red G-1 cars near Rosedale subway station, in the 1960s.

Rosedale at that time was one of only a few places
where subway cars could be viewed in the open between Union and Eglinton on the original Yonge Street line

This picture was taken and submitted by Massey F. Jones

Electric motor 6733 exiting the tunnel into a trench at
PORTAL HEIGHTS along the Deux Montagnes line.
The stop was formerly named CANORA after the CAnadian
NOrthern RAilway, the ancestor of CN. One of 6 m.u.
motors built in 1952, pulling 88-seat trailers in commuter service, CN 6733 operated with other electrics through the Mount Royal Tunnel from a platform at Gare
Centrale/Central Station in downtown Montreal,
well into the 70s .
http://raakone.hubpages.com/hub/The-Deux-Montagnes-
Line-and-the-Mount-Royal-Tunnel
Deux Montagnes (French for Two Mountains), is a
bedroom community in the Montreal area.

Constructed in 1914, the tunnel became necessary to
prevent CN trains from going a log way around the Island
of Montreal, as was the case with their competitors,
the Canadian Pacific (CPR) and Grand Trunk Railway
(GTR) The bore measures approximately 5 km (3.1 mi)
and has an
ascending grade of 0.6% from Gare Centrale to the end
of the tunnel. Tunnel boring started from each end and
met in the middle in 1913, with an alignment error less t
han one inch (2.5 cm)

http://en.wikipedia.org/wiki/Mount_Royal_Tunnel

VIA Rail trains to/from Northern Quebec and the
northern
route to Quebec City (Jonquiere) also used the tunnel
until cancelled in 1990.
Due to a small ventilation shaft in the middle, all trains
through the tunnel had to be pulled by CN electric boxcab
cab locomotives. A pair of newer GE steeple cab 1100hp 86-ton locos (675 and 6727) pulling conventional passenger cars, also formed part of the commuter fleet. View
everything including construction, rail stock described
above and the other portal of this tunnel (before Gare
Centrale became covered in 1943 after being in construction for some time but stopped due to the Great Depression.
http://www.trainweb.org/oldtimetrains/photos/cnr_electric/
MRT_gallery.htm

You can see the interior of Gare Centrale at:
http://en.wikipedia.org/wiki/Central_Station_(Montreal)

Today (after changing the electrical system from 2400V DC
to 25000V AC and the catenary), electrified commuter
trains from the Agence Metropolitaine de Transport (AMT)
still provide commuter service to Deux Montagnes through
the Mount Royal Tunnel.
Also shown is Electric motor 6732

This pictures were taken and submitted by Massey F. Jones

A CN commuter train powered CN 6713 and one more
electric boxcab exits the tunnel under Mont Royal at the
Portal Heights station of the Mount Royal Tunnel, on the Central Station (Montreal)-Deux-Montagnes commuter
line around 1975. The street above is Rue Jean Talon
Ouest and to the right is the eastern edge of the Town of Mount Royal (Ville Mont-Royal), which has its own station further up the line.

The GE boxcabs were manufactured in 1914-17 and
mostly used during rush hours, as they could haul a
number of regular coaches. Throughout the day and
weekends, motors such as CN 6732 shown on this page
were used. Three steeple cabs cab units, 6725-27 were
also employed, to be later featured on this page.

In 1995, CN abandoned the commuter service altogether
and retired all the electric units, as the voltage was
changed to accommodate a newer type of electric traction. Management of the line also changed. The new setup and
map is at: http://en.wikipedia.org/wiki/Deux-Montagnes_Line_(AMT)

All the GE boxcab electrics were preserved, except CN 6713. Among those preserved,
CN 6711 is at Exporail, south of Montreal and CN 6710
at Deux-Montagnes, northwest of the city.
View it on a section of track at: http://www.flickr.com/photos/kellergraham/347312419/

This pictures were taken and submitted by Massey F. Jones

Boxcab electric CN 6714 and CN 6715 lead a string
of conventional coaches northbound, on the
Montreal to Deux-Montagnes line from Gare
Centrale/Central Station through the
Mount Royal Tunnel.

The fleet, composed of 6 (6710-6715) was mainly used
during weekday peak hours and only 6711 and 6713 were preserved. The line was explained elsewhere on this page.

Photo: Massey F. Jones

This pictures were taken and submitted by Massey F. Jones

CN 6732, an MU electric, approaching the CN VAL ROYAL
commuter station on north-end Montreal in 1972. The street
below is Rue Grenet, where Massey lived for awhile, while
being posted with the RCAF at Canadair, nearby on a project. The station, featuring a pot-bellied stove in the centre of the waiting room, has since been destroyed.

The MUs, added to the CN roster in 1952 were numbered
6730-6747 and built by the Canadian Car and Foundry
Company in Montreal. Usually, there was a powered car at
each end and they operated in the push-pull mode.

Very fast on the acceleration, the MUs ran on 2,400 volts
DC through the Mount Royal Tunnel to avoid fumes through
the tunnel and used mostly during non-peak periods on the
Montréal-Deux-Montagnes line, supplemented during peak
hours by Box Cab and Centre Cab electrics, to be featured
later on this page. Opposed to powered units and trailers,
the Boxcabs and Centre Cab locomotives could any amount
of standard passenger cars to suit commuter traffic.

All of the units were taken out of service in 1995 and the line
reconstructed to 25 Kilovolts AC, to accept the new
AMT Electric Multiple Units (AMT stands for Agence Métropolitaine de Transport) http://en.wikipedia.org/wiki/Agence_m%C3%A9tropolitaine_
de_transportThe Montreal-Deux-Montagnes has been in constant usesince 1918 was originally ran from Montreal to Ottawa and beyond by CN using steam (except through the tunnels, which became the electrics very purpose).
A very good in-depth look at the tunnel and the stations:http://raakone.hubpages.com/hub/The-
Deux-Montagnes-Line-and-the-Mount-Royal-Tunnel

This pictures were taken and submitted by Massey F. Jones

The CN Val-Royal commuter station near Rue Grenet
in the St-Laurent District of Montreal dates back to 1918
and the Canadian Northern Railway (CNoR), which ran a
line between Gare Centrale/Central Station in downtown Montreal and St-Eustache (renamed Deux-Montagnes),
with electric locomotives. CN took over operations in
1923, to about 1993.

Its original name was Lazard, after the banking concern
who underwrote construction of the Mount Royal Tunnel
and it was changed to Val-Royal in 1926. When this photo
was taken between 1969 and 1974, the station still had a
pot belly stove in the middle of the floor and a brass wicket separated the agent from the passengers, who were seated around the waiting room on a hard bench against 3 walls.

In addition to serving commuters on the Montreal-Deux-Montagnes mainline, a small yard beyond
the station supported a very short (about 1 km) branch line,
(the Cartierville branch), where selected Multiple Units
(MU) short turned back to downtown Montreal during rush hour. An amusement park (Parc Belmont) was at the end
of the Cartierville branch for several years.

The Deux-Montagnes line underwent great changes in
the mid-1990s, including owners, equipment and voltage.
Following vandalism after abandonment, CN requested permission from Transport Canada and the station was demolished June 5, 1995.

Almost at the same place, the new operators built a stop
called Bois-Franc, the original name of the area and
connected the rail operation into the Montreal and Laval
bus systems for fares and transfers. This view shows a
multiple unit (MU) bound for Deux-Montagnes from
downtown Montreal. The MU went to the South Carolina Railroad Museum in Winnsboro SC after retirement.

his pictures were taken and submitted by Massey F. Jones

This tunnel passes under some apartments in South
Edmonton on the old CPR right of Way, now called
"The Ribbon of Steel" designated by Alberta
Infrastructure and the City of Edmonton for the
preservation of streetcar rail in Edmonton.

The corridor formerly linked the South Edmonton
CPR station (Strathcona) to the CNR yard downtown,
now the Grant McEwan University campus, shown in
these pages. Part of the system includes the High Level Bridge. Ex-Osaka No. 247 or a suitable alternate, operate through the
tunnel on trips run by the Edmonton Radial
Railway Society, from Victoria Day weekend in May to Canadian Thanksgiving weekend in October. View the
ERRS and their schedule at http://www.edmonton-radial-
railway.ab.ca/

This pictures were taken and submitted by Massey F. Jones

After having crossed the High Level Bridge, Osaka
247 arrives at the Edmonton Radial Railway Terminus
at Gateway Blvd (103 St) at 84 Ave in South Edmonton
(Strathcona) in the vicinity of the Farmer’s Market in
2006. The curved tracks lead into the car barn.

One of a handful of streetcars operated by volunteers
of the Edmonton Radial Railway Society, it operates daily
every 40 minutes from between 109 St & 110 St at 100
Ave downtown, to Strathcona. Trips run daily every 40
minutes, May long weekend to Canadian Thanksgiving
Day. The fare for Age 6 and over is $4.00 with stopovers
permitted. View times and fares at:

http://www.edmonton-radial-railway.ab.ca/
highlevelbridge/schedule_hlb/

This pictures were taken and submitted by Massey F. Jones

The interior of Osaka #247 is sparse but functional.
Notice the absence of virtually any comfort. The
streetcar is mostly designed to handle standing crowds,
rather than seated passengers and served Osaka residents well.

The Edmonton Radial Railway Society purchased it for
spare parts but it arrived in such excellent condition that
the plans were revised and the car kept for the future
High Level Bridge Line. Osaka #247 saw first service
in 1995 with the help of a generator trailer and finally
made the first trip across the High Level Bridge under overhead lines in 1997.
http://www.edmonton-radial-railway.ab.ca/streetcars/
osaka_247/

This pictures were taken and submitted by Massey F. Jones

The strap hangers and Japanese language signs
have been preserved inside Osaka #247.

It was built in 1921 and rebuilt in 1947 following WWII.
Osaka #247 remained in service in Osaka until 1990
when it was purchased by the Edmonton Radial Railway Society.

http://www.edmonton-radial-railway.ab.ca/streetcars/
osaka_247/

This pictures were taken and submitted by Massey F. Jones

Electric tram #621 of the Montreal and Southern Counties proceeding east on Churchill Blvd. at the corner of Empire
Ave. in Greenfield Park. The tram #621 was one of the later models used by the railway before the tracks were pulled up about 1956 because of competition from the Chambly Bus Company. To the right of the tram you can see part
of one of the two Greenfield Park stations that protected passengers for more than thirty years. The other station
was near the corner of Devonshire Road (now called Victoria Ave.) The playground of Empire Park is also partially visible. Where the playground once stood you'd now find the modern Greenfield Park Library.

This picture was submitted by John Riley and was taken about 1950 and is part of the Graham MacDonald collection.

Montreal and Southern Counties tram photos taken in Greenfield Park. The first is tram 105 traveling west along Churchill Blvd. and has just passed the corner of Springfield Ave. To the left of the tram you can see the Hollingdrake Building dominated by Hollingdrake's Store. To the right of
the electric railway car you can see towards Fairfield Ave.
and in the distance Taschereau Blvd. The photo is from
1955 and is part of Normand Simard's collection of trams
and trains.

This picture was submitted by John Riley. The photo was taken in 1955 and is from the Normand Simard collection.

This picture was submitted by John Riley. The photo was taken in 1955 and is from the Normand Simard collection.

Montreal & Southern Counties tram No. 105 on
Churchill Blvd. in Greenfield Park heading west after
passing the corner of Murray Ave. The white building to
the left of the tam is the Pentecostal Church. In the
distance to the right is a gray colored building called
the Perras Building. The tram is approaching the
corner of Devonshire Road (now called Victoria Ave.

This picture was submitted by John Riley. The photo was taken in 1955 and is from the Normand Simard collection.

This picture was submitted by John Riley. The photo was taken in 1955 and is from the Normand Simard collection.

This photo dating from 1953 shows Montreal & Southern Counties tram No. 105 traveling west on Churchill Blvd. in Greenfield Park between Hubert St. and Murray Ave.
The tram has just passed St. Anastase Church (not visible),
the pinkish colored brick building in the distance on the left
is the Letourneau Building, and the white doors to the left
of the approaching car are those of the Greenfield Park
Fire Station on the corner of Springfield Ave. and
Churchill.

This picture was submitted by John Riley. The photo was taken in 1955 and is from the Normand Simard collection.

This picture was submitted by John Riley. The photo was taken in 1955 and is from the Normand Simard collection.

Edmonton Radial Railway Society #42, passing
through the 1905 Street in front of the Masonic
Hall Museum in Fort Edmonton. The top floor contains
the Masonic Lodge – Ivanhoe artifacts
while food services are on the bottom floor.

The streetcar operates on a loop track within
Fort Edmonton Park, ferrying visitors through various “Streets” depicting the areas in which the various
restored buildings are located. There is the 1846 Fort,
then 1885 Street, 1905 Street and 1920 Street. http://www.fortedmontonpark.ca/plan-your-trip/attractions
/fort-edmonton-park-map/

View the streetcar track layout at http://fortedmontonpark.ca/wp-content/uploads/2013/03/
fepmaphandout2011.pdf

This pictures were taken and submitted by Massey F. Jones

The interior of ERRS streetcar #42.

Notice the period signs, overhead on each side and
the rattan seats with reversible backrests, a floor
designed to collect water runoff from snowy boots.

In this type of streetcar, the operator also has his own
compartment and passengers benefitted from
"natural air conditioning", achieved by raising the
window at each seat at any height desired. Some may
also notice the excellent woodwork.

This pictures were taken and submitted by Massey F. Jones

Already into the the Edmonton Radial Railway paint
scheme, this car, sitting at the ERRS main workshop
at Fort Edmonton in July 1994, just need finishing
touches by a team of dedicated volunteers who like
to refinish old streetcars.

The Edmonton Radial Railway (which the society is
named after) operated streetcars on Edmonton streets
from 1908 to 1946, before changing its name to the
present Edmonton Transit System (ETS) http://home.cc.umanitoba.ca/~wyatt/alltime/
edmonton-ab.html

This pictures were taken and submitted by Massey F. Jones

This wreck, seen here at Fort Edmonton in July
1994 near the ERRS workshop, will eventually be
lovingly restored to pristine condition inside and out by
members of the Edmonton Radial Railway Society as one
of their operational streetcars. http://www.edmonton-radial-railway.ab.ca/streetcars/
future_projects/

This pictures were taken and submitted by Massey F. Jones

Edmonton Radial Railway volunteers like to fix old
streetcars at their Strathcona car shop in South Edmonton
and these two, which are periodically run on the
High Level Bridge, are no exception. The Strathcona car
shop houses those running on the High Level Bridge, while
the main workshop at Fort Edmonton accommodates those
running within the Park.

On the left is Hannover # 601 http://www.edmonton-radial-
railway.ab.ca/streetcars/hannover_601/ while its companion is
Melbourne #930 http://www.edmonton-radial-railway.ab.ca/
streetcars/melbourne_930/

This pictures were taken and submitted by Massey F. Jones

TTC (Toronto Transit Commission) PCC Electric #4313
at Toronto Ont.

The PCC (Presidents' Conference Committee) streetcar
(tram) design was first built in the United States in the
1930s. The design proved successful in its native country,
and after World War II was licensed for use elsewhere in
the world. The PCC car has proved to be a long-lasting
icon of streetcar design, and PCC cars are still in service
in various places around the world.

This picture was submitted by Jim Parker and is part of "The Jim Parker Collection"

TTC (Toronto Transit Commission) #2766 Peter
Witt Electric Streetcar at Toronto Ont. June 1973

Mr. Witt completed the first prototype in 1914 and filed
his patent for the car design in 1915. G.C. Kuhlman Car
Company then delivered 130 cars of this design to
Cleveland in 1915 and 1916. From this point the design was licensed to a number of cities that needed large capacity trolleys. Toronto Transportation Commission ordered 575
cars from 1921 to 1923 and opeated them until 1965.
Production continued until the introduction of the PCC
streetcar in the mid 1930s.
Also see:
The Peter Witts, Toronto Transportation Commission

This picture was taken and submitted by Jim Parker

TTC (Toronto Transit Commission) #2766 Peter Witt
Electric Streetcar at Toronto Ont. June 1973

This picture was taken and submitted by Jim Parker

Back in 1972, while everyone was converting to diesel
buses, the Toronto Transit Commission (TTC) decided
to keep its streetcars and refurbished some of their
PCC streetcars (shown on this page). It was then
proposed to also add some of their older pieces of
equipment for tourist service.

Peter Witt streetcars 2894 and 2766 were reconditioned.
One would be used in a service called the BELT LINE
TOUR TRAM, while the other one would be a standby
unit. Rides would cost 30 cents and connection could be
made to other TTC routes, using a green transfer instead
or red or black. TOURTRAM service started on
June 24th 1973 to Labour Day (September) of that year.

2894 is at the TTC Russell carhouse on 15 Oct 1978
during a visit by the Toronto Chapter of the Canadian
Railroad Historical Association (CRHA).
This "Small Witt" belongs in the series of 2800-2898
(even numbers only), manufactured by the Ottawa Car Company in 1923 and it operated in regular TTC service
until 1963 and subsequently TOURTRAM service from
1973 to 1986 when the tour and charter operation cam
e to an end .

The car in front of the 2894 of the lineup is 2424, described below. Read all about the TTC Peter Witt streetcars at: http://transit.toronto.on.ca/streetcar/4501.shtml

This pictures were taken and submitted by Massey F. Jones

Now operating nights and weekends and a bit further
afield within the downtown periphery on charters,
TOURTRAM proved to be fairly successful.
Faced with an increased ridership in 1975, TTC
required an extra car for its operation, complementing
their 2894 and 2766 already in service. It then looked
to the Halton County Radial Railway Museum at Milton, Ontario for a new car and "Large Witt" 2424 was found suitable.

Built by the Canadian Car & Foundry in 1921 as a
two-man car in the series 2300-2498 (even numbers only),
2424 was converted to one-man operation in 1941 and
retired in 1954 when the Yonge Street Subway opened.
Rescued from a scrap dealers yard in 1962, it was
transported to Milton (about 25 miles west of downtown Toronto), where it was returned to operating condition.
While being loaned to the TTC by their TOURTRAM
and charter service, 2424 was painted in the TTC
scheme. TOURTRAM operations had ceased in 1986
and the car was returned to the Museum in 1990,
where it still operates today.

This photo shows the TTC 2424 at Russell carhouse
near downtown Toronto on October 15th 1978.
TTC 2766 is in front and TTC 2894 is in the rear.

View the history of the Beltline service at:http://transit.toronto.on.ca/streetcar/4131.shtml

This pictures were taken and submitted by Massey F. Jones

Toronto & York streetcar #48, circa 1918, outside
city limits at Yonge Street and Lawton Blvd, (just
north of St Clair Avenue East) in 1918. Research puts
the car in Deer Park (Lawton Park), with Christ Church (Anglican) in the background to the right. http://lostrivers.ca/content/points/lawtonpark.html

# 48 was manufactured by the Preston Car & Coach
Company of Preston, Ontario (now part of Cambridge)
in 1911, as part of the series of 8 streetcars (43-50).
When the TTC took over the T&YRR inherited 54
pieces of equipment including some that were built as
early as 1896. A number of streetcars (14) were almost immediately scrapped, including

Massey F. Jones collection

Montreal Tramways Co. Tourist Observation car
Montraeal Quebec, aprox 1905

Jim Parker Collection

The Canadian Railway Museum (now Exporail) at
St Constant QC, leased Montreal observation car
No 3 to Heritage Park in Calgary for a number of years
where it was lettered "Calgary Municipal". Here,
during the 1984 summer season, it is taking passengers
from 14 St SW and Heritage Drive to the Park's main
gate a kilometer away, instead of one of their regular streetcars. It was returned to Exporail in 1991.

Montreal Tramways No 3 was one of four of that type
ever built. Designed by a Montrealer and fondly
nicknamed "The Golden Chariot", all the cars were
painted cream with gold trim and elegantly decorated
with brass arches bearing a beaver emblem. No 1, built
in 1905, proved such a success that No 2 followed in
1922 with similar features. In 1924, No 3 and No 4 were
built but they were all-steel (instead of steel and wood)
and did not have the beaver or the overhead arches.
The seats on all four were arranged tier-style, with a
centre aisle.

In 1905, it cost 25 cents to ride, 6 times the regular fare
at the time. Several circuits were offered through the
years and none was part of the regular city fare but the
10-mile tour or so around the Mountain (Mount Royal)
was always designed to showcase Le Mont Royal
(about 230 meters high) and various other attractions
but the streetcars did not ride on top of the mountain
itself except in excursion service, because of concerns
about steep grades and a tunnel. The observation cars
also never had a roof and, if it rained, passengers were transferred to a regular car and the Golden Chariot
headed for the nearest car barn. Operations ceased
1985 with the demise of the Montreal streetcar system,
after which they were only available for charter.

Their last day of operation was Aug 30, 1959, when No 2 participated in the final ceremonial parade, when one of
every type of MTC streetcar was brought out and run on
the track if possible. No 1 and No 3 are preserved at
Exporail, just south of Montreal, while No 2 is at the
Seashore Trolley Museum in Kennebunkport ME and
No 4 is at the Connecticut Trolley Museum in East
Windsor CT. You can take a winter ride on
No 2 at: http://www.youtube.com/watch?v=xAljLKbPTmk . Exporail regularly has regularly run No 3 on its property
during the summer. View a splendid picture of No 1 on
display in Exporail at:
http://www.railpictures.net/viewphoto.php?id=
459337&nseq=1

This pictures were taken and submitted by Massey F. Jones

Calgary Municipal No 14, more familiarly called the
Heritage Park Streetcar and formally known as The
ENMAX Electric Streetcar System; heading home
empty on the last trip of the season, October 14th 2013
around 5:00 pm.

Car 14 was the very last streetcar to run in Calgary,
from the Ogden CPR shops to City Hall downtown on December 29th, 1950. It was donated to Heritage Park
in 1973, who restored it, to move visitors from the corner
of 14th Street SW and Heritage Drive to the main gate.
The car is double-ended with the trolley pole simply
lowered at the end of the run and the other one raised
before the streetcar reverses direction. Between 2007
and 2010, the Park underwent a great expansion. At that
time, the streetcar tracks were removed and then
reinstalled on a new route, doubling the journey. Enmax (formerly The City of Calgary Electric System - now a
private corporation) was the major sponsor.

More streetcar parts were found and donated to
Heritage Park, which then built a replica (No 15) in
1991. During the summer season, either or both
streetcars operate between the parking lot and the
main gate. While walking from the different parking
lots to the main gate is not too far, taking a noisy trolley
the long way around for about 15 minutes or so is a
lot more fun for a loonie (the Canadian dollar coin).

This pictures were taken and submitted by Massey F. Jones

The double-door setup of Heritage Park cars 14 and 15,
also called by some “a Prairie Style Door”. The other
side at the back is identical.

Thomas Henry McCauley, superintendent of the Calgary electric streetcar railway, from the beginning in 1909 to
his retirement about the 1940s, designed the system in
order to enable an ever growing Calgary population to
board and alight quickly during rush periods on the busier routes. He held several streetcar patents over the years.

The door mechanism patent was filed on 5 June 1917
and issued on 20 Nov 1917 (now CA 180474), while the
door patent was filed on 5 Jun 1917 and issued 22 Jan
1918 (now CA 181729). Both original submissions are
now on archives at the Canadian Intellectual Property
Office in Ottawa.

The Patent also made its way to the States as US 1249976 http://www.google.com/patents/US1249976
The latter gives a better read than the pdf files, which
are a scan of the 1917 originals.

This pictures were taken and submitted by Massey F. Jones

Car #15 with the door open

This picture was submitted by Massey F. Jones

Specification of Letters Patent. Patented Dec. 11, 1917 Application filed February 28, y1917. Serial No. 151,475.v
To all whom it may concern.
Be it known that I, THOMAS HENRY MCCAULEY, a citizen of the Dominion of
Canada and subject of England, residing at Calgary, in the Province of Alberta and Dominion of Canada, have invented new and useful Street-Car Doors, of which the following is a specification.
The present invention relates to street car doors, and aims to provide a novel
arrangement of the entrance and exit doors, providing for compactness in construction, and enabling the entrance and exit doors to be placed at the front end of the car with
a short vestibule, such a vestibule being of advantage in that it will not overhang the opposite track in turning corners.
The present invention also enables ordinary short vestibule single entrance cars
to be converted into the double door construction, or to be equipped with the entrance
and exit doors at one end in a compact arrangement.
Another object of the invention is the provision of novel means for operating either or
both of the entrance and exit doors, in order that they can be operated individually or jointly.
It is also within the scope of the invention to provide the aforesaid improvements,
which are of comparatively simple construction, which can be readily installed without prohibitive alterations or expense, .and which will increase the efficiency and utility
of the car.
..................
Thomas Henry McCauley also provided an invention patent for a mechanism to
open and close the door from inside and retract the step while the car was running.

Of note in these pictures is the large “cowcatcher”, prominent in these days to scoop
up anything that might fall in front of the streetcar (mostly pedestrians not yet
familiar with the streetcar speed at crossings). Note the air whistle on top of the
centre window.

This is an extract from the patent for the "Prairie" style
door on early Calgary Transit streetcars.
(some typos corrected for the purpose of this caption)

Submitted by Massey F. Jones

The interior of Heritage Park #14 or #15. The streetcars
are mostly alike inside and outside and used alternately.
Streetcar operation is daily during June, July and August
but weekends only at the beginning and end of the visitor season. More details and a 15-minute technical video of
No 15 in action at: http://www.youtube.com/watch?v=mIF0QlU99uU

This pictures were taken and submitted by Massey F. Jones

The controls on Car #15

This picture was submitted by Massey F. Jones

The controler on Car #15

Ottawa Transportation Commission, or simply the OTC, streetcar #108 on Bank Street in the 1950s or so.
All Ottawa streetcars were removed from service in 1959.

At the very bottom, close to the track under the anticlimber
is a spring actuated device; which entered into action, to strongly fling anything away which was going to proceed
under the streetcar.

Watch a very good 9:40-minute video of old Ottawa
streetcars (including line car, a snow sweepers and old
Ottawa CP) at:
http://www.youtube.com/watch?v=GbqoBnhiak4

The 8mm sequences, shot by a very close friend of
Massey, are a little fuzzy but highly historical. The
(duplicate) slide is probably from this friend, now
passed away.

Massey F. Jones collection

As a tribute to the Canadian National Exhibition
celebrating its centennial in 1978, the TTC, GO Transit
and other groups participated in a transportation exhibit
and set up 10 vehicles on the north side of what came to be called "Centennial Square, just east of the Dufferin Gate.

The development of the streetcar was illustrated by 5
vehicles, notably Peter Witt Streetcar #2894. The car
was built in 1923 by the Ottawa Car Company and served
on the TTC for a long time. After retirement from daily
service, it was used by the TTC for special excursions
with the TOURTRAM beltline route and reserved
functions. Today, ex-TTC #2894 is preserved in operating condition at the Halton County Radial Railway in Milton (Rockwood) ON.
http://www.railpictures.net/viewphoto.php?id=
78503&nseq=2

This pictures were taken and submitted by Massey F. Jones

A blow-up of a 35mm Kodachrome slide from a series,
taken by Massey during early summer 1978 and used by
the Canadian Forces for briefing Canadian National
Exhibition Air Show participants.

Visible in this shot, is Union Station, just about in the
middle at the end of the track network. The CPR
John Street Roundhouse is to the left of the CN Tower
and Spadina Yard just beyond the Tower. The flight
lasted 6 ½ hours around the Tower from several heights,
with vertical and oblique photos taken, so that pilots
could home on a very specific point (at Toronto Island
airport) during the flypast and parachutists,
hit the proper drop zone

This pictures were taken and submitted by Massey F. Jones

Montreal Tramways 200, a Birney Safety Car,
during a visit at the Canadian Historical Railway
Association (now Exporail) in the early-70s; when
Exporail was in infancy as a museum. Many cities
and towns used the Birney Safety Car and the company
built over 4000 - all identical. Car 200 was purchased by
the Montreal Tramways Company (MTC) from Detroit
in 1924 and it operated on Montreal streets until 1947,
notably on the Montreal North route 40 and Remembrance Road route 11, the latter on the Mont Royal, Montreal's mountain; from Lac des Castors (Beaver Lake) to Cote
des Neiges. Massey frequently rode that one, during his teenage.

Not all Birneys were double-end but the advantage of a double-end trolley was that the the car didn't have to go
through a loop to turn around, the motorman merely
switching ends at the terminus, so this type of cars was
mainly assigned to outlying areas in larger cities where, because its low capacity it didn't render the car suitable
for rush hour service. Three Canadian Birney car
strong-holds were Halifax, Toronto and Victoria. http://en.wikipedia.org/wiki/Birney

This pictures were taken and submitted by Massey F. Jones

The interior of Montreal Tramways Car 200, at the
Canadian Historical Railway
Association (now Exporail) in the early-70s.

These Birney streetcars built by Brill in 1919 were
put in service with Montreal Tramways Co. in 1924.

At the end of its passenger carrying life, Montreal
Tramways 200 was used on company service,
transporting fare boxes within a MTCo. Division from
1945 to 1953. In 1954, it was stored as a historic artifact
and is one of the very few Birney cars in operating
condition on the continent.

This pictures were taken and submitted by Massey F. Jones

Edmonton Transit Car 42 at Fort Edmonton Park,
southwest of the city nearing the boarding platform after completing another run around the Park perimeter in
June 1994. Almost every trip fills the car to capacity
during summer months.

Read all about Car 42 and other operating ERRS
streetcars at: http://www.edmonton-radial-railway.ab.ca/
streetcars/edmonton_42/

This pictures were taken and submitted by Massey F. Jones

The body of No. 42 was recovered in 1981 and lovingly
restored by the Edmonton Radial Railway Society
volunteers at Fort Edmonton Park prior to reentering
service in 1984,. Others streetcars were also restored
or in the process of being restored at their carbarn in Strathcona (South Edmonton). The ERRS also operates streetcars between downtown Edmonton and
South Edmonton during the summer

This pictures were taken and submitted by Massey F. Jones

Birney Safety Car 400, displayed at the Provincial
Museum, Victoria BC summer 1976.

In 1921, the City of Victoria placed an order with the
Preston Car and Coach Company in Preston, Ontario
for 10 Birney cars. They were assembled in the Kitsilano Workshops of the BC Electric Railway (BCER),
numbered 400 through 409 and put into service.

Car 400 served for 25 years, before being retired in
1948. It was then sold to the Mayo Lumber Company
in Cowichan BC, for use as a bunkhouse, before being
rescued as a skeleton and brought to the Provincial
Museum, who restored it at the cost of $15,000. They then displayed Car 400 in front of their Transport Museum in Cloverdale, at the northern edge of Downtown Victoria,
as an example of an authentic streetcar which formerly
ran on the streets of Victoria. View a 1944 system map, including the #2 route at: http://www.tundria.com/trams/CAN/Victoria-1944.shtml

In 1990, the Nelson Electric Tramway Society brought
Car 400 to Nelson for display, under a lease agreement
and in 1992, it found a permanent home in Nelson when
the BC Transportation Museum closed. Being somewhat damaged by the elements over the years, Car 400 was
slowly refurbished by the Society over 7 years and, by
1999, ready for service the following spring, along with
the Car #23.
http://www.nelsonstreetcar.org/streetcar-400/

This pictures were taken and submitted by Massey F. Jones

CNR Electric #130 at Rail City, N.Y. Oct 1957

This picture was taken and submitted by Jim Parker

CSR (Cornwall Street Railway) Electric #11 at
Cornwell Ont, 1960's

Cornwall Street Railway, Light and Power
Company, Limited (1902 - 31 December 1970)
Conversion from street cars to trolley buses 1949.
Electric railway freight operation continued until 1971,
shortly after its acquisition by CN Rail.

This picture was taken and submitted by Jim Parker

TCR (Toronto Civic Railway #55 at the
Rockwood Ont. Museum Oct 1956.

The Halton County Radial Railway is a working
museum of electric streetcars, other railway vehicles, trolleybusses and buses.
Toronto Civic Railways 55 is one of the few surviving Preston-built cars

This picture was taken and submitted by Jim Parker

CP Rail gas electric #50, Lake Louise Tramway

The Lake Louise Tramway was a unique operation like no
other in Canada. It was a narrow gauge (42 inch) line built in 1912 by the Canadian Pacific Railway to transport passengers to and from its Chalet Lake Louise in the Rocky Mountains
of Alberta. It was operated under the Hotel Department. Constructed as a short branch of its system, the CPR just overlooked telling the federal government it was going to be narrow gauge! This got around the need for local approval of building the line.

This picture was submitted by Jim Parker and is part of the Jim Parker Collection

CP Rail gas electric #50, Lake Louise Tramway

This picture was submitted by Jim Parker and is part of the Jim Parker Collection

CNR Battery storage powered passanger car #15798
The Jitney, built in 1937 and retired in 1961.
This self propelled rail car was used to make four round
trips everyday except Sunday between
Lunenburg NS and Mahone Bay NS

This picture was taken at the Halifax & Southwestern Railway Museum,
Lunenburg Nova Scotia

Around 1983, Massey purchased a few Calgary streetcar slides from the Glenbow Archives, for his personal use. Glenbow Archives is situated on the 6th floor of the Glenbow Museum, Canada's largest repository for history of life
in Western Canada from 1870 to 2000, with an extensive collection of original books, prints, negatives and other reference material. http://www.glenbow.org/collections/archives/

The views depict the Calgary Municipal Railway (now Calgary Transit) circa 1911-1919. The captions, researched from printed and web media are accurate as possible.

	The pride and joy of Calgary Municipal Railway was this Observation Car, ordered from the Preston Car and Coach Company of Preston, Ontario in 1911 as one of a kind and called it No.50, which was later given to another streetcar. It featured a striped canvas top, several lights adding to night time enjoyment and tier seating; one seat 6 inches above the one below. To Calgarians, the Observation Car wa s simply known as the Scenic Car. With no windows on the side, passengers could enjoy the open air. The canvas top had yet to be installed, as it made it's first trip (shown here) to the Exhibition Grounds (now the Calgary Stampede site) July 4, 1912 with the Navassarxs Ladies Band. The car was scrapped in 1946, due to decreasing revenue. Vancouver, Edmonton and Montreal also had observation cars of their own design. The Golden Chariot in Montreal (shown on this page briefly loaned to Calgary), outlasted them all. Glenbow Archives NA-2553-5
Submitted by Massey F. Jones
	The number 50 can clearly be seen on the chariot-style dash. The car is seen here on Centre Street just south of 8 Ave South, facing northbound (just about in front of the Calgary Tower today) with the conductor standing with a bullhorn for commentary. The Scenic Car was fitted with a striped canvas canopy, which could be removed and stored under the rear seat. Fifty passengers could be seated on wood slats, arranged in tiers with a 6-inch rise between tiers. Each side had 7 panels of plate glass mirrors and the railings and gates were polished bronze. The car had front and rear drop platforms and boarding was from the rear. The colour was white with thin red and gold striping and lettering. Glenbow Archives NA-924-1
Submitted by Massey F. Jones
	The Scenic Car is now on 9th Avenue SE, with Empire Hotel in background, circa 1912. It has now lost its number on the chariot-style dash and it now reads:"Seeing Calgary 25¢" and "CMRY". With the motorman is at the controls, the conductor poses with a large bullhorn that he used during the run for commentary. He also collected the fares. No employee on the spare board was allowed to drive the Scenic Car Car. Notice the coloured lights under the dash and the large cowcatcher. Also the original striped awning has also been replaced with one of a solid colour but the fringes have been kept. Glenbow Archives NA-2813-1
Submitted by Massey F. Jones
	A one hour circle tour cost 25 cents, about 5 times the price of a regular streetcar fare. Various circuits were available and there were about 7 departures. Some routes were changed over time but the most popular were the South Calgary route (shown here) to the highest point in the city offering a view of the Rocky Mountains and the Bowness line, offering several sylvan views along the Bow River. The Scenic Car is now on 17 Avenue SW in the vicinity just west of 14 Street during a circuit above the city. Our postcard looks northeast into the Scarboro subdivision and new houses on Shelbourne Street, circa 1917. Glenbow Archives NA-2813-2
Submitted by Massey F. Jones
	Calgary Municipal Railway No. 17 with its crew beside a transfer car between West and East Calgary along 9 Avenue. The fellow to the right is Walter "Spike" Robinson. The car was built by the Preston Car Company and had a capacity of 52 seated passengers. The conductor collected the fare, while the motorman operated the vehicle. It isn't yet fitted with the Macauley Door, patented by Superintendent Thomas Macauley (shown in another photo on this page). The modification consisted in removing the right front window (behind the crew) and fitting a full-sized door, designed to help with faster loading and unloading during peak hours. Glenbow Archives NA-265-13
Submitted by Massey F. Jones
	Calgary Municipal Railway No 31 at an unknown location. Numbers 19-36 were single-truck cars, referred by Calgarians as "dinkies". They were single-end with a large vestibule in the rear for smoking. The dinkies had a long rigid wheelbase and tended to derail on turnouts (switches). Six of these were traded to Saskatoon for double-truck cars. No 31 was built by the Preston Car Company in 1911 and it seated 36 passengers. It was scrapped in 1918. Glenbow Archives NA-1132-1
Submitted by Massey F. Jones
	Car No 1 at the Calgary Municipal carbarn with some officials and the conductor. It was built by the Ottawa Car Company in 1909 and seated 44 passengers. Second from the right is Mr. Thomas Macauley, who was the first Superintendent and remained in the post until after World War 1. He invented the "Prairie Type" front door by removing the front right window of the car and installing a "kitty corner" door instead. Many other features that he patented were also used on early wooden cars Glenbow Archives NA-2891-1
Submitted by Massey F. Jones
	Calgary Municipal Railway No 6, built by the Ottawa Car Company in 1909, on the Burns Avenue run (on the other side of the Calgary Stampede in Ramsay). Notice the horizontal bars across the windows, preventing passengers from sticking limbs outside while the car was in motion, a common practice then. The conductor collected fares and carried a change dispenser, a practice which endured until "Exact Change" was introduced for Canadian transit services in the mid-50s or so. One slot in the changer held quarters, the other dimes and the third one nickels. Paper money was in the conductor's pocket and anything above 5 dollars (a tidy sum then), was usually not changed, so that he wouldn't run out of coins. As for the motorman, his sole responsibility was to operate the car. Glenbow Archives NA-1299-1
Submitted by Massey F. Jones
	Calgary Municipal Railways car G started service as a water sprinkler with front and rear cabs but was rebuilt to a 42-foot gravel dump car. The location is most probably on CMR property. The shovel behind the motor car, has been loaded on to a low centre of gravity flatcar. Glenbow Archives NA-2891-22
Submitted by Massey F. Jones
	Officially, this unit was designated as H but unofficially, nicknamed "Mary Ann". The car, built in 1928 by Canadian Car & Foundry, Montreal for the Calgary Municipal Railway was a plough in the winter and a rotary broom in summer.. CMR Work equipment consisted of sweepers, track sprinklers, flat work motors such as G (equipped with snowplows in winter) and a repair car for derailed units. There were no tower cars and tower trucks were used instead. Glenbow Archives NA-2891-21
Submitted by Massey F. Jones
	Calgary held the Victory Stampede, in honour of soldiers returning from World War 1 and this was probably the occasion, on 8 Ave SE and Centre St (around the Calgary Tower today), as crowds gather along the sidewalks before or after the Stampede Parade on August 25 1919. The first Stampede was held in 1912, but the second didn't happen until 1919. The Armistice had been signed in 1918 but the only returned to Canada in 1919. 8 Avenue today is a busy pedestrian mall, with cars and trucks restricted to deliveries and only during specific hours. The buildings are made from sandstone, as all the wood buildings in the area were leveled by a fire in the early morning hours of Nov. 7, 1886 and thereafter, sandstone became the building material of choice. Now declared a historical area, the entire block of buildings was modernized inside but the external façade of the each building was retained as much as possible. Glenbow Archives NA-644-11
Submitted by Massey F. Jones
	Calgary Municipal Railway No. 34 westbound, in front of the Clarence Block at 120-8Ave SW around 1920. The building was owned by Senator James Lougheed and named for one of his sons. At one time, it held law offices for Lougheed and his partner RB Bennett, later a Canadian Prime Minister , Max Aitken (Lord Beaverbrook) and John Brownlee, later Premier of Alberta. The 32-foot streetcar car was built by The Preston Car Company of Preston, Ontario and it seated 36 passengers. It had single trucks with no air brakes as in later cars. Single truck streetcars were called "dinkies" by Calgarians and tended to derail a lot on turnouts (switches). Glenbow Archives NA-4391-3
Submitted by Massey F. Jones
	Streetcar 80, acquired from Springfield Mass., around 1919, is westbound in front of the Bank of Montreal on 8 Ave & 1 St SW in this 1920-era view. The bank had been here since 1886. The car sits 48 passengers. All-steel streetcar 80 is a PAYE (Pay As You Enter) 1-man car with a farebox, and the option of either exiting from a large air-activated folding door in front and a much smaller version of one at the rear, both activated by the motorman. At the rear door, passengers stepped on a large treadle which activated an outside folding step for alighting from the car. The photo is probably taken around Calgary Stampede time, as evidenced by the large Indian display on a post. Glenbow Archives NA-1241-968
Submitted by Massey F. Jones
	Westbound on 8 Ave x 1 St SW, Car 59 is about to reach the Hudson's Bay Store, which is the large white building to the right and still around today. The streetcar could accommodate 52 seated passengers. While 8 Ave was considered "Main Street" at the beginning of the 20th Century, it had become a pedestrian-only mall by early 1980, with strict rules for vehicular traffic and just when it is allowed on the mall. To the right is the Clarence Block, described elsewhere. The view is around 1920 at Stampede time (late summer), as evidenced by the bunting across the street and the Western-theme figurines attached to the posts. Glenbow Archives NA-1241-967
Submitted by Massey F. Jones
	A few months near the end of electric streetcar service, one of the or 80-90 steel streetcars meets its replacement on the Louise Bridge (10 St NW) in the early-50s. The view looks north from about today's 4 Ave x 10 St in downtown Calgary. In 1947, CMR, now called Calgary Transit System ordered 60 trolleybuses (CCF-Brill T-44 model) and they were immediately placed in service in newer routes. By 1950, all the streetcars has been removed from Calgary streets. The last streetcar (No. 14) ran from Ogden to downtown on December 29th, 1950. Along with some parts, it was eventually donated to Heritage Park in Calgary who restored it. Of the 60 trolleybuses, only #422 in its original livery, has been preserved in a museum near Calgary. http://www.busdrawings.com/Transit/alberta/reynolds /index.htm Glenbow Archives NA-4260-1
Submitted by Massey F. Jones

This next short series of pictures shows the interior of the Calgary Municipal streetcar #84

	Calgary Municipal No. 84 is one of the modern streetcars built by the Canadian Car & Foundry in Montreal in 1928. It was acquired along with 85 and 86. The car is 46'0" long, weighs 30,000 lbs. and seats 52 passengers. Six more (87-92) were purchased the following year and all lasted to the end of streetcar service in 1950.
Submitted by Massey F. Jones
	Calgary Municipal Railway No. 84, looking forward. It is the Canadian Car & Foundry model 2054, a 1-man car, with front entrance and exit at the front and treadle exit at the rear through the smoking section. Notice the nice padded seats and windows that could be opened individually. The floor was wood slats, designed to capture mud and slush and be easily cleaned by hosing. To the front is the controller, shown in another picture. Each side window could be opened individually, using a ratcheting system, where the customer pressed on two small levers and pulled up the window to the desired height. The bars above the front rows of seats are for standees that would be getting off shortly. The rest of the standees used the brass handles fitted to each outer seat. Passengers were often reminded frequent by the motorman during rush hours, to "More to the Rear, Please" Glenbow Archives 2891-16
Submitted by Massey F. Jones
	The motorman position, at the front of Calgary Municipal Railway car No. 84. The view looks from the ground directly into the streetcar, as passengers would see it on boarding after the doors opened. Passengers entered by the front and placed either tickets or money in the fare box partly seen to the very right of the picture, then turned left into the streetcar. Exact change could be given by the motorman on demand but it was frowned upon, as it held up the streetcar. To the left of the fare box is an electric coil heater for the motorman, as the doors frequently opened and closed, letting the draft in. Above the heater is the air brake, actuated by cylinders under the car. Next to it, the large black column is the controller, most of which were manufactured by Westinghouse, a large rheostat to control the juice to the motor. Turning the handle determined the speed. It featured a "dead man control", whereby when "full up" as in the photo, the car cannot operate and the motorman had to keep pressure on it to set the car in motion. There is also a small lever for activating the front and rear doors. The seat is obvious but as a rule, motormen operated the car standing up. Finally, the large wheel beside the seat is the emergency manual brake in case the air brake failed. Glenbow Archives 2891-14
Submitted by Massey F. Jones
	Smoking was still permitted on Calgary streetcars when this photo was taken and a vestibule with a door was provided at the back of the car for those who wished to do so during the trip. Barely visible above the door below the number is the notation that the car was built by the Canadian Car & Foundry in Montreal.
Submitted by Massey F. Jones
	The bars inside are by the smoking room are for safety purposes but those at the rear of the smoking room were designed so that pranksters would not open the rear window and pull the trolley pole cord. Only the centre window could be opened totally. It was a totally pul - out window, not the same type as the lateral ones on ratchet, which could be opened to a number of positions from an inch to full-open. During inclement weather, some motormen pulled out the window to reset the trolley pole and in some cities, it was an offence to open the rear window. The X is the rear roll sign, inside a box lighted from within at night, to indicate the route. (X meant that the car was not in service). There could be a double X selected and the numbers on each roll usually went from 1 to 0 and from A to Z., so there could be for example a 5A route. The full route was indicated by the front roll sign in a cabinet above the motorman. To exit at the next stop, passengers pressed on a small buzzer between each window, which signaled the motorman to stop. They then had the option of exiting front or rear. Those who exited through the rear stepped on a large plate (the treadle). When the car came to a full stop, the rear door opened and a spring-loaded step came down from the vertical position, for the passenger to step on and alight. When the door closed, the step sprung back up and the car could then proceed. Glenbow Archives 2891-15
Submitted by Massey F. Jones
	Jim Booth took this series of pictures of two Regina Streetcar while in the military south of Moose Jaw Sask. The Regina streetcars were literally in the pasture near the farm house. The farm itself was located south of Moose Jaw. The farmer was quite friendly, & happy that they asked if we could photograph the cars. He can't remember how cold it was, but he had my full artic clothing on. Regina Streetcar #40 and #49 As for the age of these cars all I can find out is that the last streetcar made its final run through the streets of Regina on September 5, 1950
This picture was taken and submitted by Jim Booth, Taber Alberta
	Regina Street cars #40
This picture was taken and submitted by Jim Booth, Taber Alberta
	Regina Street cars #49
This picture was taken and submitted by Jim Booth, Taber Alberta

	L&PS RY #L2 near the CN roundhouse at London, Ont, late 1960's
This picture was taken and submitted by Jim Booth, Willingdon AB
	Among the diesel power for BC Hydro, were steeple cab electric freight locomotives BCER 961 and 962, two of the three GE/ALCO electrics, acquired from the Oregon Electric Railway in 1946; formerly OER #21, 22 and 23. Built in 1912 they were renumbered respectively BCER 961, 960 and 962 and operated for a long time switching freight in the Vancouver area. Electric operation on the line ceased in 1981. BCER 962 was scrapped back in 1959, while the 960 was restored by the West Coast Railway Association and is located at their Museum in Squamish, BC. The #961 meanwhile was sold to Edmonton Transit who renumbered it to ETS 2001, a picture of which is on this page. This view was taken at the BCH Carrall Street yard (formerly at the west end of the present Gastown in downtown Vancouver) circa 1974; on a trip with a friend. We motored from eastern Alberta to his home in Prince George BC but not before visiting every major rail facility enroute, including in Calgary, Edmonton, Vancouver and Victoria. BC Electric became BC Hydro (BCH), then Southern Railway of British Columbia (SRY).
This picture was taken and submitted by Massey F. Jones
	Edmonton Transit steeple cab electric locomotive 2001 was purchased from BC Hydro (formerly their 961) to haul out debris while building the initial LRT sysyem under Jasper Street around 1974. The 2001 was built by Alco-General Electric in June 1912 (Ser#3808) for the Oregon Electric Railway who numbered it OER 21. It was sold in July 1946 to the British Columbia Electric Railway (BCER) who renumbered it 961 and used it for a number of years, switching freight around the Vancouver area. This view is taken at the old ETS Cromdale Garage located at 11631 - 80 Street, sometime in the late 1970s. ETS 2001 was retired in 1999 and donated to the Edmonton Radial Railway Society and replaced by 45 ton diesel GE locomotive ETS 2010, built in 1949 and rebuilt by ETS.
Photo Lorne Unwin - Massey F. Jones collection
	BC Electric 960 in East Vancouver, likely at the Carrall Street Yard, around late-1960s mid-1970s. Like the BCE 961 and 962, locomotive 960 is all-steel, measures 37' 7", weighs 125,400 lbs and is powered by four GE 212A electric motors. It's double-ended and equipped with two trolleys, always used one at a time. And like the others, it was acquired from Oregon Electric in 1946. The 960 is now at the West Coast Railway Heritage museum at Squamish, BC.
Massey F. Jones collection
	The rear of BCE 960 locomotive at an unknown location. Over the years, BCER had 27 electric locomotives on its roster and hauled 448,750 tons of freight. It interchanged with CNR, CPR, Great Northern, Milwaukee Road and Northern Pacific. View a photo of the 960 in operation in 1970 at http://www.trainweb.org/oldtimetrains/photos/ shortline/BCH_Carrall_Street.htm The 961 featured in another photo is at http://www.rrpicturearchives.net/show Picture.aspx?id=2735741
Massey F. Jones collection
	Those depressions on the frame are "polling pockets" which are used to push a piece of rolling stock, with the locomotive on one track and the piece of rolling stock on an adjacent track; by using a large heavy bar made from hardwood or steel about 8' long and 6" in diameter at the centre. One trainman would then hold the bar in the locomotive pocket, while another trainman would place his end on the car to be pushed (which also had poling pockets). The engineer would then advance the locomotive very slowly and it would push the car gently to the desired location. It's a practice that was not often used but it avoided switching and coupling.
Massey F. Jones collection
	CNR Electric #14 at St. Catharines Ont. Sept 1955
This picture was taken and submitted by Jim Parker
	CNR Electric #15 at St. Catharines Ont. Sept 1955
This picture was taken and submitted by Jim Parker
	CNR Electric #21 at St. Catharines Ont. August 1956
This picture was taken and submitted by Jim Parker
	CNR Electric Sweeper #22 at Oshawa Ont. 1950's Sweeper 22 was built in the NS&T shops in 1920
This picture was submitted by Jim Parker and is part of the "Jim Parker Collection"
	CNR Electric #22 at St. Catharines Ont. Sept 1955
This picture was taken and submitted by Jim Parker
	CNR Electric Line-Car #31 at St. Catharines Ont. Sept 1955. This car was used to repair the overhead catenary on the electric railway railway.
This picture was taken and submitted by Jim Parker
	Electric Switching Engine at Delson Que. Sept 1978
This picture was taken by Allan Campbell and submitted by Jim Parker
	CNR Electric #15707, April 15, 1966 at the CNR MacMillian Yard in Toronto, Ontario. CNR 15707 was retired June 5, 1968 and scrapped in Montreal, Quebec This car was used to repair the overhead catenary on the electric railway railway.
This picture was submitted by Jim Parker and is part of the "Jim Parker Collection"
	GRR Electric Front Motor #226 at Preston Ont.
This picture was submitted by Jim Parker and is part of the "Jim Parker Collection"




The Steam Engines of the CNR	The Steam Engines of the CPR


Canadian Train Stations	The Grain Elevators of Western Canada	Untimely End


CN Locomotives	CP Locomotives	VIA Rail Locomotives


Canadian Cabooses	Canadian Railway Artifacts	Train Bridges and Trestles

Canadian Railway Tunnels with a detailed look at the CPR Spiral Tunnels	Canadian Old Logging Equipment and Steam and Diesel Locomotives	Old Canadian Rolling Stock Passenger Cars

The Scrap Yard	The Halifax & South-Western Museum	Old Canadian Rolling Stock Freight Cars


Industrial and on Site Diesel Locomotives	The Newfoundland Railway	Robot Cars

Two site worth looking at.

The Memory Lane Railway Museum in Middleton, Nova Scotia.
The only exclusive Dominion Atlantic Railway museum in the world

Welcome to the DAR DPI
A web community initiative intent on digitally preserving
the history of the Dominion Atlantic Railway

Links
	Where we live and what we do

	A Nova Scotia Snow Storm Hits Summerville

	The Steam Locomotives of the CPR

	The Steam Engines of the CNR

	Railway Maintenance Equipment And Old Railway Rolling Stock

	Train Bridges and Trestles

	Canadian Railway Tunnels

	The Grain Elevators of Western Canada

	Canadian National Railways Motive Power Statistics Index

	Jerry Barnes' Garden Railway, The SCRR

	The Nova Scotia Railway Heritage Society

	Historic Aircraft Pictures

	Visit John's Old Car and Truck Pictures

	The Yard Limit's page on the Windsor & Hantsport Railway (WHRC)

	CN Pensioners' Association

	The Stanley Steamer For all you steam fans, this page is a must

	Visit Lonnie Hedgepeth's of Rocky Mount, North Carolina site. He has used the plans provided on Covered Bridge Plans webpage and is building a Covered Bridge for his Live Steam train. Many new pictures have been added including pictures of his Live Steam Engine

	The building trades class at Darlington HS in Darlington, Wisconsin built this covered bridge for a local business man

	Tour the 64 remaining Covered Bridges of New Brunswick

	The Covered Bridges that once dotted Nova Scotia.

	Lilies From the Valley A Vast selection of Oriental and Asiatic previously cut commercially grown bulbs ready for shipment anywhere in Canada

	Visit my Jeep page A Picture Review of the Jeeps from 1940 to the present

	A Picture Review of the Nash, Hudson and the cars of American Motors

	A Picture Review of the Hudsons and Terraplanes that were found in Australia

	A Picture Review Studebaker

	A Picture review of the Packard

	A Picture Review of the Pickup Truck from 1940 to 1969

	A Picture review of the Volkswagen

	A Picture Tour of the Kaiser Frazer

	A Picture Tour of the Henry J

	A Picture Tour of the Crosley

	A Picture Review of the Chevrolet from 1916 tto 1970

	A Picture Review of the Ford from 1908 to 1969

	The Chrysler Airflow

	View some of John' Evan's Artwork This site has quite a collections of John's artwork. View these old cars as you haven't before.

	Eric Gordon's Kaiser Rebuild There are many pictures showing the details of this Rebuild

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